CN114645792A - Control method, device, equipment and computer storage medium - Google Patents
Control method, device, equipment and computer storage medium Download PDFInfo
- Publication number
- CN114645792A CN114645792A CN202210281810.3A CN202210281810A CN114645792A CN 114645792 A CN114645792 A CN 114645792A CN 202210281810 A CN202210281810 A CN 202210281810A CN 114645792 A CN114645792 A CN 114645792A
- Authority
- CN
- China
- Prior art keywords
- compression ignition
- ignition phase
- target
- phase
- signal
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000000034 method Methods 0.000 title claims abstract description 77
- 230000006835 compression Effects 0.000 claims abstract description 297
- 238000007906 compression Methods 0.000 claims abstract description 297
- 230000001133 acceleration Effects 0.000 claims abstract description 67
- 238000012545 processing Methods 0.000 claims abstract description 39
- 238000002347 injection Methods 0.000 claims description 22
- 239000007924 injection Substances 0.000 claims description 22
- 238000004364 calculation method Methods 0.000 claims description 18
- 239000000446 fuel Substances 0.000 claims description 13
- 230000006870 function Effects 0.000 claims description 11
- 238000004590 computer program Methods 0.000 claims description 10
- 230000010354 integration Effects 0.000 claims description 10
- 238000001914 filtration Methods 0.000 claims description 9
- 238000009795 derivation Methods 0.000 claims description 7
- 206010044048 Tooth missing Diseases 0.000 claims description 4
- 238000013507 mapping Methods 0.000 claims description 4
- 238000009434 installation Methods 0.000 claims 1
- 238000004519 manufacturing process Methods 0.000 abstract description 9
- 238000002485 combustion reaction Methods 0.000 description 28
- 239000007789 gas Substances 0.000 description 11
- 238000012937 correction Methods 0.000 description 7
- 238000010586 diagram Methods 0.000 description 6
- 230000000979 retarding effect Effects 0.000 description 6
- 230000001360 synchronised effect Effects 0.000 description 6
- 239000002826 coolant Substances 0.000 description 4
- 238000011161 development Methods 0.000 description 4
- 239000000203 mixture Substances 0.000 description 4
- 239000003921 oil Substances 0.000 description 4
- 230000003068 static effect Effects 0.000 description 4
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 3
- 238000004891 communication Methods 0.000 description 3
- 239000001301 oxygen Substances 0.000 description 3
- 229910052760 oxygen Inorganic materials 0.000 description 3
- 238000007781 pre-processing Methods 0.000 description 3
- 239000000243 solution Substances 0.000 description 3
- 238000012360 testing method Methods 0.000 description 3
- 238000009530 blood pressure measurement Methods 0.000 description 2
- 239000000110 cooling liquid Substances 0.000 description 2
- 230000001629 suppression Effects 0.000 description 2
- 238000004458 analytical method Methods 0.000 description 1
- 238000003491 array Methods 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000000691 measurement method Methods 0.000 description 1
- 239000010705 motor oil Substances 0.000 description 1
- 230000003287 optical effect Effects 0.000 description 1
- 230000000737 periodic effect Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Images
Classifications
-
- 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
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
-
- 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
- F02D41/0097—Electrical control of supply of combustible mixture or its constituents using means for generating speed signals
-
- 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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
-
- 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
- F02D41/38—Controlling fuel injection of the high pressure type
-
- 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
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
The embodiment of the application discloses a control method, a control device, control equipment and a computer storage medium, which are applied to engine equipment, wherein the method comprises the following steps: acquiring a crankshaft speed signal in engine equipment; determining a corresponding angular acceleration signal according to the crankshaft rotation speed signal; carrying out integral processing on the angular acceleration signal to obtain a compression ignition strength index; and under the condition that the compression ignition intensity index is larger than a preset threshold value, adjusting compression ignition phase control parameters based on the estimated compression ignition phase and the target compression ignition phase so as to enable the actual compression ignition phase to reach the target compression ignition phase. Therefore, the compression ignition phase of the engine equipment can be adjusted according to the crankshaft speed signal, the manufacturing cost of the engine equipment is reduced, and the control precision of the compression ignition phase is improved.
Description
Technical Field
The present application relates to the field of engine technologies, and in particular, to a control method, apparatus, device, and computer storage medium.
Background
Compression Ignition (CI) combustion occurs when the in-cylinder temperature reaches an ignition temperature determined by the composition of the mixture. When the in-cylinder temperature reaches the ignition temperature near the compression top dead center to cause CI combustion, the fuel consumption efficiency of spark-ignition controlled compression ignition (SICI) combustion can be maximized. The in-cylinder temperature rises in accordance with the rise of the in-cylinder pressure. The in-cylinder pressure in the spark ignition-initiated compression ignition combined combustion mode SICI combustion is the result of two pressure increases, a pressure increase caused by compression work of the piston in the compression stroke and a pressure increase caused by heat release of spark plug ignition (SI) combustion. On the other hand, in SICI combustion, if CI combustion occurs near the compression top dead center, the in-cylinder pressure may rise excessively, and combustion noise may become excessive. At this time, if the ignition timing is retarded, CI combustion occurs at a timing at which the piston is significantly lowered in the expansion stroke, and therefore combustion noise can be suppressed. However, the fuel consumption efficiency of the engine is reduced. In an engine that performs spark ignition combustion with ignition (SICI), in order to achieve both suppression of combustion noise and improvement of fuel consumption performance, it is necessary to control the combustion waveform that changes with respect to the progress of the crank angle.
In the current solution, the pressure signal of the cylinder pressure sensor is used to reflect the process of the heat release rate of the fuel, and the compression ignition state in the cylinder is estimated according to the process, so as to estimate the gas temperature in the cylinder and the deviation from the target temperature, and then various control parameters are corrected according to the deviation of the temperature in the cylinder to correct the actual compression ignition and the phase to reach the target state. The cylinder pressure sensor is adopted, so that the manufacturing cost of the engine assembly is greatly increased, the compression ignition and phase control process is complex, and the control precision of the control system is reduced.
Disclosure of Invention
In view of the above, the present application provides a control method, apparatus, device, and computer storage medium. The control of the compression ignition phase can be realized on the premise of not adopting a cylinder pressure sensor, and the control process is simple and precise.
The technical scheme of the application is realized as follows:
in a first aspect, an embodiment of the present application provides a control method, which may include:
acquiring a crankshaft speed signal in the engine equipment;
determining a corresponding angular acceleration signal according to the crankshaft rotation speed signal;
carrying out integral processing on the angular acceleration signal to obtain a compression ignition strength index;
and under the condition that the compression ignition intensity index is larger than a preset threshold value, adjusting compression ignition phase control parameters based on the estimated compression ignition phase and the target compression ignition phase so as to enable the actual compression ignition phase to reach the target compression ignition phase.
In some embodiments, after obtaining the crankshaft speed signal in the engine apparatus, the method may further comprise:
carrying out interpolation processing on the crankshaft rotating speed signal, and adjusting the crankshaft rotating speed signal of the tooth missing part of the crankshaft rotating speed signal panel;
and determining the position of the top dead center of the engine equipment according to the crankshaft rotating speed signal after interpolation processing.
In some embodiments, determining a corresponding angular acceleration signal based on the crankshaft speed signal may include:
converting the crankshaft speed signal to an angular speed signal;
and carrying out derivation calculation on the angular velocity signal to obtain the angular acceleration signal.
In some embodiments, the integrating the angular acceleration signal to obtain the compression ignition strength index may include:
carrying out Fourier transform and filtering processing on the angular acceleration signal to obtain a target angular acceleration signal;
performing integral calculation on the target angular acceleration signal to obtain the compression ignition intensity index; wherein the integration range in the integration calculation is determined by the position of the top dead center.
In some embodiments, said adjusting the compression ignition phase control parameter based on the estimated compression ignition phase and the target compression ignition phase to bring the actual compression ignition phase to the target compression ignition phase in the event that the compression ignition strength indicator is greater than a preset threshold may comprise:
determining that the engine apparatus is in a compression ignition state if the compression ignition intensity indicator is greater than a preset threshold;
when the engine equipment is in a compression ignition state, determining an estimated compression ignition phase corresponding to the engine equipment;
and adjusting the compression ignition phase control parameter according to the difference value between the estimated compression ignition phase and the target compression ignition phase so as to enable the actual compression ignition phase to reach the target compression ignition phase.
In some embodiments, said determining an estimated compression ignition phase for said engine arrangement may comprise:
carrying out derivation calculation on the angular acceleration to obtain a derivative function;
and determining a crank angle corresponding to the position of the inflection point of the derivative function as an estimated compression ignition phase.
In some embodiments, the compression ignition phase control parameters include a target ignition angle, a target internal EGR rate, a target external EGR rate, a target fuel injection strategy; adjusting the compression ignition phase control parameter based on the difference between the estimated compression ignition phase and the target compression ignition phase to bring the actual compression ignition phase to the target compression ignition phase may include:
determining a phase difference between the estimated compression ignition phase and the target compression ignition phase;
and adjusting the compression ignition phase control parameter according to the mapping relation between a preset phase difference value and the compression ignition phase control parameter so as to enable the actual compression ignition phase to reach the target compression ignition phase.
In a second aspect, an embodiment of the present application provides a control apparatus, which may include:
an acquisition unit configured to acquire a crankshaft rotational speed signal in the engine apparatus;
a determination unit configured to determine a corresponding angular acceleration signal based on the crankshaft speed signal;
the processing unit is configured to perform integral processing on the angular acceleration signal to obtain a compression ignition strength index;
and the adjusting unit is configured to adjust the compression ignition phase control parameter based on the estimated compression ignition phase and the target compression ignition phase under the condition that the compression ignition intensity index is larger than a preset threshold value, so that the actual compression ignition phase reaches the target compression ignition phase.
In a third aspect, an embodiment of the present application provides an engine apparatus, including:
a memory for storing a computer program capable of running on the processor;
a processor for performing the control method of any one of the first aspects when running the computer program.
In a fourth aspect, the present application provides a computer storage medium storing a computer program, which when executed by at least one processor implements the control method according to any one of the first aspect.
The embodiment of the application provides a control method, a control device, control equipment and a computer storage medium, and the control method, the control device, the control equipment and the computer storage medium are used for acquiring a crankshaft rotating speed signal in engine equipment; determining a corresponding angular acceleration signal according to the crankshaft rotation speed signal; carrying out integral processing on the angular acceleration signal to obtain a compression ignition strength index; and under the condition that the compression ignition intensity index is larger than a preset threshold value, adjusting compression ignition phase control parameters based on the estimated compression ignition phase and the target compression ignition phase so as to enable the actual compression ignition phase to reach the target compression ignition phase. Therefore, the compression ignition phase of the engine equipment can be adjusted according to the crankshaft speed signal, the manufacturing cost of the engine equipment is reduced, and the control precision of the compression ignition phase is improved.
Drawings
Fig. 1 is a schematic flowchart of a control method according to an embodiment of the present disclosure;
fig. 2 is a detailed flowchart of a control method according to an embodiment of the present disclosure;
fig. 3 is a schematic structural diagram of a control device according to an embodiment of the present disclosure;
FIG. 4 is a schematic diagram of a specific hardware structure of an engine apparatus according to an embodiment of the present disclosure;
fig. 5 is a schematic structural diagram of an engine apparatus according to an embodiment of the present application.
Detailed Description
So that the manner in which the features and elements of the present embodiments can be understood in detail, a more particular description of the embodiments, briefly summarized above, may be had by reference to embodiments, some of which are illustrated in the appended drawings.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of the present application only and is not intended to be limiting of the application.
In the following description, reference is made to "some embodiments" which describe a subset of all possible embodiments, but it is understood that "some embodiments" may be the same subset or different subsets of all possible embodiments, and may be combined with each other without conflict. It should also be noted that reference to the terms "first \ second \ third" in the embodiments of the present application is only used for distinguishing similar objects and does not represent a specific ordering for the objects, and it should be understood that "first \ second \ third" may be interchanged with a specific order or sequence where possible so that the embodiments of the present application described herein can be implemented in an order other than that shown or described herein.
It is understood that Compression Ignition (CI) combustion occurs when the in-cylinder temperature reaches an ignition temperature determined by the composition of the mixture. When the in-cylinder temperature reaches the ignition temperature in the vicinity of the compression top dead center to cause CI combustion, the fuel consumption efficiency of spark ignition control compression ignition (SICI) combustion can be maximized. The in-cylinder temperature rises in accordance with the rise of the in-cylinder pressure. The in-cylinder pressure in the spark ignition-initiated compression ignition combined combustion mode SICI combustion is the result of two pressure increases, a pressure increase caused by compression work of the piston in the compression stroke and a pressure increase caused by heat release of spark plug ignition (SI) combustion. On the other hand, in SICI combustion, if CI combustion occurs near compression top dead center, the in-cylinder pressure may rise excessively, resulting in excessive combustion noise. At this time, if the ignition timing is retarded, CI combustion occurs at a timing at which the piston is significantly lowered in the expansion stroke, and therefore combustion noise can be suppressed. However, the fuel consumption efficiency of the engine is reduced. In an engine that performs spark ignition combustion with ignition to ignite compression ignition (SICI), in order to achieve both suppression of combustion noise and improvement of fuel efficiency, it is necessary to control the combustion waveform that changes with respect to the progress of the crank angle.
In the related art, a pressure signal of a cylinder pressure sensor is used for reflecting the process of the heat release rate of fuel, the compression ignition state in the cylinder is estimated according to the process, the gas temperature in the cylinder and the deviation from the target temperature are further estimated, and then various control parameters are corrected according to the deviation of the temperature in the cylinder to correct the actual compression ignition and the phase to achieve the target state. The manufacturing cost of the engine assembly is greatly increased due to the adoption of the cylinder pressure sensor, the compression ignition and phase control process is complex, and the control precision of a control system is reduced.
Based on this, the embodiment of the present application provides a control method, and the basic idea of the method is: acquiring a crankshaft speed signal in engine equipment; determining a corresponding angular acceleration signal according to the crankshaft rotation speed signal; carrying out integral processing on the angular acceleration signal to obtain a compression ignition strength index; and under the condition that the compression ignition intensity index is larger than a preset threshold value, adjusting compression ignition phase control parameters based on the estimated compression ignition phase and the target compression ignition phase so as to enable the actual compression ignition phase to reach the target compression ignition phase. Therefore, the compression ignition phase of the engine equipment can be adjusted according to the crankshaft speed signal, the manufacturing cost of the engine equipment is reduced, and the control precision of the compression ignition phase is improved.
In an embodiment of the present application, referring to fig. 1, a flowchart of a control method provided in an embodiment of the present application is shown. As shown in fig. 1, the method may include:
s101: a crankshaft speed signal in an engine plant is obtained.
It should be noted that the control method provided by the embodiment of the present application may be applied to a control device, and may also be applied to an engine apparatus integrated with the device or having a control requirement. Here, the engine device may be a common engine type such as a diesel engine, a gasoline engine, and the like, but is not particularly limited.
The crankshaft rotation speed signal is acquired by an Electronic Control Unit (ECU), and other signals need to be acquired from the ECU, and specifically, the other signals may be a throttle opening signal, an intake manifold pressure signal, an intake manifold temperature signal, an oxygen concentration signal in exhaust gas, an exhaust gas temperature signal, an intake/exhaust valve timing phase signal, an EGR valve opening signal, a coolant temperature signal, an engine oil temperature signal, an injection phase signal, an injection pulse width signal, an injection pressure signal, an ignition angle signal, and the like.
In some embodiments, after obtaining the crankshaft speed signal in the engine apparatus, the method may further comprise:
carrying out interpolation processing on the crankshaft rotating speed signal, and adjusting the crankshaft rotating speed signal of the tooth missing part of the crankshaft rotating speed signal panel;
and determining the position of the top dead center of the engine equipment according to the crankshaft rotating speed signal after interpolation processing.
It should be noted that the interpolation process is one of the processes of preprocessing the crankshaft rotational speed signal, and the preprocessing process may specifically include a filtering process. Specifically, the signal panel corresponding to the original crankshaft speed signal is generally 58 teeth, and 2 teeth are lacked, so that the lacked 2-tooth signal needs to be subjected to continuous interpolation processing, and then the subsequent signal analysis can be performed.
In the gasoline engine for automobiles and motorcycles, the position at which the piston crown is at the maximum distance from the center of the crankshaft is referred to as the top dead center. The position of the top dead center can be determined by two methods, wherein the static measuring method uses the static top dead center on an engine flywheel as a reference, a piston (a multi-cylinder engine mainly uses a first cylinder) descends after reaching the uppermost part of a cylinder by a turning method, and the highest point of the piston is carefully found out by adopting a stroke midpoint method such as a dial indicator, namely the top dead center. Such as shutdown scribing, magnetoelectric, contact, light spot, and lightning image-stopping. The dynamic measurement method mostly adopts a capacitance displacement sensor and utilizes capacitance change to directly measure the dynamic top dead center. An insulating sleeve is arranged between the sensor electrode and the shell, the capacitance sensor is arranged on the cylinder cover, when the piston top moves to the upper dead point, the capacitance between the fixed polar plate on the sensor and the piston (as a capacitance movable polar plate) is the largest, and therefore the piston upper dead point signal can be obtained by using the capacitance measuring device.
S102: and determining a corresponding angular acceleration signal according to the crankshaft speed signal.
After the crankshaft rotation speed signal is preprocessed, the crankshaft rotation speed signal is converted into an angular velocity signal, and then an angular acceleration signal is determined according to the angular velocity signal. After obtaining the angular acceleration signal, the angular acceleration signal is further subjected to filtering processing.
In some embodiments, for S102, said determining a corresponding angular acceleration signal from said crankshaft speed signal comprises:
converting the crankshaft speed signal to an angular speed signal;
and carrying out derivation calculation on the angular velocity signal to obtain the angular acceleration signal.
The relationship between the angular velocity ω and the rotation speed n is ω 2 pi n (here, the frequency n has the same meaning as the rotation speed), and after the crankshaft rotation speed signal is converted into the angular velocity signal by the conversion relationship, the angular velocity signal is subjected to derivative calculation to obtain a signal composed of derivative values, which is an angular acceleration signal corresponding to the crankshaft rotation speed signal.
S103: and carrying out integral processing on the angular acceleration signal to obtain a compression ignition strength index.
In some embodiments, for S103, said integrating the angular acceleration signal to obtain the compression ignition strength indicator includes:
carrying out Fourier transform and filtering processing on the angular acceleration signal to obtain a target angular acceleration signal;
performing integral calculation on the target angular acceleration signal to obtain the compression ignition intensity index; wherein the integration range in the integration calculation is determined by the position of the top dead center.
It should be noted that, here, the integral value of the angular acceleration is selected as a compression ignition intensity index (Kci), and the compression ignition intensity index can reflect the compression ignition intensity of the engine device, so as to intuitively determine whether the engine device needs to adjust the compression ignition phase, and for example, the integral interval in the integral calculation may be a range from a compression top dead center to a 40-degree crankshaft angle after the compression top dead center.
S104: and under the condition that the compression ignition intensity index is larger than a preset threshold value, adjusting compression ignition phase control parameters based on the estimated compression ignition phase and the target compression ignition phase so as to enable the actual compression ignition phase to reach the target compression ignition phase.
It should be noted that, when the compression ignition strength index is judged to be greater than the preset threshold value, the engine apparatus is judged to be in the compression ignition state and needs to perform the adjustment of the compression ignition phase, and when the compression ignition strength index is judged to be less than or equal to the preset threshold value, the engine apparatus is judged not to be in the compression ignition state and does not need to perform the adjustment of the compression ignition phase.
In some embodiments, for S104, said adjusting the compression ignition phase control parameter based on the estimated compression ignition phase and the target compression ignition phase to bring the actual compression ignition phase to the target compression ignition phase if the compression ignition strength indicator is greater than a preset threshold comprises:
determining that the engine apparatus is in a compression ignition state if the compression ignition intensity indicator is greater than a preset threshold;
when the engine equipment is in a compression ignition state, determining an estimated compression ignition phase corresponding to the engine equipment;
and adjusting the compression ignition phase control parameter according to the difference value between the estimated compression ignition phase and the target compression ignition phase so as to enable the actual compression ignition phase to reach the target compression ignition phase.
It should be noted that the pre-estimated compression ignition phase is obtained by determining a derivative of the angular acceleration signal, and defining a crank angle corresponding to an inflection point of the derivative corresponding to the angular acceleration signal as the pre-estimated compression ignition phase, and the pre-estimated compression ignition phase can be corrected by pre-calibrating a set correction coefficient k according to the test result of the engine for specific values of the compression ignition phases under different working conditions.
It should also be noted that the target compression ignition phase is based on a table look-up of engine operating conditions to obtain a base value, which table has been pre-calibrated in engine bench development and then corrected based on operating conditions such as coolant temperature, intake air temperature, and intake and exhaust phases.
In some embodiments, said determining an estimated compression ignition phase for said engine arrangement comprises:
carrying out derivation calculation on the angular acceleration to obtain a derivative function;
and determining a crank angle corresponding to the position of the inflection point of the derivative function as an estimated compression ignition phase.
It should be noted that the pre-estimated compression ignition phase is obtained by determining a derivative of the angular acceleration signal, and defining a crank angle corresponding to an inflection point of the derivative corresponding to the angular acceleration signal as the pre-estimated compression ignition phase, and the pre-estimated compression ignition phase can be corrected by pre-calibrating a set correction coefficient k according to the test result of the engine for specific values of the compression ignition phases under different working conditions. The correction coefficient K is mainly carried out by taking the compression ignition starting phase judged after the cylinder pressure is measured in the bench development as the reference, and the value range of K is between 0 and 1.
In some embodiments, the compression ignition phase control parameters include a target ignition angle, a target internal EGR rate, a target external EGR rate, a target fuel injection strategy;
correspondingly, said adjusting said compression ignition phase control parameter in accordance with said difference between said estimated compression ignition phase and said target compression ignition phase to bring the actual compression ignition phase to said target compression ignition phase comprises:
determining a phase difference between the estimated compression ignition phase and the target compression ignition phase;
and adjusting the compression ignition phase control parameter according to the mapping relation between a preset phase difference value and the compression ignition phase control parameter so as to enable the actual compression ignition phase to reach the target compression ignition phase.
It should be noted that, the determining of the phase difference between the estimated compression ignition phase and the target compression ignition phase specifically means that an absolute difference between the estimated compression ignition phase in the current state and the target compression ignition phase corresponding to the corresponding engine device is calculated, the absolute difference is divided into different degrees according to the magnitude of the difference, and the absolute difference is adjusted according to the adjustment schemes of the compression ignition phase control parameters corresponding to the different degrees, so that the actual compression ignition phase reaches the target compression ignition phase.
Illustratively, the compression ignition phasing control parameters include for a target ignition angle, a target internal EGR rate, a target external EGR rate, a target injection strategy, the compression ignition phasing is adjusted by advancing or retarding the ignition angle (+ -2 crank angle degrees) when the deviation between the estimated compression ignition phasing and the target compression ignition phasing is within + -3 crank angle degrees, the compression ignition phasing is adjusted by advancing or retarding the ignition angle (+ -2 crank angle degrees) in cooperation with the valve timing (+ -10 crank angle degrees) when the deviation between the estimated compression ignition phasing and the target compression ignition phasing is within + -3 crank angle degrees-5 crank angle degrees, and the compression ignition phasing is adjusted by advancing or retarding the ignition angle (+ -2 crank angle degrees) in cooperation with the valve timing (+ -10 crank angle degrees) and the external exhaust gas circulation valve (+ -5% EGR valve angle degrees) in cooperation with the exhaust gas recirculation valve timing when the deviation between the estimated compression ignition phasing and the target compression ignition phasing is outside + -5 crank angle degrees, The compression ignition phase is adjusted by an oil injection strategy (the change range of multi-injection oil injection proportion, such as two-injection proportion is 5: 2-2: 5).
The embodiment of the application provides a control method, which comprises the steps of obtaining a crankshaft rotating speed signal in engine equipment; determining a corresponding angular acceleration signal according to the crankshaft rotation speed signal; carrying out integral processing on the angular acceleration signal to obtain a compression ignition strength index; and under the condition that the compression ignition intensity index is larger than a preset threshold value, adjusting compression ignition phase control parameters based on the estimated compression ignition phase and the target compression ignition phase so as to enable the actual compression ignition phase to reach the target compression ignition phase. Therefore, the compression ignition phase of the engine equipment can be adjusted according to the crankshaft speed signal, the manufacturing cost of the engine equipment is reduced, and the control precision of the compression ignition phase is improved.
In another embodiment of the present application, based on the control method described in the foregoing embodiment, refer to fig. 2, which shows a detailed flowchart of one proposed control method in the embodiment of the present application. As shown in fig. 2, the method may include:
s201: an Electronic Control Unit (ECU) collects signals related to an engine;
the engine-related signals may include a crankshaft speed signal, a throttle opening signal, an intake manifold pressure signal, an intake manifold temperature signal, an oxygen concentration in exhaust gas signal, an exhaust gas temperature signal, an intake and exhaust valve timing phase signal, an EGR valve opening signal, a coolant temperature signal, an oil temperature signal, an injection phase signal, an injection pulse width signal, an injection pressure signal, an ignition angle signal, and the like.
S202: preprocessing a crankshaft rotating speed signal;
it should be noted that, in the process of determining the position of the top dead center, the original crankshaft speed signal disc is generally 58 teeth, 2 teeth are lacked, and the lacked 2-tooth signal needs to be subjected to continuous interpolation processing and filtering processing.
S203: determining an angular acceleration;
the crankshaft rotational speed signal preprocessed in S202 is converted into an angular velocity signal, and then the angular velocity signal is derived to obtain an angular acceleration signal.
S204: carrying out filtering processing on the angular acceleration signal;
and performing Fourier transform and filtering processing on the periodic signal angular acceleration signal, and keeping the angular acceleration signal with the frequency within the range of 400-5000Hz as a target angular acceleration signal.
S205: calculating the compression ignition intensity;
and (4) integrating the target angular acceleration signal obtained in the step (S204) to obtain a compression ignition strength index (Kci), wherein the integration interval is a range from a compression top dead center to a crank angle of 40 degrees after the compression top dead center.
S206: when Kci is greater than Kci0, the engine is judged to be in a compression ignition state;
it should be noted that Kci0 (i.e., the preset threshold in the previous embodiment) is preset for calibration after cylinder pressure measurement of the gantry. The preset threshold value range is generally between 2 and 3 and is mainly related to the working condition of the engine.
S207: after the compression ignition is judged, a crank angle corresponding to an inflection point appearing on the derivative of the angular acceleration is defined as a compression ignition starting phase, and specific numerical values under different working conditions can be based on the test result of the bench;
it should be noted that the correction may be performed by a correction coefficient k set by pre-calibration. The correction coefficient K is mainly carried out by taking a compression ignition starting phase judged after cylinder pressure measurement in rack development as a reference, and the value range of K is between 0 and 1.
S208: and correcting parameters related to the compression ignition phase according to the estimated deviation between the compression ignition phase and the target compression ignition phase and by combining other signals so as to enable the actual compression ignition phase to reach the target compression ignition phase.
It should be noted that the other signals may include a crankshaft rotational speed signal, a throttle opening signal, an intake manifold pressure signal, an intake manifold temperature signal, an oxygen concentration in exhaust gas signal, an exhaust gas temperature signal, an intake and exhaust valve timing phase signal, an EGR valve opening signal, a coolant temperature signal, an oil temperature signal, an injection phase signal, an injection pulse width signal, an injection pressure signal, an ignition angle signal, and the like.
The target compression ignition phase is a basic value obtained by looking up a table according to the working condition of the engine, the table is pre-calibrated in the development of an engine rack, and then correction is carried out according to the operating conditions such as the temperature of cooling liquid, the temperature of intake air and the phase of intake and exhaust.
And correcting the target ignition angle, the target internal EGR rate, the target external EGR rate and the target fuel injection strategy according to the deviation between the estimated compression ignition phase and the target compression ignition phase and by combining signals of the temperature of cooling liquid, the temperature of intake air and the like so as to achieve the aim that the actual compression ignition phase is as close to the target compression ignition phase as possible.
Specifically, when the deviation between the predicted compression ignition phase and the target compression ignition phase is within + -3 crank angle degrees, the compression ignition phase is adjusted by advancing or retarding the ignition angle (+ -2 crank angle degrees), when the deviation between the estimated compression ignition phase and the target compression ignition phase is within +/-3- +/-5 crank angle degrees, the compression ignition phase is adjusted by advancing or retarding the ignition angle (+ -2 crank angle degrees) in cooperation with the valve timing (+ -10 crank angle degrees), when the deviation of the predicted compression ignition phase from the target compression ignition phase is outside the range of ± 5 degrees of crank angle, the compression ignition phase is adjusted by advancing or retarding the ignition angle (+ -2 crank angle degrees) in cooperation with the valve timing (+ -10 crank angle degrees) and the external exhaust gas circulation valve (+ -5% EGR valve opening), injection strategy (multi-injection ratio, e.g. two-injection ratio, varies in the range of 5: 2-2: 5).
The embodiment of the application provides a control method, and the specific implementation of the embodiment is elaborated based on the embodiment, so that the technical scheme of the embodiment can be seen, the scheme provides a simple, convenient and effective method for judging and controlling compression ignition and the phase thereof on the premise of not adopting a cylinder pressure sensor to greatly reduce the manufacturing cost of an engine, and the method for calculating the compression ignition and the phase thereof by processing a signal of a speed sensor; the control parameters are adjusted to control compression ignition and its phase, and the control process can be simplified to improve the accuracy of the control system. Compared with the prior art, the configuration of the cylinder pressure sensor is reduced, and the manufacturing cost of the engine is greatly reduced.
In another embodiment of the present application, refer to fig. 3, which illustrates a schematic structural diagram of a control device provided in the embodiment of the present application. As shown in fig. 3, the control device 30 may include:
an acquisition unit 301 configured to acquire a crankshaft rotational speed signal in the engine apparatus;
a determining unit 302 configured to determine a corresponding angular acceleration signal according to the crankshaft rotational speed signal;
the processing unit 303 is configured to perform integration processing on the angular acceleration signal to obtain a compression ignition strength index;
an adjusting unit 304 configured to adjust the compression ignition phase control parameter based on the estimated compression ignition phase and the target compression ignition phase so that the actual compression ignition phase reaches the target compression ignition phase, when the compression ignition strength index is greater than a preset threshold.
In some embodiments, the obtaining unit 301 is further configured to perform interpolation processing on the crankshaft rotation speed signal, and adjust the crankshaft rotation speed signal of the tooth missing part of the crankshaft rotation speed signal panel; and determining the position of the top dead center of the engine equipment according to the crankshaft rotating speed signal after interpolation processing.
In some embodiments, the determination unit 302 is specifically configured to convert the crankshaft rotational speed signal into an angular speed signal; and carrying out derivation calculation on the angular velocity signal to obtain the angular acceleration signal.
In some embodiments, the processing unit 303 is specifically configured to perform fourier transform and filtering processing on the angular acceleration signal to obtain a target angular acceleration signal; performing integral calculation on the target angular acceleration signal to obtain the compression ignition intensity index; wherein the integration range in the integration calculation is determined by the position of the top dead center.
In some embodiments, the adjustment unit 304 is specifically configured to determine that the engine arrangement is in a compression ignition state if the compression ignition intensity indicator is greater than a preset threshold; and determining an estimated compression ignition phase corresponding to the engine device when the engine device is in a compression ignition state; and adjusting the compression ignition phase control parameter according to the difference value between the estimated compression ignition phase and the target compression ignition phase so as to enable the actual compression ignition phase to reach the target compression ignition phase.
In some embodiments, the adjusting unit 304 is specifically configured to perform a derivative calculation on the angular acceleration to obtain a derivative function; and determining a crank angle corresponding to the position of the inflection point of the derivative function as an estimated compression ignition phase.
In some embodiments, the compression ignition phase control parameters include a target ignition angle, a target internal EGR rate, a target external EGR rate, a target fuel injection strategy; an adjustment unit 304, specifically configured to determine a phase difference value of the estimated compression ignition phase and the target compression ignition phase; and adjusting the compression ignition phase control parameters according to a mapping relation between a preset phase difference value and the compression ignition phase control parameters so as to enable the actual compression ignition phase to reach the target compression ignition phase.
It is understood that, in this embodiment, a "unit" may be a part of a circuit, a part of a processor, a part of a program or software, etc., and may also be a module, or may be non-modular. Moreover, each component in the embodiment may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware or a form of a software functional module.
Based on the understanding that the technical solution of the present embodiment essentially or a part contributing to the prior art, or all or part of the technical solution may be embodied in the form of a software product stored in a storage medium, and include several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) or a processor (processor) to execute all or part of the steps of the method of the present embodiment. And the aforementioned storage medium includes: various media capable of storing program codes, such as a usb disk, a removable hard disk, a Read Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk, or an optical disk.
Accordingly, the present embodiments provide a computer storage medium storing a computer program which, when executed by at least one processor, performs the steps of the method of any of the preceding embodiments.
Based on the above-mentioned components of the control device 30 and the computer storage medium, refer to fig. 4, which shows a specific hardware structure diagram of an engine apparatus provided in an embodiment of the present application. As shown in fig. 4, the engine apparatus 40 may include: a communication interface 401, a memory 402, and a processor 403; the various components are coupled together by a bus system 404. It is understood that the bus system 404 is used to enable communications among the components. The bus system 404 includes a power bus, a control bus, and a status signal bus in addition to a data bus. For clarity of illustration, however, the various buses are labeled as bus system 404 in FIG. 4. The communication interface 401 is configured to receive and transmit signals in a process of receiving and transmitting information with other external network elements;
a memory 402 for storing a computer program capable of running on the processor 403;
a processor 403, configured to execute, when running the computer program:
acquiring a crankshaft speed signal in the engine equipment;
determining a corresponding angular acceleration signal according to the crankshaft rotation speed signal;
carrying out integral processing on the angular acceleration signal to obtain a compression ignition strength index;
and under the condition that the compression ignition intensity index is larger than a preset threshold value, adjusting compression ignition phase control parameters based on the estimated compression ignition phase and the target compression ignition phase so as to enable the actual compression ignition phase to reach the target compression ignition phase.
It will be appreciated that the memory 402 in the embodiments of the subject application can be either volatile memory or nonvolatile memory, or can include both volatile and nonvolatile memory. The non-volatile Memory may be a Read-Only Memory (ROM), a Programmable ROM (PROM), an Erasable PROM (EPROM), an Electrically Erasable PROM (EEPROM), or a flash Memory. Volatile Memory can be Random Access Memory (RAM), which acts as external cache Memory. By way of example, but not limitation, many forms of RAM are available, such as Static random access memory (Static RAM, SRAM), Dynamic Random Access Memory (DRAM), Synchronous Dynamic random access memory (Synchronous DRAM, SDRAM), Double Data Rate Synchronous Dynamic random access memory (ddr Data Rate SDRAM, ddr SDRAM), Enhanced Synchronous SDRAM (ESDRAM), Synchronous chained SDRAM (Synchronous link DRAM, SLDRAM), and Direct memory bus RAM (DRRAM). The memory 402 of the systems and methods described herein is intended to comprise, without being limited to, these and any other suitable types of memory.
And processor 403 may be an integrated circuit chip having signal processing capabilities. In implementation, the steps of the above method may be performed by integrated logic circuits of hardware or instructions in the form of software in the processor 403. The Processor 403 may be a general-purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic device, or discrete hardware components. The various methods, steps, and logic blocks disclosed in the embodiments of the present application may be implemented or performed. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like. The steps of the method disclosed in connection with the embodiments of the present application may be directly implemented by a hardware decoding processor, or implemented by a combination of hardware and software modules in the decoding processor. The software module may be located in ram, flash memory, rom, prom, or eprom, registers, etc. storage media as is well known in the art. The storage medium is located in the memory 402, and the processor 403 reads the information in the memory 402 and performs the steps of the above method in combination with the hardware thereof.
It is to be understood that the embodiments described herein may be implemented in hardware, software, firmware, middleware, microcode, or any combination thereof. For a hardware implementation, the Processing units may be implemented within one or more Application Specific Integrated Circuits (ASICs), Digital Signal Processors (DSPs), Digital Signal Processing Devices (DSPDs), Programmable Logic Devices (PLDs), Field Programmable Gate Arrays (FPGAs), general purpose processors, controllers, micro-controllers, microprocessors, other electronic units configured to perform the functions described herein, or a combination thereof.
For a software implementation, the techniques described herein may be implemented with modules (e.g., procedures, functions, and so on) that perform the functions described herein. The software codes may be stored in a memory and executed by a processor. The memory may be implemented within the processor or external to the processor.
Optionally, as another embodiment, the processor 403 is further configured to execute the steps of the method of any one of the previous embodiments when running the computer program.
In some embodiments, referring to fig. 5, a schematic structural diagram of a component of an engine apparatus 40 provided by the embodiments of the present application is shown. As shown in fig. 5, the engine apparatus 40 includes at least the control device 30 described in any one of the foregoing embodiments.
In the embodiment of the present application, with respect to the engine apparatus 70, a crankshaft rotational speed signal in the engine apparatus is acquired; determining a corresponding angular acceleration signal according to the crankshaft rotation speed signal; carrying out integral processing on the angular acceleration signal to obtain a compression ignition strength index; and under the condition that the compression ignition intensity index is larger than a preset threshold value, adjusting compression ignition phase control parameters based on the estimated compression ignition phase and the target compression ignition phase so as to enable the actual compression ignition phase to reach the target compression ignition phase. Therefore, the compression ignition phase of the engine equipment can be adjusted according to the crankshaft speed signal, the manufacturing cost of the engine equipment is reduced, and the control precision of the compression ignition phase is improved.
It should be noted that, in the present application, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.
The above-mentioned serial numbers of the embodiments of the present application are merely for description and do not represent the merits of the embodiments.
The methods disclosed in the several method embodiments provided in the present application may be combined arbitrarily without conflict to obtain new method embodiments.
Features disclosed in several of the product embodiments provided in the present application may be combined in any combination to yield new product embodiments without conflict.
The features disclosed in the several method or apparatus embodiments provided in the present application may be combined arbitrarily, without conflict, to arrive at new method embodiments or apparatus embodiments.
The above description is only for the specific embodiments of the present application, but the scope of the present application is not limited thereto, and any person skilled in the art can easily think of the changes or substitutions within the technical scope of the present application, and shall be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (10)
1. A control method, characterized by being applied to an engine apparatus, the method comprising:
acquiring a crankshaft speed signal in the engine equipment;
determining a corresponding angular acceleration signal according to the crankshaft rotation speed signal;
carrying out integral processing on the angular acceleration signal to obtain a compression ignition strength index;
and under the condition that the compression ignition intensity index is larger than a preset threshold value, adjusting compression ignition phase control parameters based on the estimated compression ignition phase and the target compression ignition phase so as to enable the actual compression ignition phase to reach the target compression ignition phase.
2. The method of claim 1, wherein after obtaining a crankshaft speed signal in the engine installation, the method further comprises:
carrying out interpolation processing on the crankshaft rotating speed signal, and adjusting the crankshaft rotating speed signal of the tooth missing part of the crankshaft rotating speed signal panel;
and determining the position of the top dead center of the engine equipment according to the crankshaft rotating speed signal after interpolation processing.
3. The method of claim 1, wherein said determining a corresponding angular acceleration signal based on said crankshaft speed signal comprises:
converting the crankshaft speed signal to an angular speed signal;
and carrying out derivation calculation on the angular velocity signal to obtain the angular acceleration signal.
4. The method of claim 2, wherein said integrating the angular acceleration signal to obtain a compression ignition strength indicator comprises:
carrying out Fourier transform and filtering processing on the angular acceleration signal to obtain a target angular acceleration signal;
performing integral calculation on the target angular acceleration signal to obtain the compression ignition intensity index; wherein the integration range in the integration calculation is determined by the position of the top dead center.
5. The method of claim 1, wherein adjusting compression ignition phase control parameters based on the estimated compression ignition phase and a target compression ignition phase to bring an actual compression ignition phase to the target compression ignition phase if the compression ignition strength indicator is greater than a preset threshold comprises:
determining that the engine apparatus is in a compression ignition state if the compression ignition intensity indicator is greater than a preset threshold;
when the engine equipment is in a compression ignition state, determining an estimated compression ignition phase corresponding to the engine equipment;
and adjusting the compression ignition phase control parameter according to the difference value between the estimated compression ignition phase and the target compression ignition phase so as to enable the actual compression ignition phase to reach the target compression ignition phase.
6. The method of claim 5, wherein the determining the estimated compression ignition phase for the engine arrangement comprises:
carrying out derivation calculation on the angular acceleration to obtain a derivative function;
and determining a crank angle corresponding to the position of the inflection point of the derivative function as an estimated compression ignition phase.
7. The method of claim 5, wherein the compression ignition phase control parameters include a target ignition angle, a target internal EGR rate, a target external EGR rate, a target fuel injection strategy; adjusting the compression ignition phase control parameter according to the difference between the estimated compression ignition phase and the target compression ignition phase to enable the actual compression ignition phase to reach the target compression ignition phase comprises:
determining a phase difference between the estimated compression ignition phase and the target compression ignition phase;
and adjusting the compression ignition phase control parameter according to the mapping relation between a preset phase difference value and the compression ignition phase control parameter so as to enable the actual compression ignition phase to reach the target compression ignition phase.
8. A control device, comprising:
an acquisition unit configured to acquire a crankshaft rotational speed signal in the engine apparatus;
a determining unit configured to determine a corresponding angular acceleration signal according to the crankshaft rotational speed signal;
the processing unit is configured to perform integral processing on the angular acceleration signal to obtain a compression ignition strength index;
an adjustment unit configured to adjust a compression ignition phase control parameter based on the estimated compression ignition phase and a target compression ignition phase to bring an actual compression ignition phase to the target compression ignition phase when the compression ignition intensity index is greater than a preset threshold.
9. An engine apparatus comprising:
a memory for storing a computer program capable of running on the processor;
a processor for performing the method of any one of claims 1 to 7 when running the computer program.
10. A computer storage medium storing a computer program which, when executed by at least one processor, implements the method of any one of claims 1 to 7.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210281810.3A CN114645792A (en) | 2022-03-21 | 2022-03-21 | Control method, device, equipment and computer storage medium |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210281810.3A CN114645792A (en) | 2022-03-21 | 2022-03-21 | Control method, device, equipment and computer storage medium |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN114645792A true CN114645792A (en) | 2022-06-21 |
Family
ID=81995621
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210281810.3A Pending CN114645792A (en) | 2022-03-21 | 2022-03-21 | Control method, device, equipment and computer storage medium |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114645792A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115263576A (en) * | 2022-06-28 | 2022-11-01 | 东风汽车集团股份有限公司 | Compression ignition engine control method and related equipment |
| CN115263573A (en) * | 2022-06-28 | 2022-11-01 | 东风汽车集团股份有限公司 | Compression ignition engine control method and related equipment |
| CN115263575A (en) * | 2022-06-28 | 2022-11-01 | 东风汽车集团股份有限公司 | Compression ignition engine control method and related equipment |
| CN115263577A (en) * | 2022-06-28 | 2022-11-01 | 东风汽车集团股份有限公司 | Compression ignition engine control method and related equipment |
-
2022
- 2022-03-21 CN CN202210281810.3A patent/CN114645792A/en active Pending
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115263576A (en) * | 2022-06-28 | 2022-11-01 | 东风汽车集团股份有限公司 | Compression ignition engine control method and related equipment |
| CN115263573A (en) * | 2022-06-28 | 2022-11-01 | 东风汽车集团股份有限公司 | Compression ignition engine control method and related equipment |
| CN115263575A (en) * | 2022-06-28 | 2022-11-01 | 东风汽车集团股份有限公司 | Compression ignition engine control method and related equipment |
| CN115263577A (en) * | 2022-06-28 | 2022-11-01 | 东风汽车集团股份有限公司 | Compression ignition engine control method and related equipment |
| CN115263575B (en) * | 2022-06-28 | 2023-12-19 | 东风汽车集团股份有限公司 | Compression ignition engine control method and related equipment |
| CN115263577B (en) * | 2022-06-28 | 2024-04-16 | 东风汽车集团股份有限公司 | Compression ignition engine control method and related equipment |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN114645792A (en) | Control method, device, equipment and computer storage medium | |
| RU2636283C2 (en) | Ignition misfire detection system for internal combustion engine | |
| JP4179192B2 (en) | Combustion state detection device for internal combustion engine | |
| US4744244A (en) | Cylinder pressure sensor output compensation method for internal combustion engine | |
| US8831856B2 (en) | Control apparatus for internal combustion engine using estimated quantity of heat generated | |
| JP5758862B2 (en) | In-cylinder pressure detection device for internal combustion engine | |
| JPWO2014002189A1 (en) | Control device for internal combustion engine | |
| WO2008065511A2 (en) | Ignition control system for internal combustion engines | |
| US8005607B2 (en) | Device and method for controlling ignition timing of internal combustion engine | |
| RU2374474C2 (en) | Method and device to optimise engine operation | |
| US10273929B2 (en) | Ignition timing control apparatus for internal combustion engine | |
| US20120222407A1 (en) | Catalyst warming-up controller for internal combustion engine | |
| RU2583325C1 (en) | Control device for internal combustion engine | |
| WO2007005157A1 (en) | Method and system for identifying phase in an internal combustion engine | |
| JP4345723B2 (en) | Method for estimating the indicated mean effective pressure of an internal combustion engine | |
| JP6219609B2 (en) | Engine start control device | |
| JP2010127229A (en) | Control device of internal combustion engine | |
| JP6267279B2 (en) | Control device for internal combustion engine | |
| JP4419975B2 (en) | Control device for internal combustion engine | |
| CN115263575B (en) | Compression ignition engine control method and related equipment | |
| JP7146131B1 (en) | Control device for internal combustion engine | |
| JP2011144721A (en) | Ignition timing control device of internal combustion engine | |
| JP2011247108A (en) | Knocking control device for internal combustion engine | |
| JP2008069665A (en) | Fuel injection control device of engine | |
| JP2004197577A (en) | Knocking determination method in cylinder injection internal combustion engine |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |