CN113357034B - Engine protection control method based on ignition angle - Google Patents
Engine protection control method based on ignition angle Download PDFInfo
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- CN113357034B CN113357034B CN202110732195.9A CN202110732195A CN113357034B CN 113357034 B CN113357034 B CN 113357034B CN 202110732195 A CN202110732195 A CN 202110732195A CN 113357034 B CN113357034 B CN 113357034B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
- F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
- F02P5/15—Digital data processing
- F02P5/152—Digital data processing dependent on pinking
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
- F02D2250/26—Control of the engine output torque by applying a torque limit
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Signal Processing (AREA)
- Electrical Control Of Ignition Timing (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
The invention discloses an engine protection control method based on an ignition angle, which comprises the following steps: judging whether the difference value between the basic ignition angle and the minimum ignition angle of the current engine exceeds a preset ignition angle, wherein the preset ignition angle is determined according to the rotating speed and the load of the current engine; and comparing the difference value with the threshold values of the preset ignition angles of the plurality of gradients, and when the difference value falls within the threshold value of the preset ignition angle of one of the gradients, carrying out corresponding air quantity adjustment, basic ignition angle adjustment or fuel injection concentration adjustment. According to the invention, through an active grading protection control method, the influence on the exhaust temperature and the combustion stability of the engine can be avoided while the occurrence of knocking is avoided, and the influence on the dynamic property of the engine is reduced.
Description
Technical Field
The invention relates to the field of engine control, in particular to an engine protection control method based on an ignition angle.
Background
Knocking is a self-ignition event of the remaining exhaust gas that is not combusted even after ignition in the combustion chamber and is left burnt, and a shock wave generated by the self-ignition breaks a thermal boundary layer formed on an inner wall surface of the combustion chamber. In order to operate the internal combustion engine as efficiently as possible while avoiding damage to the internal combustion engine caused by knocking as much as possible, it is preferable to appropriately control the ignition timing of the internal combustion engine based on a tradeoff between an increase in efficiency of the internal combustion engine and a decrease in knocking frequency. In addition, if the engine runs under a large thermal load condition for a long time, the performance and the service life of the engine parts and a lubricating system are damaged, such as dynamic property, economical efficiency, emission and the like, so that the exhaust temperature protection is required.
After the engine knocks, the ignition angle needs to be retarded; however, the engine control needs to set a minimum ignition angle, which is set for the purpose of ensuring engine combustion stability and exhaust temperature protection. If the basic ignition angle of the engine set for improving the knock avoidance is close to the minimum ignition angle of the engine, how to perform knock and exhaust temperature protection is not disclosed at present.
Disclosure of Invention
The patent aims to provide an engine protection control method based on an ignition angle, which avoids knocking from occurring when a basic ignition angle is close to a minimum ignition angle of an engine and avoids influence on exhaust temperature and engine combustion stability.
The technical scheme adopted by the invention is as follows:
an engine protection control method based on an ignition angle is provided, which includes the steps of:
judging whether the difference value between the basic ignition angle and the minimum ignition angle of the current engine exceeds a preset ignition angle, wherein the preset ignition angle is determined according to the rotating speed and the load of the current engine;
and comparing the difference value with the threshold values of the preset ignition angles of the plurality of gradients, and when the difference value falls within the threshold value of the preset ignition angle of one of the gradients, carrying out corresponding air quantity adjustment, basic ignition angle adjustment or fuel injection concentration adjustment.
The technical scheme is divided into four gradient protection controls:
if the difference value does not exceed the preset ignition angle, activating an engine protection control mechanism, entering a first gradient protection control of the engine, and adjusting the gas quantity;
if the difference value does not exceed the preset ignition angle multiplied by the first preset coefficient, entering a second gradient protection control of the engine, and further adjusting the basic ignition angle while saving the gas;
if the difference value is not more than the preset ignition angle multiplied by a second preset coefficient, entering a third gradient protection control of the engine, adjusting the air quantity and the basic ignition angle, and simultaneously injecting oil and thickening; wherein the adjustment of the gas amount is consistent with the adjustment of the second gradient protection control, and the adjustment of the basic ignition angle is faster than the adjustment of the second gradient protection control;
and if the difference value exceeds the preset ignition angle multiplied by a third preset coefficient, entering fourth gradient protection control of the engine, adjusting the air quantity, the basic ignition angle and the fuel injection enrichment, and simultaneously limiting the current maximum torque of the engine, wherein the adjustment of the air quantity is consistent with the adjustment of the second gradient protection control, and the adjustment of the basic ignition angle is faster than the adjustment of the third gradient protection control.
In the above technical solution, if the difference exceeds the preset ignition angle, no optimization control is performed.
According to the technical scheme, the basis for presetting the ignition angle calibration is as follows: after the preset ignition angle is set under each working condition, the continuous detonation is not generated, the delay angle exceeds 6 degrees, and the exhaust temperature of the engine does not exceed the protection temperature.
According to the technical scheme, when the engine protection control mechanism is triggered from activation to deactivation, the protection control of the engine gradually exits to an original state in a grading mode according to different gradient conditions, and the original state refers to engine control logic when the engine protection control is not activated.
According to the technical scheme, when the engine protection control is quitted, the current high gradient is gradually restored to the low gradient, if the previous sampling period is the fourth gradient, the engine protection control is quitted from the fourth gradient step by step, and if the condition of the second gradient is still met, the engine protection control enters the second gradient; if all gradients of protection are not met, the engine protection control is completely exited.
According to the technical scheme, the air flow adjustment specifically comprises the following steps:
setting a minimum allowable air quantity according to the rotating speed of the engine, and meeting the condition that the torque fluctuation does not exceed +/-5 Nm;
comparing the engine protection air quantity of the last sampling period with the air quantity before the current engine protection, taking the minimum value, and carrying out certain decrement change to obtain the air quantity after the decrement change;
and comparing the minimum allowable gas quantity with the gas quantity after decrement change, and taking the maximum value as a gas quantity regulating value.
According to the technical scheme, if the number of times of entering engine protection control activation under a certain working condition exceeds a certain number of times, the preset ignition angle of the working condition or the nearby working condition is increased.
According to the technical scheme, the first preset coefficient is 0.45, the second preset coefficient is-0.2, and the third preset coefficient is-0.35.
In the above technical solution, the adjustment of the basic ignition angle is changed by a certain decrement, and is changed once per sampling period.
According to the technical scheme, the adjustment of the fuel injection concentration mainly adjusts the fuel injection enrichment factor, and the fuel injection enrichment factor is calculated according to the rotating speed of the engine and the current real-time load.
The invention also provides a computer-readable storage medium, on which a computer program is stored, which computer program, when being executed by a processor, carries out the steps of the ignition angle based engine protection control method of the above-mentioned technical solution.
The invention has the following beneficial effects: according to the invention, when the engine may knock (when the basic ignition angle is close to the minimum ignition angle), the occurrence of knock is avoided, meanwhile, the influence of exhaust temperature and engine combustion stability is avoided, and the influence on the engine dynamic is reduced by an active graded protection control method.
Drawings
The invention will be further described with reference to the accompanying drawings and examples, in which:
fig. 1 is a flowchart of an engine protection control method based on an ignition angle according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and do not limit the invention.
The invention discloses an engine protection control method based on an ignition angle, which has the central idea that when a basic ignition angle is close to a minimum ignition angle, the optimization of air inlet, oil injection, ignition and torque is controlled in a grading manner from the aspects of temperature exhaust and detonation protection on the premise of reducing the influence on the dynamic property of an engine. The basic ignition angle refers to the ignition advance angle of normal control caused by knocking is not considered in the engine ignition control, and after the knocking occurs, the basic ignition angle is the ignition advance angle which is finally controlled by considering the instant knocking protection. When no knocking occurs, the basic ignition angle is the final ignition advance angle; after the occurrence of the knocking, the basic ignition angle minus the knocking retarded ignition angle is used as the final ignition advance angle.
Generally, when the ignition time is before the compression top dead center of the current ignition cylinder, the ignition advance angle is set to be a positive value; when the ignition time is after the compression top dead center of the current ignition cylinder, the ignition advance angle is a negative value. Therefore, the ignition time is positive, and the larger the ignition time is, the earlier the ignition time is; the ignition timing is negative and the larger the absolute value, the later the ignition timing. The ignition timing at which the ignition timing is positive is earlier than the ignition timing at which the ignition timing is negative.
Retarding the ignition angle means that the positive value of the ignition angle becomes smaller or the negative value becomes larger.
Each operating condition has a corresponding minimum firing angle, i.e., the latest firing moment allowed. The time setting of the minimum ignition angle cannot be too small, and the influence on the exhaust temperature and the combustion stability is avoided.
The embodiment of the invention discloses an engine protection control method based on an ignition angle, which comprises the following steps:
judging whether the difference value between the basic ignition angle and the minimum ignition angle of the current engine exceeds a preset ignition angle, wherein the preset ignition angle is determined according to the rotating speed and the load of the current engine;
and comparing the difference value with the threshold values of the preset ignition angles of the plurality of gradients, and when the difference value falls within the threshold value of the preset ignition angle of one of the gradients, carrying out corresponding air quantity adjustment, basic ignition angle adjustment or fuel injection concentration adjustment.
The specific division limit set by each grade has no influence on the dynamic property as far as possible on the premise of protecting the engine by avoiding knocking and overhigh exhaust temperature.
Specifically, as shown in fig. 1, the engine protection control of four-step gradient is taken as an example:
judging the difference between the basic ignition angle and the minimum ignition angle, and if the difference exceeds a preset ignition angle, not performing any optimization control;
and when the difference value does not exceed the preset ignition angle, performing engine protection control, namely activating the engine protection control. The preset firing angle may be determined by both the current engine speed and load.
First, the difference between the base ignition angle and the minimum ignition angle is determined. If the difference exceeds the preset ignition angle, no optimization control is carried out; when the preset ignition angle is not exceeded, engine protection control is performed, namely, the engine protection control is activated. The preset ignition angle can be jointly determined by the current engine speed and load; the preset firing angle (based on crankshaft rotation angle) in this example is:
the basis of the calibration of the preset ignition angle is as follows: after the preset ignition angle is set under each working condition, the continuous detonation delay angle does not exceed 6 degrees, and the exhaust temperature of the engine does not exceed the protection temperature.
If the number of times of activation of the engine protection control is entered under a certain operating condition exceeds N times (in the present example, N is 9), the preset angle of the operating condition (or the nearby operating condition) is increased (in the present example, the preset angle is updated to 1.15 times after every N times). The working condition is easy to enter the knock chamfering working condition, so that the knock protection is earlier entered. It should be mentioned here that if the working condition just falls on the coordinate axis of the preset calibration table, only the preset angle under the working condition is updated; if the working condition does not fall on the coordinate axis and falls outside the whole coordinate axis, such as the engine speed of 750r/min and the load of 2600mg/l in the example, updating the preset angle on the (750r/min, 2500mg/l) point on the calibration table; if the working condition does not fall on the coordinate axes and falls between the coordinate axes, such as the engine speed of 1700r/min and the load of 1700mg/l in the example, the preset angles of four points (1400r/min, 1500mg/l), (1400r/min, 1750mg/l), (1800r/min, 1500mg/l), (1800r/min, 1750mg/l) are updated.
And secondly, when the difference between the basic ignition angle and the minimum ignition angle does not exceed the preset ignition angle, performing engine protection control, namely activating the engine protection control, and entering first gradient protection control of the engine. The first gradient protection control of the engine mainly only adjusts the air quantity, avoids knocking of the engine due to large load, does not need over adjustment, and avoids great influence on dynamic performance. The gas amount of the first gradient is adjusted as follows:
1) setting a minimum allowable air quantity according to the rotating speed of the engine, and avoiding the influence on the combustion stability of the engine, namely avoiding the torque fluctuation from exceeding +/-5 Nm; the minimum allowable gas amount in this example is as follows:
the basis of calibration is to avoid the influence on the combustion stability of the engine and avoid the torque fluctuation exceeding +/-5 Nm.
2) And (3) taking the minimum value of the engine protection gas quantity in the last sampling period (the first sampling period is after the engine is started successfully, and the engine protection gas quantity in the first sampling period is taken as the gas quantity before the current engine protection) and the gas quantity before the current engine protection, and performing certain decrement change (once change in each sampling period). In this example, the amount of the compound was reduced to-20 mg/l.
And finally, measuring the first gradient gas in real time by 1) and 2) to obtain the maximum value obtained by calculation.
And thirdly, under the condition met in the second step, and further, when the difference between the basic ignition angle and the minimum ignition angle does not exceed the preset ignition angle multiplied by a certain preset coefficient (the preset coefficient is 0.45 in the example), the second gradient protection control of the engine is started. And the second gradient protection control of the engine can adjust the air quantity and further adjust the basic ignition angle. Wherein the air quantity adjustment coincides with the adjustment of the first gradient and the adjustment of the ignition angle is varied with a certain decrement (once per sampling period). In this example the decrement is-0.2 deg. (negative values represent a spark angle advance retarded by 0.2 deg. crankshaft angle relative to compression top dead center).
And fourthly, under the condition that the second step and the third step are met, and further, when the difference between the basic ignition angle and the minimum ignition angle does not exceed the preset ignition angle multiplied by a certain preset coefficient (the preset coefficient of the embodiment is-0.2), entering a third gradient protection control of the engine. And the third gradient protection control of the engine can adjust the air quantity, further adjust the basic ignition angle and simultaneously spray and enrich the oil. The adjustment of the air quantity is consistent with the adjustment of the second gradient, the adjustment of the basic ignition angle is faster than the adjustment of the second gradient, the angle is-0.35 degrees (aiming at carrying out detonation and exhaust temperature protection), and the oil injection enrichment factor (the oil injection enrichment factor is a multiplication factor of the oil injection quantity before the protection) is dependent on the rotating speed of the engine and the real-time current load, so that the exhaust temperature of the engine is improved, and meanwhile, the influence on the dynamic property is small and is not more than +/-6 Nm of the torque fluctuation.
And a fifth step of entering a fourth gradient protection control of the engine under the condition that the second, third and fourth steps are satisfied, and further, when the difference between the basic ignition angle and the minimum ignition angle exceeds the preset ignition angle multiplied by a certain preset coefficient (the preset coefficient of the example is-0.35). And the fourth gradient protection control of the engine can adjust the air quantity, further adjust the basic ignition angle and simultaneously spray and enrich the oil. The adjustment of the air quantity is consistent with the adjustment of the second gradient, the adjustment of the basic ignition angle is faster than the adjustment of the third gradient, the angle is-0.4 degrees in the example (aiming at carrying out detonation and temperature discharge protection), the fuel injection enrichment factor is faster than the adjustment of the third gradient, the angle is 1.03 times of the third gradient in the example, and meanwhile, the maximum torque capacity of the engine is further adjusted to limit the current maximum torque, and the maximum torque capacity of the example is limited to be 0.8 times of the original maximum torque.
And if the difference value meets different conditions, different gradient protection control is performed, the higher the gradient is, the higher the priority is, and otherwise, the lower the priority is.
When the engine protection control is triggered from being activated to being deactivated, the engine protection control gradually exits from the original state in stages. The original state refers to the engine control logic when the engine protection control is never activated.
Specifically, when the engine protection control exits, the current high gradient is gradually restored to the low gradient, if the previous sampling period is the fourth gradient, then the engine protection control exits, the engine protection control exits from the fourth gradient step by step, and if the condition of the second gradient is still met, the engine protection control enters the second gradient; if all gradients of protection are not met, the engine protection control is completely exited.
It will be understood that modifications and variations can be made by persons skilled in the art in light of the above teachings and all such modifications and variations are intended to be included within the scope of the invention as defined in the appended claims.
Claims (10)
1. An engine protection control method based on an ignition angle, characterized by comprising the steps of:
judging whether the difference value between the basic ignition angle and the minimum ignition angle of the current engine exceeds a preset ignition angle, wherein the preset ignition angle is determined according to the rotating speed and the load of the current engine;
and comparing the difference value with the threshold values of the preset ignition angles of the plurality of gradients, and when the difference value falls within the threshold value of the preset ignition angle of one of the gradients, carrying out corresponding air quantity adjustment, basic ignition angle adjustment or fuel injection concentration adjustment.
2. The ignition angle-based engine protection control method according to claim 1, characterized by being divided into four-gradient protection control:
if the difference value does not exceed the preset ignition angle, activating an engine protection control mechanism, entering a first gradient protection control of the engine, and adjusting the air quantity;
if the difference value does not exceed the preset ignition angle multiplied by the first preset coefficient, entering a second gradient protection control of the engine, and further adjusting the basic ignition angle while adjusting the air quantity;
if the difference value is not more than the preset ignition angle multiplied by a second preset coefficient, entering a third gradient protection control of the engine, adjusting the air quantity and the basic ignition angle, and simultaneously injecting oil and thickening; wherein the adjustment of the gas amount is consistent with the adjustment of the second gradient protection control, and the adjustment of the basic ignition angle is faster than the adjustment of the second gradient protection control;
and if the difference value exceeds the preset ignition angle multiplied by a third preset coefficient, entering fourth gradient protection control of the engine, adjusting the air quantity, the basic ignition angle and the fuel injection enrichment, and simultaneously limiting the current maximum torque of the engine, wherein the adjustment of the air quantity is consistent with the adjustment of the second gradient protection control, and the adjustment of the basic ignition angle is faster than the adjustment of the third gradient protection control.
3. The ignition angle-based engine protection control method according to claim 1, characterized in that if the difference exceeds a preset ignition angle, no optimization control is performed.
4. The ignition angle-based engine protection control method according to claim 1, characterized in that the pre-set ignition angle calibration is based on: after the preset ignition angle is set under each working condition, the continuous detonation delay angle does not exceed 6 degrees, and the exhaust temperature of the engine does not exceed the protection temperature.
5. The ignition angle-based engine protection control method according to claim 2, wherein when the engine protection control mechanism is triggered from being activated to being deactivated, the engine protection control gradually and hierarchically exits to an original state according to different gradient conditions, and the original state refers to the engine control logic when the engine protection control is deactivated.
6. The ignition angle-based engine protection control method according to claim 5, characterized in that, when the engine protection control is exited, the current high gradient is gradually restored to the low gradient; if all the gradients of the protection are not satisfied, the engine protection control is completely exited.
7. The ignition angle-based engine protection control method according to claim 1, characterized in that the air quantity adjustment specifically includes the steps of:
setting a minimum allowable air quantity according to the rotating speed of the engine, and meeting the condition that the torque fluctuation does not exceed +/-5 Nm;
comparing the engine protection air quantity of the last sampling period with the air quantity before the current engine protection, taking the minimum value, and carrying out certain decrement change to obtain the air quantity after the decrement change;
and comparing the minimum allowable gas quantity with the gas quantity after decrement change, and taking the maximum value as a gas quantity regulating value.
8. The ignition angle-based engine protection control method according to claim 2, characterized in that the preset ignition angle for a certain operating condition or a nearby operating condition is increased if the number of times of entering engine protection control activation exceeds a certain number of times under the certain operating condition.
9. The ignition-angle-based engine protection control method according to claim 1, wherein the adjustment of the base ignition angle is changed by a decrement once per sampling period.
10. The ignition angle-based engine protection control method of claim 1, wherein the adjustment of the fuel injection concentration adjustment primarily adjusts an injection enrichment factor that is calculated as a function of a real-time current engine speed and a real-time current load.
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| FR3017654B1 (en) * | 2014-02-19 | 2018-10-26 | Psa Automobiles Sa. | METHOD FOR DETERMINING THE REFERENCE AIR FILLING FOR CALCULATING THE IGNITION ADVANCE OF AN ENGINE |
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