CN116335842A - Engine combustion rough sound control method, system and storage medium - Google Patents
Engine combustion rough sound control method, system and storage medium Download PDFInfo
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- 238000002485 combustion reaction Methods 0.000 title claims abstract description 129
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- 238000002347 injection Methods 0.000 claims description 68
- 239000007924 injection Substances 0.000 claims description 68
- 230000001133 acceleration Effects 0.000 claims description 28
- 238000011217 control strategy Methods 0.000 claims description 26
- 230000000630 rising effect Effects 0.000 claims description 7
- 238000004590 computer program Methods 0.000 claims description 3
- 239000003921 oil Substances 0.000 description 27
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- 230000005540 biological transmission Effects 0.000 description 3
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
- F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P5/00—Advancing or retarding ignition; Control therefor
- F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
- F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
- F02P5/15—Digital data processing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D2041/001—Controlling intake air for engines with variable valve actuation
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/101—Engine speed
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- Chemical & Material Sciences (AREA)
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Abstract
The invention provides a rough engine combustion sound control method, a rough engine combustion sound control system and a storage medium. The invention can accurately reduce the combustion coarse noise in the transient process and reduce the fuel consumption of the whole vehicle to the maximum extent while playing the engine performance to the maximum extent, thereby improving the customer satisfaction.
Description
Technical Field
The invention belongs to the field of gasoline engine combustion control, and particularly relates to a control method of engine transient combustion coarse noise
The background technology is as follows:
many engines experience combustion harshness during acceleration, for example, FIG. 1 is a graph of the rate of rise of pressure versus the same operating condition for a 2.0 liter supercharged engine under different compression ratio conditions. It can be seen that after the compression ratio is reduced to adapt to the low-octane fuel market, the pressure rise rate of the engine in a medium-high speed and high load area is found to be greatly increased (the ignition angle of the same working condition under two engine states is controlled at the knock boundary KBL), and the maximum value exceeds the limit value which is accepted by the industry of the engine to be 3.5bar/CA. Although knocking does not occur in these conditions, combustion noise is already significantly so loud that combustion harshness that causes customer complaints may be generated in the whole vehicle.
Related researches show that the maximum explosion pressure and the maximum pressure rising rate in the cylinder are about 20% -50% greater than those in a steady state in the transient state at the same rotating speed and load. Meanwhile, the maximum explosion pressure in the cylinder of the next cycle in the transient state may be 2-3 times the maximum explosion pressure of the previous cycle. Therefore, under the acceleration working condition of the whole vehicle, on one hand, larger rough combustion noise can be generated by larger pressure rising rate in the cylinder and transmitted into the cockpit, and on the other hand, mechanical impact noise can be generated by intermittent mechanical connecting devices such as a piston connecting rod mechanism and a transmission shaft and transmitted into the cockpit due to severe cyclic variation. These two aspects of noise are typically perceived by passengers in the cockpit during rapid driver acceleration and are therefore referred to as vehicle acceleration harshness.
The whole vehicle carrying the engine with the low compression ratio version can generate obvious rough combustion sound under some special driving conditions. In comparison, the same whole vehicle with the high compression ratio version of the engine is mounted, and obvious rough combustion sound can not be generated under any driving condition. The existing conventional ignition angle control technology is that if knocking combustion occurs in the current combustion cycle of a certain cylinder, the next cycle is performed with a back ignition angle according to a certain step length to reduce the knocking probability of the next cycle of the cylinder; and secondly, judging the dynamic change amplitude of the engine according to the condition that the rotating speed gradient or the load gradient threshold exceeds a calibration value, and then, pre-retreating the ignition angles of a certain step length for all cylinders of the cycle so as to prevent possible knocking in advance. However, for the whole vehicle loaded with the engine in the low compression ratio state, combustion roughness can not be controlled in a knocking diagnosis mode under certain sudden acceleration because knocking combustion does not occur, and the rotating speed gradient and the load gradient under the sudden acceleration working conditions are far smaller than the threshold value for triggering and preventing dynamic knocking in the current ECU, if the dynamic knocking threshold value is reduced to reduce the combustion roughness under certain sudden acceleration working conditions of the whole vehicle, the dynamic property and the economical efficiency under the conventional dynamic state can be reduced. The current way of controlling the ignition angle based on knocking combustion therefore does not allow for accurate control of the acceleration harshness that may occur with such low compression ratio engines.
The prior art has proposed solutions to how to control engine harshness, for example, patent document CN101213368A discloses a method of reducing combustion pressure rise rate by sensing a main parameter of combustion noise-combustion pressure rise rate and/or a secondary parameter of combustion noise such as engine speed, engine load, acceleration throttle position, air-fuel ratio, manifold pressure, and changes in these parameters as a determination of combustion noise, and when the above parameters exceed a threshold value, a delay of ignition timing is triggered, and combustion noise is reduced by the ignition delay. For another example, patent document CN107110039B discloses a method of operating an internal combustion engine in a skip fire manner using an operational firing fraction that is fuel efficient and has acceptable noise, vibration and harshness characteristics, the method comprising: generating an operational firing fraction that delivers a desired engine torque; generating a skip fire firing sequence for operating the internal combustion engine in a skip fire manner, the skip fire firing sequence being based on the operational firing fraction; a smoothing torque applied to the powertrain by the energy storage/release device is determined, wherein the smoothing torque is arranged to at least partially cancel torque variations generated by the skip fire firing sequence, thereby reducing noise, vibration, and harshness that would otherwise be generated by the skip fire firing sequence. For another example, patent document CN107664082B proposes a single-cylinder independent control method of the ignition angle of a multi-cylinder gasoline engine, in which the ignition angle of the single cylinder is controlled independently by actually measuring the difference between the combustion center of gravity and the optimum combustion center of gravity so that the ignition angle of the single cylinder is always at the knock critical KBL point in the knock region at the optimum combustion center of gravity in the non-knock region. In addition, patent document CN113586271a discloses a method for controlling transient combustion coarse sound of a gasoline engine, which is to judge whether the engine belongs to an acceleration process or not by a manifold pressure increasing gradient or an accelerator pedal opening increasing gradient, judge whether combustion coarse noise is unacceptable or not by a pressure increasing rate calculated by each cylinder pressure sensor, and reduce a cylinder ignition angle at which combustion coarse sound exceeds a standard and last for a certain time on the basis.
Although various methods for controlling engine combustion roughness have been proposed in these techniques, the document CN101213368A discloses a method for reducing combustion noise simply by retarding the ignition angle, which results in a decrease in output torque and an increase in fuel consumption rate. Document CN107110039B is to reduce the NVH of the whole transmission system by filtering the torque of the whole conventional system (including the engine, the rotating shaft and the transmission) and distributing a proper ignition mode according to the filtered torque, but this requires a responsible way of judging the suitability of the NVH, which is not suitable for simply reducing the combustion noise of the engine. Document CN107664082B only considers how to operate at the knock boundary at any operating condition, but does not consider the problem of unacceptable combustion noise caused by the possible fire operating at the knock boundary. The document CN113586271a also discloses that the combustion noise is reduced by merely retarding the ignition angle for a certain period of time after judging that the unacceptable combustion noise is generated, but this method affects the power response and increases the combustion consumption.
Disclosure of Invention
Aiming at the defects of the prior art, the invention provides a rough engine combustion sound control method, a rough engine combustion sound control system and a storage medium, and aims to solve the problem that obvious rough engine acceleration sound is generated under the condition that the engine combustion pressure increasing rate is too high but knocking does not occur in the whole vehicle acceleration process, and improve the sound quality of the whole vehicle and the customer satisfaction.
The technical scheme of the invention is as follows:
in a first aspect, the present invention provides a method for controlling engine combustion roughness, comprising the steps of:
And step 2, when the detected air inlet pressure increasing gradient is larger than a calibration threshold value, or the detected accelerator pedal opening increasing gradient is larger than a calibration threshold value, or the detected rotating speed increasing gradient is larger than the calibration threshold value, judging that the engine is under a transient acceleration working condition, and executing the step 3.
the above injection strategy comprises the number of times of each cycle injection, the initial angle of each injection, the proportion of each injection and the like,
in the above, the current injection mode is generally a conventional injection mode of the engine, and the current VVT control mode is a conventional VVT control mode of the engine.
The fuel injection strategy for reducing the combustion noise, the VVT control strategy and the corresponding ignition angle control MAP are all obtained through the actual vehicle calibration on the whole vehicle, and are written into the ECU in advance.
The engine is kept for a certain time t in the working state of reducing combustion noise, and then step 4 is executed
And 4, when the operating state duration T for reducing the transient combustion noise reaches the calibrated time threshold T, the fuel injection strategy is switched from the fuel injection strategy for reducing the combustion noise to the previous (conventional) fuel injection strategy, the VVT control strategy is switched from the fuel injection strategy for reducing the combustion noise to the previous (conventional) VVT control strategy, and the ignition angle control MAP is switched from the corresponding MAP for reducing the combustion noise to the previous (conventional) ignition angle control MAP. The control process of reducing the transient combustion coarse noise is finished.
Further, the present invention provides, in a second aspect, an engine combustion roughness control system, comprising:
and the signal acquisition module is used for acquiring a real-time rotating speed signal and an air inlet pipe pressure signal of the engine.
The first judging module is used for calculating the real-time load signal of the engine and judging whether the rotating speed of the engine is in the rotating speed calibration value range or not and whether the load signal of the engine is in the load calibration value range or not.
And the second judging module judges whether the engine is in a transient acceleration working condition according to whether the detected air inlet pressure increasing gradient is larger than a calibration threshold value or whether the actually measured accelerator pedal opening increasing gradient is larger than a calibration threshold value or whether the actually measured rotating speed increasing gradient is larger than the calibration threshold value.
The first control module is used for controlling the engine to start to enter a working state of reducing transient combustion noise when the maximum pressure rising rate in the cylinder of the current cycle of any cylinder exceeds a calibration threshold value according to the signals of the pressure sensors of the cylinders: namely, the oil injection strategy is switched from the current oil injection mode to the oil injection strategy for reducing combustion noise; the VVT control strategy is switched from the current VVT control mode to a VVT control strategy for reducing combustion noise; the ignition angle control MAP is switched to an ignition angle control MAP corresponding to the above-described fuel injection strategy and VVT control for reducing combustion noise.
And the third judging module is used for judging whether the engine continuously lasts for a certain time T to reach the calibrated threshold time T in the working state of reducing the combustion noise, and if so, the transient combustion coarse sound control process is performed. Ending
The present invention in a third aspect also protects a readable storage medium having stored thereon a computer program which, when executed by a processor, implements the steps of the engine combustion roughness control method described above.
By adopting the technical scheme, the invention has the following advantages:
the technology provided by the invention judges whether the combustion coarse noise is unacceptable or not through judging whether the technology belongs to an acceleration process or not through judging the manifold pressure increasing gradient or the accelerator pedal opening increasing gradient and judging the pressure increasing rate calculated by each cylinder pressure sensor, on the basis, the problem that the combustion coarse noise exceeds standard under the transient state of an engine is reduced through changing an oil injection strategy, a VVT control strategy and a corresponding ignition angle strategy under the transient state, and the technology lasts for a certain time to improve the customer satisfaction. The method for precisely controlling the combustion coarse noise through the cylinder pressure sensor information and the working condition information can precisely reduce the combustion coarse noise in the transient process and maximally reduce the oil consumption of the whole vehicle while playing the engine performance to the maximum extent, thereby improving the customer satisfaction.
In addition, the oil injection strategy, the VVT control strategy and the corresponding ignition angle strategy under the transient state are obtained through real vehicle calibration, and in the control process, when the set condition is reached, after the unacceptable combustion noise is judged, the control is directly switched to another oil injection mode, the other VVT combination and the corresponding ignition angle are assisted, so that the combustion noise is reduced, the power performance is not reduced, and the fuel consumption is not increased.
The invention reduces and changes the forming process of the mixed gas by changing the oil injection strategy and the method of the variable timing angle, judges the acceptability of the combustion coarse sound by the rise rate of the in-cylinder pressure, and judges and processes the combustion coarse sound in the accelerating process. Finally, the combustion pressure rise rate is limited, and the combustion noise is reduced.
Drawings
FIG. 1 is a comparison of the rate of rise of an engine under different compression ratio conditions;
FIG. 2 is a schematic diagram of hardware architecture required for implementing the engine combustion roughness control method of the present invention;
fig. 3 is a control flow chart of the engine combustion roughness control method of the present invention.
Detailed Description
The present invention is described in further detail below with reference to the accompanying drawings.
Referring to fig. 2, for an engine, a method for controlling engine combustion roughness is implemented, involving the following hardware configurations: a multi-cylinder gasoline engine 1, an exhaust outlet pipe 2 connected to the multi-cylinder gasoline engine, an exhaust manifold 3, an exhaust manifold 4, an air filter 13, a throttle valve 11, an injection system 7, an ignition system 6, a rotation speed sensor 15 provided on the internal combustion engine, an accelerator pedal position sensor 16, a knock sensor 17, a cylinder pressure sensor 5, an intake manifold pressure sensor 10, an electronic control unit 14 (ECU), and the like.
The electronic control unit is respectively connected with the multi-cylinder gasoline engine, the rotating speed sensor, the accelerator pedal position sensor, the knock sensor, the air inlet manifold pressure sensor, the throttle valve, the oil injection system, the ignition system and the cylinder pressure sensors, and the number of the cylinder pressure sensors is equal to the number of cylinders.
The specific implementation of the invention needs to complete the conventional oil injection strategy, the VVT control strategy and the corresponding ignition angle control calibration and knock control calibration, so that the engine ECU can output the ignition angle of the current cycle of each cylinder according to the conventional ignition angle control, and also needs to complete the calibration of the special oil injection strategy, the special VVT control strategy and the corresponding special ignition angle control MAP for reducing the transient combustion noise in the area where the transient combustion noise is easy to occur.
Taking a certain multi-cylinder gasoline engine as an example, the control method of the invention is accurate, and the multi-cylinder gasoline engine is required to be additionally calibrated to obtain the following parameters:
1. knock control based on knock sensor signals is performed according to existing calibration methods.
2. The firing angle MAP (firing angle with consistent output values of cylinders) of the multi-cylinder engine is calibrated according to the existing calibration method.
3. The working condition area where the engine is easy to generate combustion coarse noise, namely the minimum/maximum value of the rotating speed and the minimum/maximum value of the load in the following step 1, is determined through the real vehicle calibration on the whole vehicle.
4. Through the real vehicle calibration on the whole vehicle, whether the engine belongs to the intake pressure increase gradient threshold value, the accelerator pedal opening increase gradient threshold value and the rotating speed increase gradient threshold value in the transient acceleration process is determined and judged, and the corresponding threshold value setting in the following step 2 is used.
5. And (3) determining a threshold value of the increase rate of the cylinder pressure corresponding to the acceleration rough sound which causes customer complaints by real vehicle calibration on the whole vehicle, and setting the threshold value of the increase rate of the cylinder pressure in the step (3).
6. Through real vehicle calibration on the whole vehicle, when the acceleration rough sound complained by a customer occurs in the acceleration process, a special oil injection strategy (comprising the number of times of oil injection of each cycle, the initial angle of oil injection each time, the proportion of oil injection each time and the like) required by the increase rate of the pressure in the cylinder, a special VVT control MAP and the corresponding ignition angle thereof are determined, and the three special strategies are combined together, so that the transient acceleration rough sound of the engine is reduced, and the power performance and the economic performance of the whole vehicle are attenuated within an acceptable range; the synchronous calibration is used for the engine duration threshold T in operating conditions that reduce transient combustion noise.
Referring to fig. 3, the following example illustrates an example process of a combustion roughness control method for a gasoline engine:
In the embodiment, an electronic control unit ECU acquires a real-time rotating speed signal and an air inlet pipe pressure signal of an engine, and calculates an engine real-time load signal according to the air inlet manifold pressure signal. When the engine speed is greater than the calibrated minimum value and less than the calibrated maximum value, and the engine load signal is greater than the calibrated minimum value and less than the calibrated maximum value, the ECU judges that the real-time working condition of the engine is in an area where combustion coarse noise is possibly overlarge, namely an engine running area where the combustion coarse noise control method can play a role, and at the moment, the system control function (namely the function of reducing the transient combustion coarse noise) formed by the method is started.
And step 2, when the detected air inlet pressure increasing gradient is larger than a calibration threshold value, or the detected accelerator pedal opening increasing gradient is larger than a calibration threshold value, or the detected rotating speed increasing gradient is larger than the calibration threshold value, judging that the engine is in a transient acceleration working condition, setting the working state of the engine for reducing transient combustion noise, and executing the step 3.
In the embodiment, when the ECU detects that the increasing gradient of the intake pressure is larger than the calibration threshold value or the increasing gradient of the actual accelerator pedal opening is larger than the calibration threshold value or the increasing gradient of the actual rotating speed is larger than the calibration threshold value, the system control function-the function for reducing the transient combustion coarse noise formed by the invention is started, the engine is judged to be in the transient acceleration working condition, and whether the transient combustion coarse noise exceeds the standard or not can be judged in the next step.
And 4, switching an oil injection strategy from a special oil injection strategy for reducing combustion noise to a conventional oil injection strategy after the duration T of the working state for reducing the transient combustion noise reaches the calibrated threshold time T, switching a VVT control strategy from the special oil injection strategy for reducing the combustion noise to the conventional VVT control strategy, and switching an ignition angle control strategy from the MAP in the corresponding working state for reducing the combustion noise to the conventional ignition angle control MAP. The control process of reducing the transient combustion coarse noise is finished.
In a further embodiment, there is also provided a gasoline engine combustion roughness control system comprising:
the signal acquisition module is used for acquiring a real-time rotating speed signal and an air inlet pipe pressure signal of the engine;
the first judging module is used for calculating an engine real-time load signal and judging whether the engine speed is in a calibration value range or not and whether the engine load signal is in the calibration value range or not;
the second judging module judges whether the engine is in a transient acceleration working condition according to whether the detected air inlet pressure increasing gradient is larger than a calibration threshold value or whether the actually measured accelerator pedal opening increasing gradient is larger than a calibration threshold value or whether the actually measured rotating speed increasing gradient is larger than the calibration threshold value;
the first control module is used for controlling the engine oil injection strategy (comprising the oil injection times of each cycle, the initial oil injection angle of each oil injection, the oil injection proportion of each time and the like) to be switched from a conventional mode to a special oil injection strategy for reducing combustion noise when the maximum pressure rising rate in the cylinder of the current cycle of a certain cylinder is detected to exceed a calibrated threshold value according to the signals of the pressure sensors of the cylinders; a variable timing camshaft (VVT) control strategy switches from a normal mode to a dedicated VVT control strategy that reduces combustion noise; and ignition angle control MAP corresponding to the above-described specific fuel injection strategy for reducing combustion noise and specific VVT control for reducing combustion noise. Meanwhile, the time t for which the engine is continuously operated in the operating state for reducing the combustion noise is controlled.
And the second judging module is used for judging whether the continuous working time T of the engine reaches a continuous time threshold T in the working state of reducing combustion noise, and if so, ending the transient combustion rough sound control process.
A still further embodiment is a readable storage medium having stored thereon a computer program which, when executed by a processor, performs the steps of the above-described gasoline engine combustion roughness control method.
Claims (9)
1. The engine combustion coarse sound control method is characterized by comprising the following steps of:
step 1, acquiring a real-time rotating speed signal and an air inlet pipe pressure signal of an engine, calculating a real-time load signal of the engine, and executing step 2 when judging that the rotating speed of the engine enters a rotating speed calibration value range and the load signal of the engine is also in a load calibration value range;
step 2, judging whether the engine is in a transient acceleration working condition, if so, executing the step 3;
step 3, when detecting that the maximum pressure rising rate in any cylinder currently circulated according to the signals of the cylinder pressure sensors of all cylinders exceeds a calibrated threshold value, controlling the engine to enter a working state of reducing transient combustion noise: switching an oil injection strategy from a current oil injection mode to an oil injection strategy for reducing combustion noise; the VVT control strategy is switched from the current VVT control mode to a VVT control strategy for reducing combustion noise; the ignition angle control MAP is switched to the ignition angle control MAP corresponding to the fuel injection strategy and the VVT control for reducing the combustion noise; the fuel injection strategy for reducing the combustion noise, the VVT control strategy and the corresponding ignition angle control MAP are obtained through calibration;
and 4, switching the oil injection strategy into the previous oil injection strategy, switching the VVT control strategy into the previous VVT control strategy, and switching the ignition angle control MAP into the previous ignition angle control MAP after the working state duration T for reducing the transient combustion noise reaches the calibrated time threshold T.
2. The method for controlling engine combustion roughness control of claim 1, wherein in the step 2, the condition of judging that the engine is in the transient acceleration condition is that when it is detected that the intake air pressure increasing gradient is greater than the calibration threshold value, or the actual accelerator pedal opening increasing gradient is greater than the calibration threshold value, or the actual rotation speed increasing gradient is greater than the calibration threshold value, the engine is judged to be in the transient acceleration condition.
3. The engine combustion roughness control method as claimed in claim 1 or 2, wherein the fuel injection strategy comprises a number of fuel injection cycles, a start angle of each fuel injection, and a ratio of each fuel injection.
4. The method according to claim 1 or 2, wherein the rotation speed calibration value range and the load calibration value range in step 1 are working conditions areas where the engine is easy to generate combustion roughness through real vehicle calibration on the whole vehicle.
5. An engine combustion roughness control system, comprising:
the signal acquisition module is used for acquiring a real-time rotating speed signal and an air inlet pipe pressure signal of the engine;
the first judging module is used for calculating the real-time load signal of the engine and judging whether the rotating speed of the engine is in a rotating speed calibration value range or not and whether the load signal of the engine is in a load calibration value range or not;
the second judging module is used for judging whether the engine is in a transient acceleration working condition or not;
the first control module is used for controlling the engine to start to enter a working state of reducing transient combustion noise when the maximum pressure rising rate in the cylinder of the current cycle of any cylinder exceeds a calibration threshold value according to the signals of the pressure sensors of the cylinders: switching an oil injection strategy from a current oil injection mode to an oil injection strategy for reducing combustion noise; the VVT control strategy is switched from the current VVT control mode to a VVT control strategy for reducing combustion noise; the ignition angle control MAP is switched to the ignition angle control MAP corresponding to the fuel injection strategy and the VVT control for reducing the combustion noise; the fuel injection strategy for reducing the combustion noise, the VVT control strategy and the corresponding ignition angle control MAP are obtained through calibration;
and the third judging module is used for judging whether the duration T of the engine reaches the calibrated threshold time T in the working state of reducing the combustion noise, and if so, the transient combustion coarse sound control process is performed.
6. The engine combustion roughness control system of claim 5, wherein,
the second judging module judges whether the engine is in a transient acceleration working condition according to whether the detected air inlet pressure increasing gradient is larger than a calibration threshold value or not, or whether the actually measured accelerator pedal opening increasing gradient is larger than a calibration threshold value or not, or whether the actually measured rotating speed increasing gradient is larger than the calibration threshold value or not.
7. The engine combustion roughness control system as claimed in claim 5 or 6, wherein the injection strategy comprises a number of each cycle injection, a start angle of each injection, and a ratio of each injection.
8. The engine combustion roughness control system as claimed in claim 5 or 6, wherein the rotation speed calibration value range and the load calibration value range in the step 1 are working condition areas where the engine is easy to generate combustion roughness through the determination of the actual vehicle calibration on the whole vehicle.
9. A readable storage medium, characterized in that it has stored thereon a computer program which, when executed by a processor, implements the steps of the engine combustion roughness control method as claimed in any of claims 1-4.
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| CN113586271A (en) * | 2021-08-30 | 2021-11-02 | 重庆长安汽车股份有限公司 | Transient combustion coarse sound control method and system for gasoline engine and storage medium |
| CN113847156A (en) * | 2021-09-29 | 2021-12-28 | 奇瑞汽车股份有限公司 | Engine noise control method, engine noise control device and computer storage medium |
| CN115263573A (en) * | 2022-06-28 | 2022-11-01 | 东风汽车集团股份有限公司 | Compression ignition engine control method and related equipment |
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| CN113847156A (en) * | 2021-09-29 | 2021-12-28 | 奇瑞汽车股份有限公司 | Engine noise control method, engine noise control device and computer storage medium |
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