CN115111103A - Engine ignition control system, method and device, storage medium and vehicle - Google Patents

Engine ignition control system, method and device, storage medium and vehicle Download PDF

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Publication number
CN115111103A
CN115111103A CN202210107983.3A CN202210107983A CN115111103A CN 115111103 A CN115111103 A CN 115111103A CN 202210107983 A CN202210107983 A CN 202210107983A CN 115111103 A CN115111103 A CN 115111103A
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ignition
engine
main
parameters
combustion chamber
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於仕达
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Great Wall Motor Co Ltd
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Great Wall Motor Co Ltd
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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
    • F02P5/05—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 mechanical means
    • F02P5/06—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 mechanical means dependent on engine speed
    • 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
    • F02P17/00—Testing of ignition installations, e.g. in combination with adjusting; Testing of ignition timing in compression-ignition engines
    • 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
    • F02P3/00—Other installations
    • F02P3/02—Other installations having inductive energy storage, e.g. arrangements of induction coils
    • F02P3/04—Layout of circuits
    • F02P3/045—Layout of circuits for control of the dwell or anti dwell time
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)

Abstract

The application provides an engine ignition control system, method and device, a storage medium and a vehicle, and belongs to the technical field of automobiles. The method comprises the following steps: the main ECU determines the combustion mode of the engine according to the current operating parameters of the engine; and under the condition that the combustion mode of the engine is a lean combustion mode, the main ECU determines the ignition parameters of the pre-combustion chamber according to the current operation parameters of the engine, transmits the ignition parameters to the auxiliary ECU, and controls the ignition of the spark plug of the pre-combustion chamber according to the ignition parameters. By using the engine ignition control method provided by the application, ignition of the main combustion chamber is independently controlled through the main ECU, and ignition of the auxiliary ECU is independently controlled through the auxiliary ECU, so that the accuracy and response speed of engine ignition control are improved, the technical effect of reducing oil consumption is achieved, and the problems of low ignition control accuracy and high oil consumption of the existing engine are solved.

Description

Engine ignition control system, method and device, storage medium and vehicle
Technical Field
The embodiment of the application relates to the technical field of automobiles, in particular to an engine ignition control system, method and device, a storage medium and a vehicle.
Background
Under the condition of medium and low load, the oil consumption of the engine can be effectively reduced by adopting a lean combustion mode, and the lean combustion mode needs to add a precombustion chamber on the structure of the original engine and coordinately control the ignition of the main combustion chamber and the precombustion chamber. However, after the pre-combustion chamber is added to the engine, corresponding ignition components are also added, and components for ignition control are greatly increased, so that the ignition control accuracy of the engine is low, and the oil consumption is increased. For example: after the configuration of the active pre-combustion chamber is added to a traditional four-cylinder engine, a spark plug and an oil injector are required to be correspondingly added to each pre-combustion chamber, and the four-cylinder engine is changed from the original four-spark plug and four oil injectors control into eight spark plugs and eight oil injectors control. Therefore, the ignition control accuracy of the existing engine is low, and the oil consumption is high, which is a technical problem to be solved urgently.
Disclosure of Invention
The embodiment of the application provides an engine ignition control system, method and device, a storage medium and a vehicle, and aims to solve the problems of low ignition control accuracy and high oil consumption of the existing engine.
A first aspect of an embodiment of the present application provides an engine ignition control system, including:
the main ECU is connected with spark plugs of all main combustion chambers, the auxiliary ECU is connected with spark plugs of all pre-combustion chambers, and the main ECU is further connected with an engine sensor group capable of measuring engine operation parameters.
A second aspect of the present application provides an engine ignition control method comprising:
the main ECU determines the combustion mode of the engine according to the current operating parameters of the engine;
and under the condition that the combustion mode of the engine is a lean combustion mode, the main ECU determines the ignition parameters of the precombustion chamber according to the current operating parameters of the engine and transmits the ignition parameters to the auxiliary ECU, and the auxiliary ECU controls the ignition of the spark plug of the precombustion chamber according to the ignition parameters.
Optionally, the current operating parameters of the engine include engine speed, load, and intake air temperature and engine water temperature; the ignition parameters comprise an ignition advance angle, and the main ECU determines the ignition parameters of a pre-combustion chamber of the engine according to the current operation parameters of the engine, and comprises the following steps:
the main ECU determines the initial ignition advance angle of the pre-combustion chamber according to the engine speed and the load;
the main ECU determines the correction quantity of the ignition advance angle of the precombustion chamber according to the air inlet temperature and the water temperature of the engine;
and the main ECU corrects the initial ignition advance angle through the ignition advance angle correction quantity, and determines the ignition advance angle of the precombustion chamber.
Optionally, the current operating parameters of the engine include engine speed, engine battery voltage and engine water temperature; the ignition parameters comprise ignition magnetizing time, and the main ECU determines the ignition parameters of the precombustion chamber according to the current operating parameters of the engine, and comprises the following steps:
the main ECU determines the initial ignition magnetizing time of the precombustion chamber according to the engine speed and the voltage of the storage battery of the engine;
the main ECU determines the ignition magnetizing time correction quantity of the precombustion chamber according to the water temperature of the engine;
and the main ECU corrects the initial ignition magnetizing time through the ignition magnetizing time correction amount to determine the ignition magnetizing time of the precombustion chamber.
Optionally, the method further comprises:
and under the condition that the current combustion mode of the engine is the equivalent combustion mode, the main ECU determines the ignition parameters of the main combustion chamber according to the current operating parameters of the engine, and controls the ignition plug of the main combustion chamber to ignite according to the ignition parameters.
Optionally, the current operating parameters of the engine include engine speed, load, and intake air temperature and engine water temperature; the ignition parameters comprise an ignition advance angle, and the main ECU determines the ignition parameters of the main combustion chamber according to the current operating parameters of the engine, and comprises the following steps:
the main ECU determines the initial ignition advance angle of the main combustion chamber according to the rotation speed and the load of the engine;
the main ECU determines the correction quantity of the ignition advance angle of the main combustion chamber according to the air inlet temperature and the water temperature of the engine;
and the main ECU corrects the initial ignition advance angle through the ignition advance angle correction quantity, and determines the ignition advance angle of the main combustion chamber.
Optionally, the current operating parameters of the engine include engine speed, engine battery voltage and engine water temperature; the ignition parameters comprise ignition magnetizing time, and the main ECU determines the ignition parameters of the main combustion chamber according to the current operating parameters of the engine, and the ignition parameters comprise:
the main ECU determines the initial ignition magnetizing time of the main combustion chamber according to the engine speed and the voltage of an engine storage battery;
the main ECU determines the ignition magnetizing time correction of a main combustion chamber according to the water temperature of an engine;
and the main ECU corrects the initial ignition magnetizing time through the ignition magnetizing time correction quantity to determine the ignition magnetizing time of the main combustion chamber.
A third aspect of the present application provides an engine ignition control apparatus comprising:
a first determination module: the main ECU determines the combustion mode of the engine according to the current operating parameters of the engine;
a first control module: the main ECU determines ignition parameters of the pre-combustion chamber according to the current operation parameters of the engine and transmits the ignition parameters to the auxiliary ECU, and the auxiliary ECU controls an ignition plug of the pre-combustion chamber to ignite according to the ignition parameters under the condition that the combustion mode of the engine is a lean combustion mode.
A fourth aspect of the present application provides a readable storage medium having stored thereon an engine ignition control program that, when executed by a processor, implements an engine ignition control method as provided in the second aspect of the present application.
A fifth aspect of the present application provides an automobile comprising the engine ignition control system provided in the first aspect of the present application and a controller, the controller comprising a readable storage medium and a processor;
the readable storage medium has stored thereon an engine ignition control program;
a processor for executing an engine ignition control program in a readable storage medium to implement the engine ignition control method as provided in the second aspect of the present application.
Has the advantages that:
the application provides an engine ignition control system and method, through setting up the main ECU who is connected with main combustion chamber and the vice ECU who is connected with the precombustion chamber, main ECU carries out independent control to the ignition of main combustion chamber, and vice ECU carries out independent control to the ignition of precombustion chamber, independent control's mode can improve control precision and response speed, thereby engine ignition control's precision and response speed have been improved, and simultaneously, ignition control's precision improves, the thermal efficiency has further been improved, the technical effect of reducing the oil consumption has been reached, the ignition control precision of having solved current engine is low, the problem that the oil consumption is high.
And secondly, the main ECU is in communication connection with the auxiliary ECU, calculates and determines a combustion mode of the engine and ignition parameters such as a first ignition advance angle and ignition magnetizing time of the pre-combustion chamber in a corresponding combustion mode by acquiring the current operating parameters of the engine, and transmits the ignition parameters such as the first ignition advance angle and the ignition magnetizing time of the pre-combustion chamber to the auxiliary ECU so that the auxiliary ECU controls the pre-combustion chamber to ignite. The auxiliary ECU does not need to acquire the running parameters of the engine and calculate, namely the auxiliary ECU does not need to be provided with an acquisition module and a calculation module, and cost is saved. Meanwhile, the operating parameters of the engine do not need to be transmitted to the auxiliary ECU, so that the steps of engine ignition control are simplified, and the development period of the engine ignition control method is shortened.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed to be used in the description of the embodiments of the present application will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art that other drawings can be obtained according to these drawings without inventive exercise.
FIG. 1 is a flow chart of an engine ignition control method according to an embodiment of the present application;
fig. 2 is a block diagram of an engine ignition control apparatus according to an embodiment of the present application.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some, but not all, embodiments of the present application. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
In the related technology, after the pre-combustion chamber is added to the engine, corresponding ignition components can be added, and components for ignition control are greatly increased, so that the ignition control accuracy of the engine is low, and the oil consumption is increased. For example: after the configuration of the active prechamber is added to the traditional four-cylinder engine, a spark plug and an oil injector are correspondingly added to each prechamber, and the four-cylinder engine is changed from the original control of four spark plugs and four oil injectors into the control of eight spark plugs and eight oil injectors. Therefore, the ignition control accuracy of the existing engine is low, and the oil consumption is high, which is a technical problem to be solved urgently.
In view of this, according to the engine ignition control system and the engine ignition control method provided by the application, through setting the main ECU connected with the main combustion chamber and the auxiliary ECU connected with the precombustion chamber, the main ECU independently controls the ignition of the main combustion chamber, and the auxiliary ECU independently controls the ignition of the precombustion chamber, the control accuracy and the response speed can be improved in an independent control mode, so that the accuracy and the response speed of the engine ignition control are improved, meanwhile, the accuracy of the ignition control is improved, the thermal efficiency is further improved, the technical effect of reducing the oil consumption is achieved, and the problems of low ignition control accuracy and high oil consumption of the existing engine are solved.
Example one
The present application relates to an engine ignition control system, comprising: the main ECU is connected with spark plugs of all main combustion chambers, the main ECU is used for controlling the ignition of the spark plugs of the main combustion chambers, the auxiliary ECU is connected with the spark plugs of all pre-combustion chambers, the auxiliary ECU is used for controlling the ignition of the spark plugs of the pre-combustion chambers, the main ECU is further connected with an Engine sensor group capable of measuring Engine operation parameters, and the Engine sensor group at least comprises a rotating speed sensor, an air inlet pressure sensor, a throttle position sensor, a water temperature sensor, an air inlet temperature sensor, an accelerator opening sensor and the like.
The application provides an engine ignition control system, main ECU who is connected with main combustion chamber and the vice ECU who is connected with the precombustion chamber through setting up, main ECU carries out independent control to the ignition of main combustion chamber, and vice ECU carries out independent control to the ignition of precombustion chamber, independent control's mode can improve control precision and response speed, thereby engine ignition control's precision and response speed have been improved, and simultaneously, ignition control's precision improves, the oil consumption has further improved the thermal efficiency, the technical effect that has reduced has been reached, the ignition control precision who has solved current engine is low, the high problem of oil consumption.
And secondly, the main ECU is in communication connection with the auxiliary ECU, calculates and determines the combustion mode of the engine and the ignition parameters under the corresponding combustion mode by acquiring the current operating parameters of the engine, and transmits the ignition parameters of the precombustion chamber to the auxiliary ECU so that the auxiliary ECU controls the ignition of the precombustion chamber. The auxiliary ECU does not need to acquire the operating parameters of the engine and calculate, namely the auxiliary ECU does not need to be provided with an acquisition module and a calculation module, so that the cost is saved. Meanwhile, the operating parameters of the engine do not need to be transmitted to the auxiliary ECU, so that the steps of engine ignition control are simplified, and the development period of the engine ignition control method is shortened.
Example two
Referring to fig. 1, a flow chart of an engine ignition control method of the present application is shown, and as shown in fig. 1, the engine ignition control method of the present application includes the steps of:
step S1: the main ECU determines the combustion mode of the engine according to the current operating parameters of the engine.
In the embodiment, the operation parameters of the engine at least comprise the engine speed, the load, the air inlet temperature and the engine water temperature, the main ECU acquires the current operation parameters of the engine, and calculates and determines the current combustion mode of the engine, wherein the combustion mode of the engine comprises a lean combustion mode and an equivalent combustion mode.
Step S2: and under the condition that the combustion mode of the engine is a lean combustion mode, the main ECU determines the ignition parameters of the pre-combustion chamber according to the current operation parameters of the engine, transmits the ignition parameters to the auxiliary ECU, and controls the ignition of the spark plug of the pre-combustion chamber according to the ignition parameters.
Under the condition that the combustion mode of the engine is a lean combustion mode, the mixed gas in the precombustion chamber is ignited firstly, and the small holes at the bottom of the precombustion chamber release strong flame jet flow which penetrates into the main combustion chamber to ignite the lean mixed gas in the main combustion chamber, so that the oil consumption of the engine can be effectively reduced. That is, in the case of the lean combustion mode, only the ignition to the precombustor is controlled.
The main ECU calculates ignition parameters of the precombustion chamber according to current operating parameters of the engine, then transmits the calculated ignition parameters to the auxiliary ECU, and the auxiliary ECU controls the ignition of a spark plug of the precombustion chamber according to the ignition parameters.
The application provides an engine ignition control method, through setting up the main ECU who is connected with main combustion chamber and the vice ECU who is connected with the precombustion chamber, main ECU carries out independent control to the ignition of main combustion chamber, and vice ECU carries out independent control to the ignition of precombustion chamber, independent control's mode can improve control precision and response speed, thereby engine ignition control's precision and response speed have been improved, and simultaneously, ignition control's precision improves, the thermal efficiency has further been improved, the technical effect of reducing the oil consumption has been reached, the ignition control precision of having solved current engine is low, the problem that the oil consumption is high.
And secondly, the main ECU is in communication connection with the auxiliary ECU, calculates and determines the combustion mode of the engine and the ignition parameters under the corresponding combustion mode by acquiring the current operating parameters of the engine, and transmits the ignition parameters of the precombustion chamber to the auxiliary ECU so that the auxiliary ECU controls the ignition of the precombustion chamber. The auxiliary ECU does not need to acquire the operating parameters of the engine and calculate, namely the auxiliary ECU does not need to be provided with an acquisition module and a calculation module, so that the cost is saved. Meanwhile, the operating parameters of the engine do not need to be transmitted to the auxiliary ECU, so that the steps of engine ignition control are simplified, and the development period of the engine ignition control method is shortened.
Based on the foregoing engine ignition control method, the following specific examples are provided, and any combination of the examples can be used to form another engine ignition control method without conflict, and it should be understood that the engine ignition control method formed by any combination of the examples is within the scope of the present application.
In one possible embodiment, the current operating parameters of the engine include engine speed, load, and intake air temperature and engine water temperature; the ignition parameters comprise an ignition advance angle, and the main ECU determines the ignition parameters of a pre-combustion chamber of the engine according to the current operation parameters of the engine, and the method comprises the following steps:
step S21: the main ECU determines the initial ignition advance angle of the pre-combustion chamber according to the engine speed and the load.
The ignition advance angle of the precombustion chamber is the angle rotated by the crankshaft in the period from the ignition moment of the precombustion chamber to the time when the piston reaches the compression top dead center. By setting the ignition advance angle of the precombustion chamber, the mechanical work done by the engine in each cycle can be maximized, so that the energy generated by the mixed gas can be effectively utilized, and the output power of the engine is improved. The ignition advance angle of the pre-combustion chamber can change along with the change of the running parameters of the engine, the engine speed and the load are two factors which influence the maximum ignition advance angle of the pre-combustion chamber, and therefore the main ECU determines the initial ignition advance angle of the pre-combustion chamber according to the engine speed and the load.
Step S22: the main ECU determines the correction amount of the ignition advance angle of the precombustion chamber according to the air inlet temperature and the water temperature of the engine.
Since the intake air temperature and the engine water temperature of the engine also affect the ignition timing of the precombustion chamber, the main ECU determines an ignition timing correction amount for correcting the initial ignition timing of the precombustion chamber based on the intake air temperature and the engine water temperature.
The ignition advance angle correction amount of the pre-combustion chamber comprises an air inlet temperature ignition advance angle correction amount of the pre-combustion chamber determined by the air inlet temperature of the engine and a water temperature ignition advance angle correction amount of the pre-combustion chamber determined by the water temperature of the engine. The sum of the intake temperature ignition advance correction of the precombustion chamber and the water temperature ignition advance correction of the precombustion chamber is the ignition advance correction of the precombustion chamber. The following are exemplified: the correction of the ignition advance angle of the intake air of the precombustion chamber is 2 ℃, the correction of the ignition advance angle of the water temperature of the precombustion chamber is 3 ℃, and then the correction of the ignition advance angle of the precombustion chamber is 5 ℃.
Step S23: and the main ECU corrects the initial ignition advance angle through the ignition advance angle correction quantity, and determines the ignition advance angle of the precombustion chamber.
The main ECU corrects the initial ignition advance angle of the pre-combustion chamber through the ignition advance angle correction quantity, so that the ignition advance angle of the pre-combustion chamber is accurately determined, the mechanical work of the engine in each cycle is the most, the energy generated by the mixed gas can be effectively utilized, and the output power of the engine is improved.
In one possible embodiment, the current operating parameters of the engine include engine speed, engine battery voltage, and engine water temperature; the ignition parameters comprise ignition magnetizing time, and the main ECU determines the ignition parameters of the precombustion chamber according to the current operating parameters of the engine, and comprises the following steps:
step S24: the main ECU determines the initial ignition magnetizing time of the precombustion chamber according to the engine speed and the voltage of the engine storage battery.
The ignition magnetizing time of the precombustion chamber is the magnetizing time of the ignition coil of the precombustion chamber, the ignition coil stores energy through magnetizing so as to supply high voltage with enough energy to the spark plug, so that electric sparks with enough strength are generated between two poles of the spark plug, and the compressed mixed gas is ignited, so that the engine does work. The amount of energy stored in the ignition coil of the precombustion chamber depends on the ignition magnetizing time of the precombustion chamber, the magnetizing time is too short, the energy stored in the ignition coil is insufficient, high voltage which can not supply enough energy to the spark plug is insufficient, the mixed gas in the precombustion chamber cannot be ignited, the magnetizing time is too long, and the energy stored in the ignition coil is too much, so that waste is caused. The ignition magnetizing time of the precombustion chamber can change along with the change of the operating parameters of the engine, and the engine speed and the voltage of the engine storage battery are two factors which influence the maximum ignition magnetizing time of the precombustion chamber, so the main ECU determines the initial ignition magnetizing time of the precombustion chamber according to the engine speed and the voltage of the engine storage battery.
Step S25: the main ECU determines the ignition magnetizing time correction amount of the precombustion chamber according to the temperature of the engine water.
The engine water temperature also affects the ignition and magnetization time of the precombustion chamber, so the main ECU determines the ignition and magnetization time of the precombustion chamber by correcting the initial ignition and magnetization time according to the engine water temperature.
Step S26: and the main ECU corrects the initial ignition magnetizing time through the ignition magnetizing time correction quantity to determine the ignition magnetizing time of the precombustion chamber.
The main ECU corrects the initial ignition magnetizing time through the ignition magnetizing time correction quantity, so that the ignition magnetizing time of the precombustion chamber is accurately determined, and the oil consumption is reduced while ignition of mixed gas in the precombustion chamber is ensured.
In another possible embodiment, the engine ignition control method further includes the steps of:
step S3: and under the condition that the current combustion mode of the engine is the equivalent combustion mode, the main ECU determines the ignition parameters of the main combustion chamber according to the current operating parameters of the engine, and controls the ignition plug of the main combustion chamber to ignite according to the ignition parameters.
When the current combustion mode of the engine is the equivalent combustion mode, the combustion is supported without the pre-combustion chamber, and the concentration of the mixture in the main combustion chamber can meet the concentration required by ignition, so that the ignition is carried out only by controlling the main combustion chamber. The main ECU calculates ignition parameters of the main combustion chamber according to current operating parameters of the engine, and then controls a spark plug of the main combustion chamber to ignite according to the ignition parameters.
In one possible embodiment, the current operating parameters of the engine include engine speed, load, and intake air temperature and engine water temperature; the ignition parameters comprise an ignition advance angle, and the main ECU determines the ignition parameters of the main combustion chamber according to the current operating parameters of the engine, and comprises the following steps:
step S31: the main ECU determines the initial ignition advance angle of the main combustion chamber according to the engine speed and the load.
The ignition advance angle of the main combustion chamber is the angle which the crankshaft rotates in the period from the ignition time of the main combustion chamber to the time when the piston reaches the compression top dead center. The ignition advance angle of the main combustion chamber is set, so that the mechanical work of the engine in each cycle is the maximum, the energy generated by the mixed gas can be effectively utilized, and the output power of the engine is improved. The ignition advance angle of the main combustion chamber can change along with the change of the running parameters of the engine, and the rotation speed and the load of the engine are two factors influencing the maximum ignition advance angle of the main combustion chamber, so the main ECU determines the initial ignition advance angle of the main combustion chamber according to the rotation speed and the load of the engine.
Step S32: and the main ECU determines the ignition advance angle correction quantity of the main combustion chamber according to the air inlet temperature and the water temperature of the engine.
Since the intake air temperature and the engine water temperature of the engine also affect the ignition advance angle of the main combustion chamber, the main ECU determines an ignition advance angle correction amount for correcting the initial ignition advance angle based on the intake air temperature and the engine water temperature.
The ignition advance correction amount comprises an air inlet temperature ignition advance correction amount determined by the air inlet temperature of the engine and a water temperature ignition advance correction amount determined by the water temperature of the engine. The sum of the intake air temperature ignition advance correction amount and the water temperature ignition advance correction amount is the ignition advance correction amount.
Step S33: and the main ECU corrects the initial ignition advance angle through the ignition advance angle correction quantity to determine the ignition advance angle of the main combustion chamber.
The main ECU corrects the initial ignition advance angle through the ignition advance angle correction quantity, so that the ignition advance angle of the main combustion chamber is accurately determined, the mechanical work of the engine in each cycle is the maximum, the energy generated by the gas mixture can be effectively utilized, and the output power of the engine is improved.
In one embodiment, the current operating parameters of the engine include engine speed, engine battery voltage, and engine water temperature; the ignition parameters comprise ignition magnetizing time, and the main ECU determines the ignition parameters of the main combustion chamber according to the current operating parameters of the engine, and the ignition parameters comprise:
step S34: and the main ECU determines the initial ignition magnetizing time of the main combustion chamber according to the engine speed and the voltage of the engine storage battery.
The ignition magnetizing time of the main combustion chamber is the magnetizing time of the ignition coil of the main combustion chamber, the ignition coil stores energy through magnetizing so as to supply high voltage with enough energy to the spark plug, so that electric sparks with enough strength are generated between two poles of the spark plug, and compressed mixed gas is ignited, so that the engine does work. The amount of energy stored by the ignition coil of the main combustion chamber depends on the ignition magnetizing time of the main combustion chamber, the magnetizing time is too short, the energy stored by the ignition coil is insufficient, high voltage with enough energy is not enough supplied to the spark plug, so that the mixed gas in the main combustion chamber cannot be ignited, the magnetizing time is too long, the energy stored by the ignition coil is too much, and energy waste is caused. The ignition magnetizing time of the main combustion chamber can change along with the change of the operating parameters of the engine, and the engine speed and the voltage of the engine storage battery are two factors which influence the ignition magnetizing time of the main combustion chamber to the maximum, so the main ECU determines the initial ignition magnetizing time of the main combustion chamber according to the engine speed and the voltage of the engine storage battery.
Step S35: and the main ECU determines the ignition magnetizing time correction quantity of the main combustion chamber according to the water temperature of the engine.
The engine water temperature also affects the ignition magnetizing time of the main combustion chamber, and therefore the main ECU determines an ignition magnetizing time correction amount for correcting the initial ignition magnetizing time according to the engine water temperature.
Step S36: and the main ECU corrects the initial ignition magnetizing time through the ignition magnetizing time correction quantity to determine the ignition magnetizing time of the main combustion chamber.
The main ECU corrects the initial ignition magnetizing time through the ignition magnetizing time correction amount, so that the ignition magnetizing time of the main combustion chamber is accurately determined, and the oil consumption is reduced while ignition of mixed gas in the main combustion chamber is ensured.
EXAMPLE III
Based on the same inventive concept, another embodiment of the present application provides an engine ignition control apparatus for performing the engine ignition control method as provided in the first embodiment of the present application; referring to fig. 2, there is shown a block diagram of the structure of an engine ignition control apparatus, which, as shown in fig. 2, includes:
the first determination module 11: the main ECU determines the combustion mode of the engine according to the current operating parameters of the engine;
the first control module 12: the main ECU determines ignition parameters of the pre-combustion chamber according to the current operation parameters of the engine and transmits the ignition parameters to the auxiliary ECU, and the auxiliary ECU controls an ignition plug of the pre-combustion chamber to ignite according to the ignition parameters under the condition that the combustion mode of the engine is a lean combustion mode.
The application provides an engine ignition control device, main ECU through setting up being connected with main combustion chamber and the vice ECU of being connected with the precombustion chamber, main ECU carries out independent control to the ignition of main combustion chamber, and vice ECU carries out independent control to the ignition of precombustion chamber, independent control's mode can improve control precision and response speed, thereby engine ignition control's precision and response speed have been improved, and simultaneously, ignition control's precision improves, the thermal efficiency has further been improved, the technical effect of reducing the oil consumption has been reached, the ignition control precision of having solved current engine is low, the problem that the oil consumption is high.
And secondly, the main ECU is in communication connection with the auxiliary ECU, the main ECU calculates and determines the combustion mode of the engine and the ignition parameters under the corresponding combustion mode by acquiring the current operating parameters of the engine, the ignition parameters of the precombustion chamber are transmitted to the auxiliary ECU, and the auxiliary ECU controls the ignition of a spark plug of the precombustion chamber according to the ignition parameters. The auxiliary ECU does not need to acquire the running parameters of the engine and calculate, namely the auxiliary ECU does not need to be provided with an acquisition module and a calculation module, and cost is saved. Meanwhile, the operating parameters of the engine do not need to be transmitted to the auxiliary ECU, so that the steps of engine ignition control are simplified, and the development period of the engine ignition control method is shortened.
In one possible embodiment, the current operating parameters of the engine include engine speed, load, and intake air temperature and engine water temperature; the ignition parameter comprises an ignition advance angle, and the first control module 12 comprises:
the first determination unit 121: the main ECU determines the initial ignition advance angle of the pre-combustion chamber according to the engine speed and the load;
the second determination unit 122: the main ECU determines the correction quantity of the ignition advance angle of the pre-combustion chamber according to the intake air temperature and the engine water temperature;
the third determination unit 123: and the main ECU corrects the initial ignition advance angle through the ignition advance angle correction quantity to determine the ignition advance angle of the pre-combustion chamber.
In one possible embodiment, the current operating parameters of the engine include engine speed, engine battery voltage and engine water temperature, the ignition parameters include ignition charge time, and the first control module 12 includes:
the fourth determination unit 124: and the main ECU determines the initial ignition magnetizing time of the precombustion chamber according to the engine speed and the voltage of the engine storage battery.
The fifth determining unit 125: and the main ECU determines the ignition magnetizing time correction quantity of the precombustion chamber according to the water temperature of the engine.
The sixth determining unit 126: and the main ECU corrects the initial ignition magnetizing time through the ignition magnetizing time correction quantity to determine the ignition magnetizing time of the precombustion chamber.
In one possible embodiment, the engine ignition control apparatus further includes:
the second control module 13: and under the condition that the current combustion mode of the engine is the equivalent combustion mode, the main ECU determines the ignition parameters of the main combustion chamber according to the current operating parameters of the engine, and controls the ignition plug of the main combustion chamber to ignite according to the ignition parameters.
In another possible embodiment, the current operating parameters of the engine include engine speed, load, and intake and engine water temperatures, the ignition parameters include spark advance, and the second control module 13 includes:
the seventh determining unit 131: and the main ECU determines the initial ignition advance angle of the main combustion chamber according to the engine speed and the load.
The eighth determining unit 132: and the main ECU determines the ignition advance angle correction quantity of the main combustion chamber according to the air inlet temperature and the water temperature of the engine.
The ninth determining unit 133: and the main ECU corrects the initial ignition advance angle through the ignition advance angle correction quantity to determine the ignition advance angle of the main combustion chamber.
In one possible embodiment, the current operating parameters of the engine include engine speed, engine battery voltage and engine water temperature, the ignition parameters include ignition charge time, and the second control module 13 includes:
the tenth determining unit 134: and the main ECU determines the initial ignition magnetizing time of the main combustion chamber according to the engine speed and the voltage of the engine storage battery.
The eleventh determination unit 135: and the main ECU determines the ignition magnetizing time correction quantity of the main combustion chamber according to the water temperature of the engine.
Twelfth determining unit 136: and the main ECU corrects the initial ignition magnetizing time through the ignition magnetizing time correction quantity to determine the ignition magnetizing time of the main combustion chamber.
For the apparatus embodiment, since it is substantially similar to the method embodiment, the description is relatively simple, and reference may be made to the partial description of the method embodiment for relevant points.
The embodiments in the present specification are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.
Example four
Embodiments of the present application also provide a readable storage medium, on which an engine ignition control program is stored, which when executed by a processor implements an engine ignition control method as provided in the second aspect of the present application.
The application provides a pair of readable storage medium, main ECU who is connected with main combustion chamber and the vice ECU who is connected with the precombustion chamber through setting up, main ECU carries out independent control to the ignition of main combustion chamber, and vice ECU carries out independent control to the ignition of precombustion chamber, independent control's mode can improve control precision and response speed, thereby the precision and the response speed of engine ignition control have been improved, and simultaneously, ignition control's precision improves, the thermal efficiency has further been improved, the technical effect that reduces has been reached, the ignition control precision who has solved current engine is low, the problem that the oil consumption is high.
And secondly, the main ECU is in communication connection with the auxiliary ECU, calculates and determines the combustion mode of the engine and the ignition parameters under the corresponding combustion mode by acquiring the current operating parameters of the engine, and transmits the ignition parameters of the precombustion chamber to the auxiliary ECU so that the auxiliary ECU controls the ignition of a spark plug of the precombustion chamber according to the ignition parameters. The auxiliary ECU does not need to acquire the operating parameters of the engine and calculate, namely the auxiliary ECU does not need to be provided with an acquisition module and a calculation module, so that the cost is saved. Meanwhile, the operating parameters of the engine do not need to be transmitted to the auxiliary ECU, so that the steps of engine ignition control are simplified, and the development period of the engine ignition control method is shortened.
EXAMPLE five
There is also provided in an embodiment of the present application an automobile comprising an engine ignition control system as provided in the first aspect of the present application and a controller, the controller comprising a readable storage medium and a processor;
the readable storage medium has stored thereon an engine ignition control program;
a processor for executing an engine ignition control program in a readable storage medium to implement the engine ignition control method as provided in the first aspect of the present application.
The application provides a pair of car, main ECU through setting up the main ECU who is connected with main combustion chamber and the vice ECU who is connected with the precombustion chamber, main ECU carries out independent control to the ignition of main combustion chamber, and vice ECU carries out independent control to the ignition of precombustion chamber, independent control's mode can improve control precision and response speed, thereby the precision and the response speed of engine ignition control have been improved, and simultaneously, the precision of ignition control improves, the thermal efficiency has further been improved, the technical effect of oil consumption reduction has been reached, the ignition control precision of having solved current engine is low, the problem that the oil consumption is high.
And secondly, the main ECU is in communication connection with the auxiliary ECU, calculates and determines the combustion mode of the engine and the ignition parameters under the corresponding combustion mode by acquiring the current operating parameters of the engine, and transmits the ignition parameters of the precombustion chamber to the auxiliary ECU so that the auxiliary ECU controls the ignition of a spark plug of the precombustion chamber according to the ignition parameters. The auxiliary ECU does not need to acquire the running parameters of the engine and calculate, namely the auxiliary ECU does not need to be provided with an acquisition module and a calculation module, and cost is saved. Meanwhile, the operating parameters of the engine do not need to be transmitted to the auxiliary ECU, so that the steps of engine ignition control are simplified, and the development period of the engine ignition control method is shortened.
It should be understood that while the present specification has described preferred embodiments of the present application, additional variations and modifications of those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including the preferred embodiment and all such alterations and modifications as fall within the true scope of the embodiments of the application.
The present application provides an engine ignition control system, method, device, storage medium and vehicle, which are described in detail above, and the principles and embodiments of the present application are explained herein using specific examples, and the description of the above embodiments is only provided to help understand the method and the core ideas of the present application; meanwhile, for a person skilled in the art, according to the idea of the present application, there may be variations in the specific embodiments and the application scope, and in summary, the content of the present specification should not be construed as a limitation to the present application.

Claims (10)

1. The engine ignition control system is characterized by comprising a main ECU and a sub-ECU connected with the main ECU, wherein the main ECU is connected with spark plugs of all main combustion chambers, the sub-ECU is connected with spark plugs of all pre-combustion chambers, and the main ECU is further connected with an engine sensor group capable of measuring engine running parameters.
2. An engine ignition control method, characterized in that the method comprises:
the main ECU determines the combustion mode of the engine according to the current operating parameters of the engine;
and under the condition that the combustion mode of the engine is a lean combustion mode, the main ECU determines the ignition parameters of the pre-combustion chamber according to the current running parameters of the engine and transmits the ignition parameters to the auxiliary ECU, and the auxiliary ECU controls the ignition of a spark plug of the pre-combustion chamber according to the ignition parameters.
3. The method of claim 2, wherein the current engine operating parameters include engine speed, load, and intake air temperature and engine water temperature; the ignition parameters comprise an ignition advance angle, and the main ECU determines the ignition parameters of the pre-combustion chamber according to the current running parameters of the engine, and comprises the following steps:
the main ECU determines the initial ignition advance angle of the pre-combustion chamber according to the engine speed and the load;
the main ECU determines an ignition advance angle correction amount of the pre-combustion chamber according to the air inlet temperature and the engine water temperature;
and the main ECU corrects the initial ignition advance angle through the ignition advance angle correction amount to determine the ignition advance angle of the pre-chamber.
4. The method of claim 2, wherein the current operating parameters of the engine include engine speed, engine battery voltage, and engine water temperature; the ignition parameters comprise ignition magnetizing time, and the main ECU determines the ignition parameters of the pre-combustion chamber according to the current operating parameters of the engine, wherein the ignition parameters comprise:
the main ECU determines the initial ignition magnetizing time of the pre-combustion chamber according to the engine speed and the engine storage battery voltage;
the main ECU determines an ignition magnetizing time correction amount of the precombustion chamber according to the temperature of the engine water;
and the main ECU corrects the initial ignition magnetizing time through the ignition magnetizing time correction amount to determine the ignition magnetizing time of the precombustion chamber.
5. The method of claim 2, further comprising:
and under the condition that the current combustion mode of the engine is an equivalent combustion mode, the main ECU determines the ignition parameters of the main combustion chamber according to the current operating parameters of the engine, and controls the ignition of a spark plug of the main combustion chamber according to the ignition parameters.
6. The method of claim 5, wherein the current engine operating parameters include engine speed, load, and intake air temperature and engine water temperature; the ignition parameters comprise an ignition advance angle, and the main ECU determines the ignition parameters of the main combustion chamber according to the current operation parameters of the engine, and comprises the following steps:
the main ECU determines an initial ignition advance angle of the main combustion chamber according to the engine speed and the load;
the main ECU determines an ignition advance angle correction quantity of the main combustion chamber according to the air inlet temperature and the engine water temperature;
and the main ECU corrects the initial ignition advance angle through the ignition advance angle correction quantity, and determines the ignition advance angle of the main combustion chamber.
7. The method of claim 5, wherein the current operating parameters of the engine include engine speed, engine battery voltage, and engine water temperature; the ignition parameters comprise ignition magnetizing time, and the main ECU determines the ignition parameters of the main combustion chamber according to the current operating parameters of the engine, and the ignition parameters comprise:
the main ECU determines the initial ignition magnetizing time of the main combustion chamber according to the engine rotating speed and the voltage of the engine storage battery;
the main ECU determines the ignition magnetizing time correction quantity of the main combustion chamber according to the engine water temperature;
and the main ECU corrects the initial ignition magnetizing time through the ignition magnetizing time correction amount to determine the ignition magnetizing time of the main combustion chamber.
8. An engine ignition control apparatus, characterized in that the apparatus comprises:
a first determination module: the method comprises the steps that a main ECU determines a combustion mode of an engine according to current operation parameters of the engine;
a first control module: and the main ECU is used for determining an ignition parameter of the pre-combustion chamber according to the current operation parameter of the engine and transmitting the ignition parameter to the auxiliary ECU under the condition that the combustion mode of the engine is a lean combustion mode, and the auxiliary ECU is used for controlling an ignition plug of the pre-combustion chamber to ignite according to the ignition parameter.
9. A readable storage medium having stored thereon an engine ignition control program which, when executed by a processor, implements an engine ignition control method as recited in any one of claims 2-7.
10. A vehicle comprising the engine ignition control system of claim 1 and a controller, the controller comprising a readable storage medium and a processor, wherein the readable storage medium has stored thereon an engine ignition control program;
the processor configured to execute the engine ignition control program in the readable storage medium to implement the engine ignition control method according to any one of claims 2 to 7.
CN202210107983.3A 2022-01-28 2022-01-28 Engine ignition control system, method and device, storage medium and vehicle Pending CN115111103A (en)

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CN110318860A (en) * 2019-06-26 2019-10-11 哈尔滨工程大学 A kind of marine large-diameter natural gas engine combustion system of multistage fuel gas injection
CN112555082A (en) * 2019-09-25 2021-03-26 上海汽车集团股份有限公司 Correction method and correction system for ignition advance angle

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101196153A (en) * 2007-12-14 2008-06-11 天津大学 Combustion system of spark-ignition engine
US20100101533A1 (en) * 2008-10-24 2010-04-29 Hoerbiger Kompressortechnik Holding Gmbh Method and system for igniting a lean fuel mixture in a main chamber of an internal combustion engine
CN101660458A (en) * 2009-09-28 2010-03-03 张育华 Joint operating technology of multicylinder engine main-subsidiary multi-electronic control units and method thereof
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