CN115450759A - Device and method for detecting pre-ignition and detonation of engine - Google Patents
Device and method for detecting pre-ignition and detonation of engine Download PDFInfo
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Abstract
The invention discloses a device for detecting the pre-ignition and detonation of an engine, which comprises: the engine rotating speed acquisition module is used for acquiring a rotating speed signal of the engine; the ignition signal acquisition module is used for acquiring an engine ignition signal; the vibration signal acquisition module is used for acquiring a vibration signal of the engine cylinder; and the detection module is used for receiving the signals of the CAN bus, the engine rotating speed acquisition module, the ignition signal acquisition module and the vibration signal acquisition module, detecting and giving an abnormal combustion alarm to the engine cylinder. The invention also discloses a method for detecting the pre-ignition and detonation of the engine.
Description
Technical Field
The invention belongs to the field of automobiles, and particularly relates to the field of automobile engine pre-ignition and detonation detection.
Background
The automobile engine is composed of thousands or even tens of thousands of parts, the engine is the heart of an internal combustion engine automobile, the combustion chamber is the core of the engine, and in the development process of automobile engine products, especially in the endurance test process, the high-frequency abnormal combustion can cause the damage of the whole engine, thereby bringing serious potential safety hazards to the automobile.
Chinese patent CN106706205A discloses an engine knock and pre-ignition detection method, which compares the crankshaft phase of the knock recognition window of the current combustion cylinder with the crankshaft phase of the injector needle valve seating time period of the next combustion cylinder, judges whether fuel injector seating noise enters the knock recognition window of the current combustion cylinder, if yes, the overlap knock intensity Cvirkr of the current combustion cylinder is calculated by using the default background noise Srkr when the knock recognition window of the current combustion cylinder arrives, cvirkr = ikr/Srkr, ikr is the knock sensor signal integral quantity of the knock recognition window of the current combustion cylinder, and because the default background noise is larger than the knock sensor signal integral quantity of the knock recognition window of the internal combustion cylinder under the normal condition, the knock detection threshold value is improved, the false judgment of the engine knock caused by the fuel injector seating noise entering the knock recognition window of the current combustion cylinder can be reduced.
Although the method can solve the problem of reducing the misjudgment of engine knocking or pre-ignition caused by the seating noise of the oil injector, the abnormal combustion in the experimental process cannot be accurately judged in the product development process of the automobile engine. In the method for accurately judging abnormal combustion in the experimental process in the development process of automobile engine products at the present stage, a combustion analyzer and a cylinder pressure sensor are mainly used, and a special perforated cylinder cover needs to be customized to perform some short-time special performance matching tests. However, the method needs to punch holes on the cylinder cover, the integrity of the engine is damaged, and the combustion analyzer and the cylinder pressure sensor are expensive and cannot be used in a durability test for a long time.
Disclosure of Invention
The embodiment of the application provides a device and a method for detecting the pre-ignition and the detonation of an engine, solves the problems that in the prior art, the price of equipment for accurately judging the abnormal combustion of the engine is high and the integrity of the engine can be damaged, and realizes that the cost for developing an internal combustion engine is greatly reduced by accurately judging the abnormal combustion of an engine cylinder on the premise of not damaging the original structure of the engine.
The embodiment of the application provides a detection device that engine preignition explodes, includes:
the engine rotating speed acquisition module is used for acquiring a rotating speed signal of the engine;
the ignition signal acquisition module is used for acquiring an engine ignition signal;
the vibration signal acquisition module is used for acquiring a vibration signal of the engine cylinder;
and the detection module is used for receiving the signals of the CAN bus, the engine rotating speed acquisition module, the ignition signal acquisition module and the vibration signal acquisition module, detecting and alarming abnormal combustion of the engine cylinder.
Preferably, in the device for detecting the pre-ignition and the detonation of the engine, the rotating speed signal of the engine is a voltage signal of a signal transmitting wheel of the engine.
Preferably, in the detection apparatus for the pre-ignition and detonation of the engine, the ignition signal acquisition module is a current clamp.
Preferably, in the detection apparatus for the pre-ignition and detonation of the engine, the vibration signal acquisition module is installed in an original fabrication hole of the engine.
Preferably, the device for detecting the pre-ignition and detonation of the engine further comprises: and the frequency of the data acquisition card is higher than one thousand kilohertz so as to prevent misdetection caused by time difference.
The embodiment of the application also provides a method for detecting the pre-ignition and detonation of the engine, which comprises the following steps:
s1) completing a cycle self-learning vibration index within a certain time according to an engine running state, wherein the running state comprises the following steps: the method comprises the following steps that (1) rotating speed, ignition signals, vibration signals of different cylinder bodies and engine working condition points are obtained, and the cyclic self-learning vibration index is an engine average working condition vibration index of the engine in a certain running time;
s2) defining abnormal combustion thresholds of different cylinders of the engine according to the cyclic self-learning vibration index, wherein the abnormal combustion thresholds comprise: a pre-ignition threshold and a knock threshold;
s3) judging whether each cylinder body of the engine has abnormal combustion according to the abnormal combustion threshold, if so, recording the engine cylinder body exceeding the abnormal combustion threshold and the current time, and otherwise, re-executing the step S1;
and S4) using the engine cylinder exceeding the abnormal combustion threshold and the current time for fault judgment of the engine test.
Preferably, in the method for detecting the pre-ignition and knock-out of the engine, the step S2 defines abnormal combustion thresholds of different cylinders of the engine according to the cyclic self-learning vibration index, and further includes:
s21) determining a crank angle characteristic window of each cylinder of the engine, wherein the crank angle characteristic window is obtained by modifying the matching parameters of the engine;
s22) defining a pre-ignition threshold value and a knock threshold value through a crankshaft angle characteristic window of each cylinder body of the engine and a cycle self-learning vibration index.
Preferably, the method for detecting the pre-ignition and the knock explosion of the engine is characterized in that the step S3 of determining whether each cylinder of the engine has abnormal combustion further includes:
s31) converting the vibration signals of the different cylinders into vibration signal RMS values;
s32) comparing the RMS value of the vibration signal with the abnormal combustion threshold value, and if the RMS value is larger than the abnormal combustion threshold value, judging that abnormal combustion exists in the cylinder body.
Preferably, the method for detecting the engine pre-ignition knock is characterized in that the pre-ignition threshold value is defined as 300% of the cyclic self-learning vibration index.
Preferably, the method for detecting the engine pre-ignition knocking is characterized in that the knocking threshold is defined as 175% of the cyclic self-learning vibration index.
One or more technical solutions provided in the embodiments of the present application have at least the following technical effects or advantages:
1. the vibration signal acquisition module which is arranged between the engine cylinder bodies and does not damage the original cylinder body structure is adopted, so that the problem of judging abnormal combustion of the engine cylinder bodies at low cost is solved.
2. Due to the adoption of the cyclic self-learning vibration index, the problem of setting the abnormal combustion threshold of the engine under different working conditions is solved.
3. Because the crankshaft angle characteristic window of each cylinder body of the engine is obtained by modifying the matching parameters of the engine, the threshold value of abnormal combustion can be more accurately defined.
Drawings
FIG. 1 is a flow chart of the operation of the engine pre-ignition and detonation detection apparatus of the preferred embodiment of the present application;
FIG. 2 is a schematic representation of a preferred embodiment of the present application of a device for detecting an engine pre-ignition and detonation;
FIG. 3 is a flow chart of a method for detecting an engine pre-ignition and detonation according to a preferred embodiment of the present application;
FIG. 4 is a logic diagram of a method for detecting engine pre-ignition and knock in accordance with a preferred embodiment of the present application.
Detailed Description
The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the implementation of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, rather than all embodiments, and all other embodiments obtained by those skilled in the art based on the embodiments of the present invention belong to the protection scope of the embodiments of the present invention.
In the process of the localization development of the automobile engine, various tests are required to verify, and due to the fact that the engine is complex in structure and consists of thousands of parts, the performance fault of any one part, especially the fault in the combustion chamber, can cause the loss of the whole engine, and serious accidents are caused. As the testing working conditions are all limit working conditions and correspond to the alternating test of the highest vehicle speed and full load, the problem of core faults is difficult to find in time in the testing process. There are mainly 3 problems of damage to engine body parts caused by combustion: pre-ignition (PMI), detonation (K) and Misfire (MF), so the abnormal combustion phenomena such as pre-ignition, detonation, misfire and the like need to be strictly monitored and distinguished in the development test process, and the test is paused to find out the position of a fault part in one step earlier.
FIG. 1 is a flow chart of the operation of the apparatus for detecting the pre-ignition and detonation of an engine according to the preferred embodiment of the present application. FIG. 2 is a schematic diagram of a device for detecting the pre-ignition and detonation of the engine according to the preferred embodiment of the present application. As shown in fig. 1 and 2, a device 100 for detecting a pre-ignition and a detonation of an engine includes:
the engine speed acquisition module 110, wherein the engine speed acquisition module 110 is used for acquiring a speed signal of an engine;
an ignition signal acquisition module 120, wherein the ignition signal acquisition module 120 is used for acquiring an engine ignition signal;
the vibration signal acquisition module 130, the vibration signal acquisition module 130 is used for acquiring a vibration signal of the engine cylinder;
and the detection module 140 is used for receiving the signal detection of the CAN bus, the engine rotating speed acquisition module, the ignition signal acquisition module and the vibration signal acquisition module and sending an abnormal combustion alarm of the engine cylinder.
Preferably, the data acquisition card is used for data acquisition. The engine speed acquisition module 110 directly acquires voltage signals of 60-2 teeth of the engine transmitting wheel for the engine speed; the ignition signal acquisition module 120 is an ignition current clamp signal; the vibration signal acquisition module 130 is a cylinder head acceleration vibration sensor and is installed in the original process hole of the engine under the condition of meeting the signal acquisition condition. The vibration signal can be collected on the premise of not damaging the existing structure of the original engine by being installed in the original fabrication hole, so that the cost is greatly reduced. Preferably, for a four-cylinder engine, a vibration signal acquisition module 130 is mounted on the cylinder and acquires the cylinder vibration signal; a vibration signal acquisition module 130 is installed between the first cylinder body and the second cylinder body of the engine and acquires vibration signals of combustion chambers of the first cylinder body and the second cylinder body of the engine; a vibration signal acquisition module 130 is installed between the third cylinder and the fourth cylinder of the engine and acquires vibration signals of the combustion chambers of the third cylinder and the fourth cylinder of the engine. In addition, if the six-cylinder engine is adopted, a sensor can be added according to actual conditions, and vibration conditions of all combustion chambers can be collected.
Preferably, the engine speed acquisition module 110, the ignition signal acquisition module 120 and the vibration signal acquisition module 130 are simultaneously input into a data acquisition card (not shown in the figure) for data acquisition, and the recording frequency is higher than one thousand kilohertz to prevent misdetection caused by time difference.
Preferably, the detection device 140 for the pre-ignition and detonation can output signals to the automatic control device 200, and the output signals include: outputting a digital alarm output and a CAN alarm output, the alarm logic is capable of counting peak events within a given time frame, and setting an alarm to prevent false alarms only when a specific count is exceeded. It should be noted that the automatic control device 200 can be a computer, a central processing unit, an automatic control system, etc. which can receive the signal from the detection device 140 for the combustion and the explosion.
The detailed information of the CAN communication signal that the detection device 100 for the pre-ignition and the detonation of the engine CAN count the pre-ignition, the detonation and the fire is shown in the table 1:
| numbering | Inputting variable names | Unit of | Description of the preferred embodiment | CAN ID | Name of system variable | Frequency Hz | Signal fault action | Variable type |
| 1 | red_ant_engine_RPM | rpm | Engine speed signal | 261 | red_ant_engine_RPM | 10 | Coldrun | UWORD |
| 2 | kn_cyl1_vib1 | 1 | 1 cylinder knock signal 1 | 536 | kn_cyl1_vib1 | 10 | Coldrun | ULONG |
| 3 | kn_cyl1_vib2 | 1 | 1 cylinder knock signal 2 | 537 | kn_cyl1_vib2 | 10 | Coldrun | ULONG |
| 4 | kn_cyl1_vib3 | 1 | 1 cylinder knock signal 3 | 538 | kn_cyl1_vib3 | 10 | Coldrun | ULONG |
| 5 | kn_cyl2_vib1 | 1 | 2 cylinder knock signal 1 | 539 | kn_cyl2_vib1 | 10 | Coldrun | ULONG |
| 6 | kn_cyl2_vib2 | 1 | 2 cylinder knock signal 2 | 540 | kn_cyl2_vib2 | 10 | Coldrun | ULONG |
| 7 | kn_cyl2_vib3 | 1 | 2 cylinder knock signal 3 | 541 | kn_cyl2_vib3 | 10 | Coldrun | ULONG |
| 8 | kn_cyl3_vib1 | 1 | 3 cylinder knock signal 1 | 542 | kn_cyl3_vib1 | 10 | Coldrun | ULONG |
| 9 | kn_cyl3_vib2 | 1 | 3 cylinder knock signal 2 | 543 | kn_cyl3_vib2 | 10 | Coldrun | ULONG |
| 10 | kn_cyl3_vib3 | 1 | 3 cylinder knock signal 3 | 544 | kn_cyl3_vib3 | 10 | Coldrun | ULONG |
| 11 | kn_cyl4_vib1 | 1 | 4 cylinder knock signal 1 | 545 | kn_cyl4_vib1 | 10 | Coldrun | ULONG |
| 12 | kn_cyl4_vib2 | 1 | 4 cylinder knock signal 2 | 546 | kn_cyl4_vib2 | 10 | Coldrun | ULONG |
| 13 | kn_cyl4_vib3 | 1 | 4 cylinder knock signal 3 | 547 | kn_cyl4_vib3 | 10 | Coldrun | ULONG |
| 14 | knocking_alarm | 1 | Knock alarm | 551 | knocking_alarm | 10 | Coldrun | UBYTE |
| 15 | mf_cyl1_vib1 | 1 | 1 Cylinder misfire Signal 1 | 524 | mf_cyl1_vib1 | 10 | Coldrun | ULONG |
| 16 | mf_cyl1_vib2 | 1 | 1 Cylinder misfire Signal 2 | 525 | mf_cyl1_vib2 | 10 | Coldrun | ULONG |
| 17 | mf_cyl1_vib3 | 1 | 1 Cylinder misfire Signal 3 | 526 | mf_cyl1_vib3 | 10 | Coldrun | ULONG |
| 18 | mf_cyl2_vib1 | 1 | 2 Cylinder misfire Signal 1 | 527 | mf_cyl2_vib1 | 10 | Coldrun | ULONG |
| 19 | mf_cyl2_vib2 | 1 | 2 Cylinder misfire Signal 2 | 528 | mf_cyl2_vib2 | 10 | Coldrun | ULONG |
| 20 | mf_cyl2_vib3 | 1 | 2 Cylinder misfire Signal 3 | 529 | mf_cyl2_vib3 | 10 | Coldrun | ULONG |
| 21 | mf_cyl3_vib1 | 1 | 3 Cylinder misfire Signal 1 | 530 | mf_cyl3_vib1 | 10 | Coldrun | ULONG |
| 22 | mf_cyl3_vib2 | 1 | 3 Cylinder misfire Signal 2 | 531 | mf_cyl3_vib2 | 10 | Coldrun | ULONG |
| 23 | mf_cyl3_vib3 | 1 | 3 Cylinder misfire Signal 3 | 532 | mf_cyl3_vib3 | 10 | Coldrun | ULONG |
| 24 | mf_cyl4_vib1 | 1 | 4 Cylinder misfire Signal 1 | 533 | mf_cyl4_vib1 | 10 | Coldrun | ULONG |
| 25 | mf_cyl4_vib2 | 1 | 4 Cylinder misfire Signal 2 | 534 | mf_cyl4_vib2 | 10 | Coldrun | ULONG |
| 26 | mf_cyl4_vib3 | 1 | 4 Cylinder misfire Signal 3 | 535 | mf_cyl4_vib3 | 10 | Coldrun | ULONG |
| 27 | misfire_alarm | 1 | Fire alarm | 552 | misfire_alarm | 10 | Coldrun | UBYTE |
| 28 | pmi_alarm | 1 | Early combustion alarm | 550 | pmi_alarm | 10 | Coldrun | UBYTE |
| 29 | pmi_cyl1_vib1 | 1 | 1 Cylinder Pre-ignition Signal 1 | 512 | pmi_cyl1_vib1 | 10 | Coldrun | ULONG |
| 30 | pmi_cyl1_vib2 | 1 | 1 cylinder pre-ignition signal 2 | 513 | pmi_cyl1_vib2 | 10 | Coldrun | ULONG |
| 31 | pmi_cyl1_vib3 | 1 | 1 cylinder pre-ignition signal 3 | 514 | pmi_cyl1_vib3 | 10 | Coldrun | ULONG |
| 32 | pmi_cyl2_vib1 | 1 | 2 cylinder pre-ignition signal 1 | 515 | pmi_cyl2_vib1 | 10 | Coldrun | ULONG |
| 33 | pmi_cyl2_vib2 | 1 | 2 cylinder pre-ignition signal 2 | 516 | pmi_cyl2_vib2 | 10 | Coldrun | ULONG |
| 34 | pmi_cyl2_vib3 | 1 | 2 cylinder pre-ignition signal 3 | 517 | pmi_cyl2_vib3 | 10 | Coldrun | ULONG |
| 35 | pmi_cyl3_vib1 | 1 | 3 cylinder pre-ignition signal 1 | 518 | pmi_cyl3_vib1 | 10 | Coldrun | ULONG |
| 36 | pmi_cyl3_vib2 | 1 | 3 cylinder pre-ignition signal 2 | 519 | pmi_cyl3_vib2 | 10 | Coldrun | ULONG |
| 37 | pmi_cyl3_vib3 | 1 | 3 cylinder pre-ignition signal 3 | 520 | pmi_cyl3_vib3 | 10 | Coldrun | ULONG |
| 38 | pmi_cyl4_vib1 | 1 | 4 Cylinder Pre-ignition Signal 1 | 521 | pmi_cyl4_vib1 | 10 | Coldrun | ULONG |
| 39 | pmi_cyl4_vib2 | 1 | 4 Cylinder Pre-ignition Signal 2 | 522 | pmi_cyl4_vib2 | 10 | Coldrun | ULONG |
| 40 | pmi_cyl4_vib3 | 1 | 4 Cylinder Pre-ignition Signal 3 | 523 | pmi_cyl4_vib3 | 10 | Coldrun | ULONG |
| 41 | red_ant_state | 1 | Working phase | 254 | red_ant_state | 10 | Coldrun | UWORD |
| 42 | red_ant_heartbeat | 1 | Operating state indication | 253 | red_ant_heartbeat | 10 | Coldrun | UBYTE |
TABLE 1
Fig. 3 is a flowchart of a method for detecting an engine pre-ignition and detonation according to a preferred embodiment of the present application, and the present application further provides a method for detecting an engine pre-ignition and detonation as shown in fig. 3, including the following steps:
step S1) completing a cycle self-learning vibration index within a certain time according to an engine running state, wherein the running state comprises the following steps: the method comprises the following steps that (1) rotating speed, ignition signals, vibration signals of different cylinder bodies and engine working condition points are obtained, and the cyclic self-learning vibration index is an engine average working condition vibration index of the engine in a certain running time;
step S2) defining abnormal combustion thresholds of different cylinders of the engine according to the cyclic self-learning vibration index, wherein the abnormal combustion thresholds comprise: a pre-ignition threshold and a knock threshold;
step S3) judging whether each cylinder body of the engine has abnormal combustion according to the abnormal combustion threshold, if so, recording the engine cylinder body exceeding the abnormal combustion threshold and the current time, and otherwise, re-executing the step S1;
and S4) using the engine cylinder exceeding the abnormal combustion threshold and the current time for fault judgment of the engine test.
FIG. 4 is a logic diagram of a method for detecting the pre-ignition and detonation of the engine according to the preferred embodiment of the present application, and the following steps of the method for detecting the pre-ignition and detonation of the engine are further described with reference to FIG. 3 and FIG. 4:
step S1) completing a cycle self-learning vibration index within a certain time according to an engine running state, wherein the running state comprises the following steps: the method comprises the following steps that (1) rotating speed, ignition signals, vibration signals of different cylinder bodies and engine working condition points are obtained, and the cyclic self-learning vibration index is an engine average working condition vibration index of the engine in a certain running time;
specifically, rotational speed, ignition and vibration signals of the engine are acquired, and a base operating point of the engine is determined. For a traditional engine, there are five basic operating conditions, which are: idle, light load, medium load, heavy load/full load, acceleration conditions, etc. When the basic working condition point of the engine is determined and one-time cycle self-learning is completed according to the basic working condition of the engine, the average working condition vibration index of 500 working cycles of the engine is optimized in the embodiment.
Step S2) defining abnormal combustion thresholds of different cylinders of the engine according to the cyclic self-learning vibration index, wherein the abnormal combustion thresholds comprise: a pre-ignition threshold and a knock threshold;
specifically, defining abnormal combustion thresholds for different cylinders of the engine further comprises:
s21) determining a crank angle characteristic window of each cylinder of the engine, wherein the crank angle characteristic window is obtained by modifying matching parameters of the engine;
when the cylinder pressure of the combustion chamber of the engine frequently approaches or exceeds the design limit value of the parts, the core parts of the engine are damaged, and the other parts of the engine can be influenced by the fault of hardware or software of one part. According to finite element analysis of the piston, the maximum pressure which can be borne by the top of the piston of a certain series of engines is 190.92Bar. But from the very nature of a normally operating engine it can be seen that the combustion chamber maximum cylinder Pressure (PMAX) is less than 95Bar (well below the 50% limit). In the embodiment, cylinder pressure curves of abnormal combustion cannot be manufactured and simulated by adjusting the excess air ratio and using No. 89 low-grade gasoline, but abnormal combustion pre-ignition and knocking can be effectively manufactured by adjusting the valve overlap angle. Taking the BOSCH ECU system as an example, the preignition and the knocking are manufactured by modifying matching parameters of the engine, and meanwhile, vibration signals corresponding to the preignition and the knocking are distinguished through high-frequency sampling. And determining a crank angle characteristic window of each cylinder of the engine according to vibration signals corresponding to the pre-ignition and the knocking.
S22) defining a pre-ignition threshold value and a knock threshold value through a crankshaft angle characteristic window of each cylinder body of the engine and a cycle self-learning vibration index.
Preferably, the pre-ignition threshold and the detonation threshold are set according to a crank angle characteristic window of each cylinder of the engine and an average working condition vibration index (cyclic self-learning vibration index) of the engine in a certain time. Wherein the pre-ignition threshold is defined as 300% of the cyclic self-learning vibration index; the knock threshold is defined as 175% of the cyclic self-learned vibration indicator. It is noted that the definition of the pre-ignition threshold and the knock threshold varies according to the crank angle characteristic window of each cylinder of the engine and the cyclic self-learning vibration index variation of different engines under different working conditions.
Step S3) judging whether each cylinder body of the engine has abnormal combustion according to the abnormal combustion threshold, if so, recording the engine cylinder body exceeding the abnormal combustion threshold and the current time, and otherwise, re-executing the step S1;
specifically, step S3) of determining whether there is abnormal combustion in each cylinder of the engine further includes:
s31) converting the vibration signals of the different cylinder bodies into vibration signal RMS values;
s32) comparing the RMS value of the vibration signal with the abnormal combustion threshold value, and if the RMS value is larger than the abnormal combustion threshold value, judging that abnormal combustion exists in the cylinder.
In order to distinguish various abnormal combustion signals, when the amplitude of the vibration signal after filtering of each cylinder is calculated, the peak value after calculation of the RMS (root mean square horizontal value) of the vibration signal is required to be compared with a pre-calibrated pre-ignition threshold value in advance, and if the vibration amplitude is larger than the pre-ignition or knock threshold value, the system judges that pre-ignition or knock occurs in the current cycle. Meanwhile, the engine cylinder with pre-ignition and detonation and the occurrence time are recorded, and a basis is provided for the follow-up problem investigation.
And S4) using the engine cylinder exceeding the abnormal combustion threshold and the current time for fault judgment of the engine test.
The device and the method for detecting the pre-ignition and the detonation of the engine effectively solve the problem that the engine fault caused by abnormal combustion of the engine is quickly and effectively found in the durability test process of the engine rack, and greatly reduce the development cost of the internal combustion engine.
As used in this application and the appended claims, the terms "a," "an," "the," and/or "the" are not intended to be inclusive in the singular, but rather are intended to be inclusive in the plural unless the context clearly dictates otherwise. In general, the terms "comprises" and "comprising" merely indicate that steps and elements are included which are explicitly identified, that the steps and elements do not form an exclusive list, and that a method or apparatus may include other steps or elements.
Those of skill in the art would understand that information, signals, and data may be represented using any of a variety of different technologies and techniques. For example, data, instructions, commands, information, signals, bits (bits), symbols, and chips that may be referenced throughout the above description may be represented by voltages, currents, electromagnetic waves, magnetic fields or particles, optical fields or particles, or any combination thereof.
Those of skill would further appreciate that the various illustrative logical blocks, modules, circuits, and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both. To clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules, circuits, and steps have been described above generally in terms of their functionality. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the overall system. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
The various illustrative logical modules, and circuits described in connection with the embodiments disclosed herein may be implemented or performed with 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, discrete hardware components, or any combination thereof designed to perform the functions described herein. A general purpose processor may be a microprocessor, but in the alternative, the processor may be any conventional processor, controller, microcontroller, or state machine. A processor may also be implemented as a combination of computing devices, e.g., a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration.
The steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. A software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to the processor such the processor can read information from, and write information to, the storage medium. In the alternative, the storage medium may be integral to the processor. The processor and the storage medium may reside in an ASIC. The ASIC may reside in a user terminal. In the alternative, the processor and the storage medium may reside as discrete components in a user terminal.
In one or more exemplary embodiments, the functions described may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software as a computer program product, the functions may be stored on or transmitted over as one or more instructions or code on a computer-readable medium. Computer-readable media includes both computer storage media and communication media including any medium that facilitates transfer of a computer program from one place to another. A storage media may be any available media that can be accessed by a computer. By way of example, and not limitation, such computer-readable media can comprise RAM, ROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer. Any connection is properly termed a computer-readable medium. For example, if the software is transmitted from a web site, server, or other remote source using a coaxial cable, fiber optic cable, twisted pair, digital Subscriber Line (DSL), or wireless technologies such as infrared, radio, and microwave, then the coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave are included in the definition of medium. Disk (disk) and disc (disc), as used herein, includes Compact Disc (CD), laser disc, optical disc, digital Versatile Disc (DVD), floppy disk and blu-ray disc where disks (disks) usually reproduce data magnetically, while discs (discs) reproduce data optically with lasers. Combinations of the above should also be included within the scope of computer-readable media.
The above-described embodiments are provided to enable persons skilled in the art to make or use the invention, and that persons skilled in the art may make modifications or changes to the above-described embodiments without departing from the inventive concept thereof, and therefore the scope of protection of the invention is not limited by the above-described embodiments but should be accorded the widest scope consistent with the innovative features recited in the claims.
Claims (10)
1. A device for detecting a pre-ignition and detonation of an engine, comprising:
the engine rotating speed acquisition module is used for acquiring a rotating speed signal of an engine;
the ignition signal acquisition module is used for acquiring an engine ignition signal;
the vibration signal acquisition module is used for acquiring a vibration signal of the engine cylinder body;
and the detection module is used for receiving the signals of the CAN bus, the engine rotating speed acquisition module, the ignition signal acquisition module and the vibration signal acquisition module, detecting and giving an abnormal combustion alarm to the engine cylinder.
2. The apparatus for detecting the pre-ignition and detonation of an engine as claimed in claim 1, wherein the rotational speed signal of the engine is a voltage signal of a signaling wheel of the engine.
3. The apparatus of claim 1, wherein the ignition signal acquisition module is a current clamp.
4. The apparatus for detecting the pre-ignition and detonation of the engine as claimed in claim 1, wherein the vibration signal acquisition module is installed in an original fabrication hole of the engine.
5. The apparatus for detecting an engine pre-ignition misfire as set forth in claim 1 further comprising: and the frequency of the data acquisition card is higher than one thousand kilohertz so as to prevent misdetection caused by time difference.
6. A method for detecting the pre-ignition and detonation of an engine comprises the following steps:
s1) completing a cycle self-learning vibration index within a certain time according to an engine running state, wherein the running state comprises the following steps: the method comprises the following steps that (1) rotating speed, ignition signals, vibration signals of different cylinder bodies and engine working condition points are obtained, and the cyclic self-learning vibration index is an engine average working condition vibration index of the engine in a certain running time;
s2) defining abnormal combustion thresholds of different cylinders of the engine according to the cyclic self-learning vibration index, wherein the abnormal combustion thresholds comprise: a pre-ignition threshold and a knock threshold;
s3) judging whether each cylinder body of the engine has abnormal combustion according to the abnormal combustion threshold, if so, recording the engine cylinder body exceeding the abnormal combustion threshold and the current time, and otherwise, re-executing the step S1;
and S4) using the engine cylinder exceeding the abnormal combustion threshold and the current time for fault judgment of the engine test.
7. The method for detecting the pre-ignition and detonation of the engine as claimed in claim 6, wherein the step S2 defines abnormal combustion thresholds of different cylinders of the engine according to the cyclic self-learning vibration index, further comprising:
s21) determining a crank angle characteristic window of each cylinder of the engine, wherein the crank angle characteristic window is obtained by modifying the matching parameters of the engine;
s22) defining a pre-ignition threshold value and a knock threshold value through a crankshaft angle characteristic window of each cylinder body of the engine and a cycle self-learning vibration index.
8. The method for detecting the pre-ignition and the knock of the engine according to claim 6, wherein the step S3 of determining whether each cylinder of the engine has abnormal combustion further comprises:
s31) converting the vibration signals of the different cylinders into vibration signal RMS values;
s32) comparing the RMS value of the vibration signal with the abnormal combustion threshold value, and if the RMS value is larger than the abnormal combustion threshold value, judging that abnormal combustion exists in the cylinder body.
9. The method of detecting engine pre-ignition knock-out of claim 7, where the pre-ignition threshold is defined as 300% of the cyclic self-learning vibration indicator.
10. The method of detecting engine pre-ignition knocking as recited in claim 7, wherein said knock threshold is defined as 175% of said cyclic self-learned vibration index.
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| CN202211259319.7A CN115450759A (en) | 2022-10-14 | 2022-10-14 | Device and method for detecting pre-ignition and detonation of engine |
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| CN202211259319.7A CN115450759A (en) | 2022-10-14 | 2022-10-14 | Device and method for detecting pre-ignition and detonation of engine |
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