CN114810395B - Engine control method and device and vehicle - Google Patents
Engine control method and device and vehicle Download PDFInfo
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- CN114810395B CN114810395B CN202110729608.8A CN202110729608A CN114810395B CN 114810395 B CN114810395 B CN 114810395B CN 202110729608 A CN202110729608 A CN 202110729608A CN 114810395 B CN114810395 B CN 114810395B
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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
- F02D41/22—Safety or indicating devices for abnormal conditions
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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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
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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
- F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
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Abstract
The present disclosure relates to an engine control method, device and vehicle, comprising: acquiring an engine shake signal of an engine in a current working cycle period; if the signal intensity of the engine shake signal is higher than the preset signal intensity, determining that the engine has a pre-ignition fault in the current working cycle period, and recording the number of times of the pre-ignition fault in the engine through a first counter; a target pre-ignition control strategy is determined for pre-ignition control of the engine based on a first value in the first counter. Therefore, the corresponding pre-ignition control strategy can be determined according to the actual pre-ignition fault severity degree in the vehicle engine, so that the problem of pre-ignition of the vehicle engine can be timely solved, and adverse effects caused by solving the pre-ignition fault of the engine can be reduced as much as possible.
Description
Technical Field
The disclosure relates to the technical field of vehicle engines, and in particular relates to an engine control method and device and a vehicle.
Background
The occurrence of the pre-ignition fault in the engine means that the in-cylinder mixture is subjected to spontaneous combustion due to the in-cylinder pressure, temperature and other factors before the engine is normally ignited. The damage to the engine caused by the pre-ignition fault is extremely large, and the pre-ignition tendency is relieved by the conventional pre-ignition control. The method cannot acquire the current pre-ignition fault condition of the vehicle and the condition of the engine of the vehicle, and can not perform pre-ignition control intervention with different degrees according to actual faults.
Disclosure of Invention
The purpose of the present disclosure is to provide an engine control method, an engine control device and a vehicle, which not only can ensure that the problem of pre-ignition of an engine of the vehicle can be timely solved, but also can reduce adverse effects caused by solving the problem of pre-ignition of the engine as much as possible.
In order to achieve the above object, the present disclosure provides an engine control method including:
acquiring an engine shake signal of an engine in a current working cycle period;
if the signal intensity of the engine shaking signal is higher than the preset signal intensity, determining that the engine has a pre-ignition fault in the current working cycle period, and recording the times of the pre-ignition fault in the engine through a first counter;
and determining a target pre-ignition control strategy according to a first numerical value in the first counter, and performing pre-ignition control on the engine according to the target pre-ignition control strategy.
Optionally, the target pre-ignition control strategy is one or more of the following:
fuel enrichment, adjusting engine valves via variable valve timing techniques, reducing engine compression ratio, limiting engine torque, and fuel cut.
Optionally, the recording, by the first counter, the number of times of occurrence of the pre-ignition fault in the engine includes:
if the engine shake signal of the engine in the current working cycle is higher than the preset signal strength, adding one to the first numerical value in the first counter;
if the engine shake signal of the engine in the current working cycle is not higher than the preset signal strength, subtracting one from a first numerical value in the first counter;
wherein the minimum value of the first numerical value is zero.
Optionally, the determining a target pre-ignition control strategy according to the first value in the first counter, and performing pre-ignition control on the engine according to the target pre-ignition control strategy includes:
respectively judging the magnitude relation between each counting threshold corresponding to each pre-ignition control strategy and the first numerical value;
and under the condition that the first value is larger than any counting threshold value, determining the pre-ignition control strategy corresponding to the corresponding counting threshold value as the target pre-ignition control strategy.
Optionally, the count thresholds corresponding to the pre-ignition control strategies are not equal;
the counting threshold represents the degree of intervention of the pre-combustion control strategy corresponding to the counting threshold on the pre-combustion control of the engine, and the greater the corresponding counting threshold, the higher the pre-combustion control strategy is on the pre-combustion control of the engine.
Optionally, the method further comprises:
and under the condition that the engine is determined not to have the pre-combustion fault in the current working cycle and is under the control of the target pre-combustion control strategy, exiting the target pre-combustion control strategy in which the engine is currently positioned, determining the target pre-combustion control strategy according to the first value in the first counter, and performing pre-combustion control on the engine according to the target pre-combustion control strategy.
Optionally, the exiting the target pre-ignition control strategy in which the engine is currently located includes:
determining a corresponding target exit mode according to the target pre-ignition control strategy of the current engine;
and exiting the target pre-ignition control strategy through the target exiting mode. .
Optionally, when the difference between the first value of the first counter in the current working cycle period and the first value in the last working cycle period is one, controlling the second value of the second counter to be increased by one; and/or
Controlling a second value of the second counter to be zero if it is determined that the engine has not failed in the pre-combustion during the current duty cycle;
and under the condition that the second value is larger than a preset continuous pre-combustion judging threshold value, determining a plurality of pre-combustion control strategies as the target pre-combustion control strategies at the same time, so as to perform pre-combustion control on the engine according to the plurality of pre-combustion control strategies at the same time.
The present disclosure also provides an engine control apparatus, the apparatus including:
the acquisition module is used for acquiring an engine shake signal of the engine in the current working cycle period;
the first control module is used for determining that the engine has a pre-ignition fault in the current working cycle period if the signal intensity of the engine shaking signal is higher than the preset signal intensity, and recording the times of the pre-ignition fault in the engine through a first counter;
and the second control module is used for determining a target pre-ignition control strategy according to the first value in the first counter and performing pre-ignition control on the engine according to the target pre-ignition control strategy.
The present disclosure also provides a vehicle including the engine control apparatus described above.
According to the technical scheme, whether the vehicle engine has the pre-ignition fault and the fault severity degree are represented by the first numerical value in the first counter, and the corresponding target pre-ignition control strategy can be determined according to the first numerical value, namely, the corresponding target pre-ignition control strategy can be determined according to the actual pre-ignition fault severity degree in the vehicle engine, so that the problem of pre-ignition of the vehicle engine can be timely solved, and adverse effects caused by solving the pre-ignition fault of the engine can be reduced as far as possible.
Additional features and advantages of the present disclosure will be set forth in the detailed description which follows.
Drawings
The accompanying drawings are included to provide a further understanding of the disclosure, and are incorporated in and constitute a part of this specification, illustrate the disclosure and together with the description serve to explain, but do not limit the disclosure. In the drawings:
FIG. 1 is a flowchart illustrating an engine control method according to an exemplary embodiment of the present disclosure.
Fig. 2 is a flowchart illustrating an engine control method according to still another exemplary embodiment of the present disclosure.
Fig. 3 is a flowchart illustrating an engine control method according to still another exemplary embodiment of the present disclosure.
Fig. 4 is a flowchart illustrating an engine control method according to still another exemplary embodiment of the present disclosure.
Fig. 5 is a block diagram showing a structure of an engine control apparatus according to an exemplary embodiment of the present disclosure.
Fig. 6 is a block diagram showing a structure of an engine control apparatus according to an exemplary embodiment of the present disclosure.
Detailed Description
Specific embodiments of the present disclosure are described in detail below with reference to the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating and illustrating the disclosure, are not intended to limit the disclosure.
FIG. 1 is a flowchart illustrating an engine control method according to an exemplary embodiment of the present disclosure. As shown in fig. 1, the method includes steps 101 to 105.
In step 101, an engine shake signal of the engine in a current duty cycle is acquired.
The engine shake signal may be obtained from a sensor provided in the engine, such as a knock sensor. Alternatively, the engine shake signal may be obtained directly from the controller area network.
In step 102, if the signal intensity of the engine shake signal is higher than the preset signal intensity, it is determined that the engine has a pre-ignition fault in the current working cycle period, and the number of times of the pre-ignition fault in the engine is recorded through a first counter.
The engine shake signal may be a continuous signal, i.e., it is possible to determine in real time whether a pre-ignition fault has occurred in the engine based on the engine shake signal strength. If all engine shake signals obtained in the period do not exceed the preset signal strength after the current working cycle period of the engine is finished, the fact that the engine does not have the pre-ignition fault in the current working cycle period is indicated; if the signal intensity of the engine shake signal received at any time in the process of the current working cycle period of the engine is higher than the preset signal intensity, the occurrence of the pre-ignition fault in the current working cycle period of the engine can be immediately judged.
Wherein the recording, by the first counter, the number of times of occurrence of the pre-ignition failure in the engine may include: if the engine shake signal of the engine in the current working cycle is higher than the preset signal strength, adding one to the first numerical value in the first counter; if the engine shake signal of the engine in the current working cycle is not higher than the preset signal strength, subtracting one from a first numerical value in the first counter; wherein the minimum value of the first numerical value is zero.
That is, when the signal intensity of the engine shake signal is higher than the preset signal intensity, determining that the engine has a pre-ignition fault in the current working cycle period, and controlling the first value of the first counter to be increased by one; and if the signal intensity of the engine shake signal is higher than the preset signal intensity, determining that the engine does not have a pre-ignition fault in the current working cycle, and controlling the first value of the first counter to be reduced by one. The first value of the first counter may be maintained at zero at all times if no pre-ignition fault has occurred during successive cycles of the engine.
In step 103, a target pre-ignition control strategy is determined according to the first value in the first counter, and pre-ignition control is performed on the engine according to the target pre-ignition control strategy.
The method of determining the target pre-ignition control strategy according to the first value in the first counter may be, for example, a method of a preset relationship table, where the preset relationship table is a correspondence between the first value and each pre-ignition control strategy. For example, the preset relation table may include values 1-5 corresponding to 5 different pre-ignition control strategies S1-S5, and if the first value of the first counter is 1, by searching the preset relation table, it is determined that the value corresponding to 1 is the pre-ignition control strategy S1, the pre-ignition control strategy S1 may be determined as the target pre-ignition control strategy.
The method of determining the target pre-ignition control strategy according to the first value in the first counter may also be other methods, for example, determining the range of the interval where the first value is located through a threshold value, then determining the target pre-ignition control strategy corresponding to the first value, and so on.
Wherein the target pre-ignition control strategy is one or more of the following: fuel enrichment, adjusting engine valves by variable valve timing technology (VVT, variable Valve Timing), reducing engine compression ratio, limiting engine torque, fuel cut. Wherein the pre-ignition control strategy for reducing the compression ratio of the engine is suitable for use in a variable compression ratio engine. The different pre-ignition control strategies can achieve the purpose of eliminating pre-ignition by different control methods, the generated negative effects are different, and the magnitude of the first value in the first counter can also represent the severity of the pre-ignition fault in the vehicle engine to a certain extent, so that the first value in the first counter can be corresponding to the control method actually adopted in each pre-ignition control strategy according to a specific method which will be described later.
According to the technical scheme, whether the vehicle engine has the pre-ignition fault and the fault severity degree are represented by the first numerical value in the first counter, and the corresponding target pre-ignition control strategy can be determined according to the first numerical value, namely, the corresponding target pre-ignition control strategy can be determined according to the actual pre-ignition fault severity degree in the vehicle engine, so that the problem of pre-ignition of the vehicle engine can be timely solved, and adverse effects caused by solving the pre-ignition fault of the engine can be reduced as far as possible.
Fig. 2 is a flowchart illustrating an engine control method according to still another exemplary embodiment of the present disclosure. As shown in fig. 2, the method further comprises steps 201 to 203.
In step 201, a magnitude relation between each count threshold corresponding to each pre-ignition control strategy and the first value is determined.
In step 202, if the first value is greater than any of the count thresholds, the pre-ignition control strategy corresponding to the corresponding count threshold is determined as the target pre-ignition control strategy.
In step 203, the engine is pre-combustion controlled according to a target pre-combustion control strategy.
The count thresholds corresponding to the pre-ignition control strategies may be different from each other, so as to distinguish the severity of the pre-ignition fault of the engine to which the pre-ignition control strategies are applied. That is, the count threshold may represent the magnitude of the intervention degree of the pre-ignition control strategy corresponding to the count threshold on the pre-ignition control of the engine, and the greater the corresponding count threshold, the higher the intervention degree of the pre-ignition control strategy on the pre-ignition control of the engine, and accordingly, the higher the severity of the adapted pre-ignition fault of the engine. Therefore, the purpose of timely determining a proper pre-ignition control strategy according to the severity of the pre-ignition fault of the engine for pre-ignition control can be achieved.
In addition, as the severity of the pre-combustion fault is higher, the adverse effect of the pre-combustion control strategy to be adopted on the engine is also larger, for example, the pre-combustion control strategy for enriching the fuel can cause the instantaneous emission of the engine to exceed the standard; adjusting a pre-ignition control strategy of an engine air intake and exhaust system through a Variable Valve Timing (VVT) technology can cause fluctuation of torque output by the engine, generate a jerk feel and influence the feeling of a driver; the engine power is reduced by reducing the engine compression ratio, and the pre-ignition control strategies such as fuel cut-off and the like, and the strategy of fuel cut-off is most obvious. Therefore, different treatment measures are adopted for the damage degree of the preignition to the engine, and adverse effects on the engine can be reduced as much as possible while the preignition is eliminated.
The count threshold corresponding to each pre-ignition control strategy may be as shown in the following example in table 1:
TABLE 1
Wherein, the counting threshold value can be set according to the specific content in each pre-ignition control strategy to meet the following condition: t1< T2< T3< T4< T5. According to the above example in table 1, for example, if the first value corresponding to the current duty cycle of the engine is T and T1< T2, it may be determined that the first value is greater than the count threshold corresponding to the pre-ignition control strategy S1, and the corresponding technical threshold is T1, and the corresponding pre-ignition control strategy may be S1: and (5) fuel oil enrichment. Further, the pre-ignition control strategy S1 may be determined as the target pre-ignition control strategy. If the first value corresponding to the current duty cycle of the engine is T and T2< T3, it may be determined that the first value is greater than count thresholds T1 and T2 corresponding to the pre-ignition control strategy S1 and the pre-ignition control strategy S2, and the corresponding technical thresholds are T1 and T2, and the corresponding pre-ignition control strategy may be S1 fuel enrichment and S2 may adjust the engine intake and exhaust system by a Variable Valve Timing (VVT) technique. In addition, when determining the corresponding count threshold, the maximum count threshold of all the count thresholds smaller than the first value may be determined as the corresponding technical threshold, that is, if the first value is greater than both T1 and T2, the pre-ignition control strategy may be determined as the target pre-ignition control strategy because T2 is greater than T1.
Fig. 3 is a flowchart illustrating an engine control method according to still another exemplary embodiment of the present disclosure. As shown in fig. 3, the method further comprises step 301 and step 302.
In step 301, when the engine shake signal of the engine in the current working cycle is not higher than the preset signal strength, that is, when it is determined that the engine has no pre-ignition fault in the current working cycle and the engine is under the control of the target pre-ignition control strategy, a corresponding target exit mode is determined according to the target pre-ignition control strategy in which the engine is currently located.
In step 302, the target pre-ignition control strategy in which the engine is currently located is exited by the target exit means.
When the engine is under control of different target pre-ignition control strategies, it is also actually characterized that the vehicle engine is in a pre-ignition fault condition of different severity, so the manner in which the target pre-ignition control strategy is exited can be different depending on the different target pre-ignition control strategies. Examples of target exit methods corresponding when in control of several different target pre-ignition control strategies are given below in connection with the determination method of the target pre-ignition control strategy.
When the engine is under control of the pre-ignition control logic S1 in table 1, the engine is controlled by means of fuel enrichment, and specifically, a fuel enrichment request may be sent to a fuel control module in the engine, where the fuel control module increases the fuel injection amount by changing the fuel injection pulse width, so as to enrich the fuel. After the request response, a large amount of fuel oil enters the cylinder, so that the temperature of the cylinder is reduced, and the spontaneous combustion of the gas mixture in the cylinder is inhibited, thereby achieving the purpose of eliminating the preignition. The instant fuel consumption of the engine is increased due to the fact that a large amount of fuel enters the cylinder, the response speed is high, the time from the sending of the fuel enrichment request to the execution of the fuel enrichment is smaller than a short time, and therefore measures of the fuel enrichment can be taken as a primary pre-ignition treatment mode. When the method is used for controlling the engine, the severity of the pre-ignition problem in the engine is light, so if the pre-ignition fault is judged not to occur in the next engine working cycle, and the pre-ignition fault is judged to be eliminated, and the current pre-ignition control strategy needs to be exited, the target exiting mode corresponding to the pre-ignition control strategy can be 2 seconds after the pre-ignition is judged to be eliminated, and the fuel enrichment is directly ended.
When the engine is under control of the pre-ignition control logic S2, such as in table 1 above, it is shown that pre-ignition is not completely eliminated by the preferred fuel enrichment mode, and thus pre-ignition failure in the engine is suppressed by the pre-ignition control logic S2 by adjusting the engine intake and exhaust system by Variable Valve Timing (VVT) techniques. Specifically, a Variable Valve Timing (VVT) technique adjustment request may be sent to the VVT control module, which increases the intake air amount by changing the opening and closing timings of the intake and exhaust VVTs, decreases the amount of residual exhaust gas in the cylinder, and decreases the temperature in the cylinder by replacing the high-temperature combustion exhaust gas with fresh air having a lower temperature, thereby suppressing pre-ignition. Adjusting engine intake and exhaust system operation by Variable Valve Timing (VVT) technology may result in slight fluctuations in engine output torque, but because of its faster response speed, measures to adjust engine intake and exhaust system by Variable Valve Timing (VVT) technology may be taken as a pre-ignition control logic next to the fuel enrichment described above. When the method is used for controlling the engine, the severity of the pre-ignition problem in the engine is relatively less serious, so that if the pre-ignition fault is judged not to occur in the next engine working cycle, and the pre-ignition fault is judged to be eliminated, and the current pre-ignition control strategy needs to be exited, the target exiting mode corresponding to the pre-ignition control strategy can be 2 seconds after the pre-ignition is judged to be eliminated, and the opening and closing moments of the intake and exhaust VVT are directly restored.
When the engine is under control of the pre-ignition control logic S3, e.g., in table 1, described above, a compression ratio adjustment request may be sent to the associated compression ratio adjustment module that eliminates pre-ignition by reducing the in-cylinder pressure by appropriately reducing the compression ratio. The pre-ignition control strategy may be applied in the event that the engine pre-ignition failure is severe because the adjustment operation speed of the compression ratio adjustment mechanism is slow (e.g., it takes about 300 milliseconds to reduce the compression ratio 12 to the compression ratio 11) and the decrease in-cylinder pressure causes a torque drop. When the method is used for controlling the engine, the severity of the pre-ignition problem in the engine is relatively serious, and the corresponding compression ratio adjusting process also needs to be time-consuming, so if the pre-ignition fault is judged not to occur in the next engine working cycle, and the pre-ignition fault is judged to be eliminated, and the current pre-ignition control strategy needs to be exited, the target exiting mode corresponding to the pre-ignition control strategy can be that the compression ratio is gradually restored within a preset time period (such as ten seconds) after the pre-ignition is judged to be eliminated.
When the engine is under control of the pre-ignition control logic S4, e.g., in table 1, described above, a torque limit request may be sent to the corresponding torque control module, which limits the requested torque, and achieves a drop in actual torque by reducing throttle opening. The reduction of the throttle opening causes the reduction of the amount of fresh air entering the cylinder, the reduction of the oxygen content, and the mixture is less likely to undergo spontaneous combustion, thereby eliminating the pre-ignition. The engine torque is greatly reduced due to the torque limiting mode, the engine power output and the whole vehicle driving feeling are affected, and the pre-ignition fault can be well controlled, so that the pre-ignition control strategy can be applied under the condition that the severity of the pre-ignition fault of the engine is higher than that of the pre-ignition fault corresponding to the pre-ignition control logic S3. When the method is used for controlling the engine, the severity of the pre-ignition problem in the engine is also relatively serious, so if the pre-ignition fault is judged not to occur in the next engine working cycle, and the pre-ignition fault is judged to be eliminated, the target exiting mode corresponding to the pre-ignition control strategy can be a state of maintaining the torque limitation for a period of time (for example, ten seconds) before releasing the torque limitation.
When the engine is under control of the pre-ignition control logic S5, e.g., in table 1, a fuel interruption request may be sent to the fuel control module. The fuel control module only executes fuel interruption on the cylinder with the pre-combustion, and the cylinder without the pre-combustion fault can still work normally. The fuel is stopped, namely the fuel injection of the cylinder is stopped, the possibility of the occurrence of the pre-ignition in the cylinder can be stopped, but the cylinder has no power output, so that if a plurality of cylinders are simultaneously in the pre-ignition fault, the fuel is cut off for the plurality of cylinders, the power of the vehicle is suddenly reduced or even reduced to zero, the driving experience of a driver is greatly influenced, and the fuel interruption mode can be set as final pre-ignition control logic. When the method is used for controlling the engine, the severity of the pre-ignition problem in the engine is highest, so that if the pre-ignition fault is judged not to occur in the next engine working cycle, and the pre-ignition fault is judged to be eliminated, and the current pre-ignition control strategy needs to be exited, the target exiting mode corresponding to the pre-ignition control strategy can also be to maintain the fuel interruption request for a period of time first, and then resume fuel injection. When the control of the pre-ignition control strategy S5 is executed and the pre-ignition control strategy needs to be exited, the first value in the first counter may be cleared to avoid the situation of insufficient power of the vehicle caused by the control of the pre-ignition.
In step 303, a target pre-ignition control strategy is determined again according to the first value in the first counter, and the engine is pre-ignition controlled according to the target pre-ignition control strategy.
That is, under the condition that the pre-ignition fault is not judged to occur according to the current working cycle period, not only the current target pre-ignition control strategy is exited, but also the pre-ignition control strategy with the lower intervention degree by one level is continuously executed if the current target pre-ignition control strategy is not the pre-ignition control strategy with the lowest pre-ignition control intervention degree, until the counter is cleared, all the pre-ignition control strategies are exited. For example, the count threshold T1-T5 corresponding to the pre-ignition control strategies S1-S5 in the above table 1 may be 1-5, respectively, if the target pre-ignition control strategy in which the engine is currently located is the pre-ignition control strategy S4, the first value in the first counter may be 4, if it is determined that the engine jitter signal strength in the current duty cycle is not higher than the preset signal strength, that is, it is determined that the engine has no pre-ignition fault in the current duty cycle, the pre-ignition control strategy may be exited according to the exit mode corresponding to the pre-ignition control strategy S4, then the first value in the first counter is reduced to 3, and then the target pre-ignition control strategy is determined again according to the first value 3, so as to perform pre-ignition control on the engine.
Fig. 4 is a flowchart illustrating an engine control method according to still another exemplary embodiment of the present disclosure. As shown in fig. 4, the method further comprises steps 401 to 403.
In step 401, when the difference between the first value of the first counter in the current duty cycle and the first value in the last duty cycle is one, the second value of the second counter is controlled to be increased by one.
In step 402, in the case where it is determined that the engine has a pre-ignition failure in the current duty cycle, if the second value is greater than a preset continuous pre-ignition determination threshold, a plurality of pre-ignition control strategies are determined as the target pre-ignition control strategy at the same time. Thus, when the engine is subjected to the pre-ignition control according to the target pre-ignition control strategy, the engine can be subjected to the pre-ignition control according to a plurality of the pre-ignition control strategies at the same time.
In step 403, i.e. in case it is determined that no pre-ignition failure of the engine has occurred in the current working cycle, the second value of the second counter is controlled to be zero.
Since continuous pre-ignition is extremely harmful to the engine, if the pre-ignition control strategy is determined only according to the first value of the first counter, the degree of risk of continuous pre-ignition of the engine cannot be fully reflected, therefore, by setting the second counter to record the number of times of continuous pre-ignition of the engine, and in the case that the second value of the second counter exceeds the preset continuous pre-ignition determination threshold, a more serious continuous pre-ignition fault can be characterized in the engine, at this time, the above-mentioned fuel enrichment can be directly and synchronously performed, and two or more of the engine air intake and exhaust system, the engine compression ratio reduction, the engine torque limitation and the fuel cutoff control strategy can be adjusted by the Variable Valve Timing (VVT) technology, so as to quickly eliminate pre-ignition, protect the engine, and ensure the engine safety.
Fig. 5 is a block diagram showing a structure of an engine control apparatus according to an exemplary embodiment of the present disclosure. As shown in fig. 5, the apparatus includes: an acquisition module 10 for acquiring an engine shake signal of an engine in a current duty cycle; the first control module 20 is configured to determine that the engine has a pre-ignition failure in the current duty cycle if the signal strength of the engine shake signal is higher than the preset signal strength, and record the number of times of the pre-ignition failure in the engine through a first counter; the second control module 40 is configured to determine a target pre-ignition control strategy according to the first value in the first counter, and perform pre-ignition control on the engine according to the target pre-ignition control strategy.
According to the technical scheme, whether the vehicle engine has the pre-ignition fault and the fault severity degree are represented by the first numerical value in the first counter, and the corresponding target pre-ignition control strategy can be determined according to the first numerical value, namely, the corresponding target pre-ignition control strategy can be determined according to the actual pre-ignition fault severity degree in the vehicle engine, so that the problem of pre-ignition of the vehicle engine can be timely solved, and adverse effects caused by solving the pre-ignition fault of the engine can be reduced as far as possible.
In one possible implementation, the target pre-ignition control strategy is one or more of the following: fuel enrichment, adjusting engine valves via variable valve timing techniques, reducing engine compression ratio, limiting engine torque, and fuel cut.
In one possible implementation, the first control module 20 is further configured to: the recording, by a first counter, the number of pre-ignition faults occurring in the engine includes: if the engine shake signal of the engine in the current working cycle is higher than the preset signal strength, adding one to the first numerical value in the first counter; if the engine shake signal of the engine in the current working cycle is not higher than the preset signal strength, subtracting one from a first numerical value in the first counter; wherein the minimum value of the first numerical value is zero.
In one possible implementation, the second control module 30 includes: the first control submodule is used for judging the magnitude relation between each counting threshold corresponding to each pre-ignition control strategy and the first numerical value respectively; and the second control submodule is used for determining the pre-ignition control strategy corresponding to the corresponding counting threshold value as the target pre-ignition control strategy under the condition that the first numerical value is larger than any counting threshold value.
In one possible embodiment, the count thresholds to which the pre-ignition control strategies each correspond are each not equal; the counting threshold represents the degree of intervention of the pre-combustion control strategy corresponding to the counting threshold on the pre-combustion control of the engine, and the greater the corresponding counting threshold, the higher the pre-combustion control strategy is on the pre-combustion control of the engine.
Fig. 6 is a block diagram showing a structure of an engine control apparatus according to an exemplary embodiment of the present disclosure. As shown in fig. 6, the apparatus further includes: and a third control module 40, configured to, in a case where it is determined that the engine has not failed in the current duty cycle and the engine is under control of the target pre-combustion control strategy, exit the target pre-combustion control strategy in which the engine is currently located, and re-determine a target pre-combustion control strategy according to the first value in the first counter, and perform pre-combustion control on the engine according to the target pre-combustion control strategy.
In a possible embodiment, the third control module 40 is further configured to: determining a corresponding target exit mode according to the target pre-ignition control strategy of the current engine; and exiting the target pre-ignition control strategy through the target exiting mode.
In one possible embodiment, as shown in fig. 6, the apparatus further includes: a fourth control module 50, configured to control the second value of the second counter to be incremented by one when the difference between the first value of the first counter in the current duty cycle and the first value in the previous duty cycle is one; and/or a fifth control module 60 for controlling the second value of the second counter to be zero if it is determined that the engine has not failed in the pre-combustion during the current duty cycle; a sixth control module 70 is configured to determine a plurality of pre-combustion control strategies as the target pre-combustion control strategy simultaneously, so as to perform pre-combustion control on the engine according to a plurality of pre-combustion control strategies simultaneously, if the second value is greater than a preset continuous pre-combustion determination threshold.
The present disclosure also provides a vehicle including the engine control apparatus described above.
The specific manner in which the various modules perform the operations in the apparatus of the above embodiments have been described in detail in connection with the embodiments of the method, and will not be described in detail herein.
The preferred embodiments of the present disclosure have been described in detail above with reference to the accompanying drawings, but the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solutions of the present disclosure within the scope of the technical concept of the present disclosure, and all the simple modifications belong to the protection scope of the present disclosure. .
In addition, the specific features described in the above embodiments may be combined in any suitable manner without contradiction. The various possible combinations are not described further in this disclosure in order to avoid unnecessary repetition.
Moreover, any combination between the various embodiments of the present disclosure is possible as long as it does not depart from the spirit of the present disclosure, which should also be construed as the disclosure of the present disclosure.
Claims (9)
1. An engine control method, characterized in that the method comprises:
acquiring an engine shake signal of an engine in a current working cycle period;
if the signal intensity of the engine shaking signal is higher than the preset signal intensity, determining that the engine has a pre-ignition fault in the current working cycle period, and recording the times of the pre-ignition fault in the engine through a first counter;
determining a target pre-ignition control strategy according to a first numerical value in the first counter, and performing pre-ignition control on an engine according to the target pre-ignition control strategy; wherein the target pre-ignition control strategy includes reducing an engine compression ratio, and/or limiting an engine torque;
when the difference between the first value of the first counter in the current working cycle period and the first value in the last working cycle period is one, the second value of the second counter is controlled to be increased by one;
determining a plurality of pre-combustion control strategies as the target pre-combustion control strategy at the same time under the condition that the second value is larger than a preset continuous pre-combustion judgment threshold value, so as to perform pre-combustion control on the engine according to the plurality of pre-combustion control strategies at the same time;
wherein said recording, by a first counter, the number of times a pre-ignition fault occurs in said engine comprises:
if the engine shake signal of the engine in the current working cycle is higher than the preset signal strength, adding one to the first numerical value in the first counter;
and if the engine shake signal of the engine in the current working cycle is not higher than the preset signal strength, subtracting one from the first numerical value in the first counter, wherein the minimum value of the first numerical value is zero.
2. The method of claim 1, wherein the target pre-ignition control strategy further comprises one or more of the following:
the fuel is enriched, and the engine valve and fuel cut are regulated by a variable valve timing technology.
3. The method of claim 1, wherein the determining a target pre-ignition control strategy based on the first value in the first counter and the pre-ignition controlling the engine based on the target pre-ignition control strategy comprises:
respectively judging the magnitude relation between each counting threshold corresponding to each pre-ignition control strategy and the first numerical value;
and under the condition that the first value is larger than any counting threshold value, determining the pre-ignition control strategy corresponding to the corresponding counting threshold value as the target pre-ignition control strategy.
4. A method according to claim 3, wherein the count thresholds to which the pre-ignition control strategies each correspond are each unequal;
the counting threshold represents the degree of intervention of the pre-combustion control strategy corresponding to the counting threshold on the pre-combustion control of the engine, and the greater the corresponding counting threshold, the higher the pre-combustion control strategy is on the pre-combustion control of the engine.
5. The method according to claim 1, wherein the method further comprises:
and under the condition that the engine is determined not to have the pre-combustion fault in the current working cycle and is under the control of the target pre-combustion control strategy, exiting the target pre-combustion control strategy in which the engine is currently positioned, determining the target pre-combustion control strategy according to the first value in the first counter, and performing pre-combustion control on the engine according to the target pre-combustion control strategy.
6. The method of claim 5, wherein said exiting the target pre-ignition control strategy in which the engine is currently located comprises:
determining a corresponding target exit mode according to the target pre-ignition control strategy of the current engine;
and exiting the target pre-ignition control strategy through the target exiting mode.
7. The method according to claim 1, wherein the method further comprises:
the second value of the second counter is controlled to be zero in the event that it is determined that no pre-ignition fault has occurred in the current duty cycle of the engine.
8. An engine control apparatus, characterized by comprising:
the acquisition module is used for acquiring an engine shake signal of the engine in the current working cycle period;
the first control module is used for determining that the engine has a pre-ignition fault in the current working cycle period if the signal intensity of the engine shaking signal is higher than the preset signal intensity, and recording the times of the pre-ignition fault in the engine through a first counter;
the second control module is used for determining a target pre-ignition control strategy according to the first numerical value in the first counter and performing pre-ignition control on the engine according to the target pre-ignition control strategy; wherein the target pre-ignition control strategy includes reducing an engine compression ratio, and/or limiting an engine torque;
a fourth control module, configured to control a second value of the second counter to be incremented by one when a difference between a first value of the first counter in a current duty cycle and a first value of a previous duty cycle is one;
a sixth control module, configured to determine a plurality of pre-ignition control strategies as the target pre-ignition control strategy at the same time when the second value is greater than a preset continuous pre-ignition determination threshold value, so as to perform pre-ignition control on the engine according to the plurality of pre-ignition control strategies at the same time;
wherein the first control module is further configured to: the recording, by a first counter, the number of pre-ignition faults occurring in the engine includes: if the engine shake signal of the engine in the current working cycle is higher than the preset signal strength, adding one to the first numerical value in the first counter; if the engine shake signal of the engine in the current working cycle is not higher than the preset signal strength, subtracting one from a first numerical value in the first counter; wherein the minimum value of the first numerical value is zero.
9. A vehicle characterized in that it includes the engine control device according to claim 8.
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| JP2551501B2 (en) * | 1990-08-11 | 1996-11-06 | 本田技研工業株式会社 | Ignition timing control device for internal combustion engine |
| JP4684327B2 (en) * | 2008-10-02 | 2011-05-18 | 川崎重工業株式会社 | Gas engine knocking control device |
| US8171912B2 (en) * | 2011-04-20 | 2012-05-08 | Ford Global Technologies, Llc | Method and system for pre-ignition control |
| RU2556030C1 (en) * | 2011-07-11 | 2015-07-10 | Тойота Дзидося Кабусики Кайся | Control device for internal combustion engine |
| KR101601091B1 (en) * | 2013-12-23 | 2016-03-22 | 현대자동차 주식회사 | Control Apparatus of Engine having Turbocharger and Method Thereof |
| CN105697163B (en) * | 2016-02-25 | 2018-06-01 | 安徽江淮汽车集团股份有限公司 | Supercharged direct-injection engine super detonation control system and method |
| JP2018189047A (en) * | 2017-05-10 | 2018-11-29 | 日立オートモティブシステムズ株式会社 | Internal combustion engine control device |
| CN112177782B (en) * | 2020-09-30 | 2021-10-12 | 重庆长安汽车股份有限公司 | Super-knocking abnormal combustion processing control method for supercharged gasoline engine |
| CN112761805A (en) * | 2021-01-29 | 2021-05-07 | 联合汽车电子有限公司 | Control method and system for implementing pre-ignition control measures and readable storage medium |
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