CN115962055B - In-cylinder combustion control method of engine - Google Patents
In-cylinder combustion control method of engine Download PDFInfo
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- CN115962055B CN115962055B CN202211688578.1A CN202211688578A CN115962055B CN 115962055 B CN115962055 B CN 115962055B CN 202211688578 A CN202211688578 A CN 202211688578A CN 115962055 B CN115962055 B CN 115962055B
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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Abstract
The invention relates to the technical field of vehicles and discloses an in-cylinder combustion control method of an engine, which comprises the steps of selecting a combustion starting phase and a combustion midpoint phase to judge a combustion state when the ignition advance angle of the next cycle is regulated, determining whether an in-cylinder fire problem occurs or not based on the deviation of the combustion starting phase, and increasing the ignition energy of the next cycle when the in-cylinder fire problem occurs; when the in-cylinder fire problem does not occur, the ignition advance angle of the next cycle is adjusted based on the combustion starting phase deviation and the combustion midpoint phase deviation, so that a closed-loop control strategy for coupling the combustion starting phase and the combustion midpoint phase is realized, and the problems of large combustion cycle variation and in-cylinder fire can be effectively solved. In addition, the method for controlling the combustion in the engine cylinder does not relate to acquisition of cylinder pressure signals, and a cylinder pressure sensor with higher cost is not needed, so that the cost can be reduced.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to an in-cylinder combustion control method of an engine.
Background
The combustion of the natural gas engine is very easy to be influenced by parameters such as the components of the mixed gas, the boundary pressure, the temperature, the ignition energy and the like, so that the combustion cycle variation is increased, and moreover, the risk of fire is brought about, and great challenges are brought to the economy, the emission control, the reliability and the like of the engine.
For control of combustion in an engine cylinder, a control strategy in the prior art adopts knocking closed-loop control to solve the problem of fire caused by knocking, but the problems of combustion cycle variation and fire are not fully considered.
Disclosure of Invention
The invention aims to provide an in-cylinder combustion control method of an engine, which can realize a closed-loop control strategy of coupling a combustion starting phase and a combustion midpoint phase and effectively solve the problems of large combustion cycle variation and in-cylinder fire.
To achieve the purpose, the invention adopts the following technical scheme:
Acquiring an ion current signal in an engine cylinder, and determining an actual combustion starting phase and an actual combustion midpoint phase based on the ion current signal;
Calculating a combustion start phase deviation between the actual combustion start phase and a target combustion start phase, and a combustion midpoint phase deviation between the actual combustion midpoint phase and a target combustion midpoint phase;
determining whether an in-cylinder misfire problem occurs based on the combustion initiation phase deviation;
when the in-cylinder fire problem occurs, increasing the ignition energy of the next cycle; and adjusting the ignition advance angle of the next cycle based on the combustion start phase deviation and the combustion midpoint phase deviation when the in-cylinder misfire problem does not occur.
As an alternative solution of the above-mentioned method for controlling combustion in an engine cylinder, the method for adjusting the ignition advance angle of the next cycle based on the combustion start phase deviation and the combustion midpoint phase deviation includes the following steps:
Comparing the magnitude relation of the combustion start phase deviation and the combustion midpoint phase deviation;
Inquiring the ignition advance angle adjustment amount corresponding to the larger one of the combustion start phase deviation and the combustion midpoint phase deviation based on the correspondence between the phase deviation and the ignition advance angle adjustment amount;
And performing closed-loop correction on the ignition advance angle of the next cycle based on the inquired ignition advance angle adjustment quantity.
As an alternative solution of the above method for controlling in-cylinder combustion of an engine, determining whether an in-cylinder misfire problem occurs based on the combustion start phase deviation, further includes:
comparing the magnitude relation between the combustion start phase deviation and a first preset combustion start phase deviation, wherein the first preset combustion start phase deviation is more than 0 CA;
and if the combustion starting phase deviation is larger than the first preset combustion starting phase deviation, confirming that the engine has a fire problem, and increasing the ignition energy of the next cycle.
As an alternative technical solution of the above-mentioned in-cylinder combustion control method, when the combustion start phase deviation is not greater than the first preset combustion start phase deviation, if the combustion start phase deviation is greater than a second preset combustion start phase deviation and the combustion midpoint phase deviation is greater than the first preset combustion midpoint phase deviation, adjusting the ignition advance angle of the next cycle based on the combustion start phase deviation and the combustion midpoint phase deviation;
0 DEG CA < the second preset initial phase deviation < the first preset initial phase deviation, and the first preset combustion midpoint phase deviation is more than 0 DEG CA.
As an alternative technical solution of the above-mentioned method for controlling combustion in an engine cylinder, when the combustion start phase deviation is not greater than the second preset combustion start phase deviation, comparing the magnitude relation between the combustion start phase deviation and a third preset combustion start phase deviation;
When the combustion starting phase deviation is not larger than the third preset phase deviation, if the combustion midpoint phase deviation is not larger than the second preset combustion midpoint phase deviation, adjusting the ignition advance angle of the next cycle based on the combustion starting phase deviation and the combustion midpoint phase deviation;
The third preset initial phase deviation is smaller than 0CA, and the second preset combustion midpoint phase deviation is smaller than 0 CA.
As an alternative technical solution of the above-mentioned engine in-cylinder combustion control method, when the combustion start phase deviation is not greater than the second preset combustion start phase deviation, if the combustion start phase deviation is greater than the third preset phase deviation, when the combustion midpoint phase deviation is greater than the first preset combustion midpoint phase deviation or less than the second preset combustion midpoint phase deviation, the ignition advance angle of the next cycle is adjusted based on the combustion midpoint phase deviation.
As an alternative solution of the above method for controlling combustion in an engine cylinder, the adjusting the ignition advance angle of the next cycle based on the combustion midpoint phase deviation includes:
inquiring the ignition advance angle regulating quantity corresponding to the combustion midpoint phase deviation based on the corresponding relation between the phase deviation and the ignition advance angle regulating quantity;
And performing closed-loop correction on the ignition advance angle of the next cycle based on the inquired ignition advance angle adjustment quantity.
As an alternative solution of the above method for controlling combustion in an engine cylinder, before acquiring an ion current signal in the engine cylinder, the method further includes:
Acquiring the actual rotating speed of an engine and the actual torque of the engine;
determining a target combustion start phase, a target combustion midpoint phase and a target ignition advance angle based on an actual rotational speed of the engine and an actual torque of the engine;
An engine is controlled based on the target combustion start phase, the target combustion midpoint phase, and the target ignition advance angle.
As an alternative technical scheme of the method for controlling the combustion in the engine cylinder, the target combustion start phase is obtained according to the following steps:
Inquiring a combustion start phase corresponding to an actual rotation speed of the engine and an actual torque of the engine based on a correspondence relationship among the rotation speed of the engine, the torque of the engine and the combustion start phase;
taking the inquired combustion starting phase as the target combustion starting phase;
And/or, the target combustion midpoint phase is obtained according to the following steps:
inquiring a combustion midpoint phase corresponding to an actual rotation speed of the engine and an actual torque of the engine based on a correspondence relationship among the rotation speed of the engine, the torque of the engine and the combustion midpoint phase;
taking the inquired combustion midpoint phase as the target combustion midpoint phase;
and/or, the target ignition advance angle is obtained according to the following steps:
And inquiring the ignition advance angle corresponding to the actual rotation speed of the engine and the actual torque of the engine based on the corresponding relation among the rotation speed of the engine, the torque of the engine and the ignition advance angle, and taking the inquired ignition advance angle as the target ignition advance angle.
As an alternative solution of the method for controlling in-cylinder combustion of an engine, the increasing the ignition energy of the next cycle includes:
Inquiring the ignition energy increment corresponding to the combustion start phase deviation based on the corresponding relation between the combustion start phase deviation and the ignition energy increment;
The ignition energy increase is controlled in the next cycle and the ignition energy increase amount is the queried ignition energy increase amount.
The invention has the beneficial effects that: according to the method for controlling the combustion in the engine cylinder, when the ignition advance angle of the next cycle is adjusted, the combustion starting phase and the combustion midpoint phase are selected to judge the combustion state, whether the problem of the fire in the cylinder occurs or not is determined based on the deviation of the combustion starting phase, and when the problem of the fire in the cylinder occurs, the ignition energy of the next cycle is increased; when the in-cylinder fire problem does not occur, the ignition advance angle of the next cycle is adjusted based on the combustion starting phase deviation and the combustion midpoint phase deviation, so that a closed-loop control strategy for coupling the combustion starting phase and the combustion midpoint phase is realized, and the problems of large combustion cycle variation and in-cylinder fire can be effectively solved.
In addition, the method for controlling the combustion in the engine cylinder does not relate to acquisition of cylinder pressure signals, and a cylinder pressure sensor with higher cost is not needed, so that the cost can be reduced.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following description will briefly explain the drawings needed in the description of the embodiments of the present invention, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and other drawings may be obtained according to the contents of the embodiments of the present invention and these drawings without inventive effort for those skilled in the art.
FIG. 1 is a flow chart of a method for controlling combustion in an engine cylinder provided by an embodiment of the present invention;
Fig. 2 is a flowchart of a preferred embodiment of a method for controlling combustion in an engine cylinder according to an embodiment of the present invention.
Detailed Description
The invention is described in further detail below with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the structures related to the present invention are shown in the drawings.
In the description of the present invention, unless explicitly stated and limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
In the present invention, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
In the description of the present embodiment, the terms "upper", "lower", "right", etc. orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, and are merely for convenience of description and simplicity of operation, and do not indicate or imply that the apparatus or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the invention. Furthermore, the terms "first," "second," and the like, are used merely for distinguishing between descriptions and not for distinguishing between them.
As shown in fig. 1, the present embodiment provides an in-cylinder combustion control method of an engine, including the steps of:
s11, acquiring an ion current signal in an engine cylinder, and determining an actual combustion starting phase and an actual combustion midpoint phase based on the ion current signal;
S12, calculating combustion starting phase deviation between the actual combustion starting phase and the target combustion starting phase, and combustion midpoint phase deviation between the actual combustion midpoint phase and the target combustion midpoint phase;
s13, determining whether an in-cylinder misfire problem occurs based on the combustion start phase deviation, if so, executing S14, and if not, executing S15;
s14, increasing ignition energy of the next cycle;
And S15, adjusting the ignition advance angle of the next cycle based on the combustion start phase deviation and the combustion midpoint phase deviation.
Wherein the combustion start phase deviation between the actual combustion start phase and the target combustion start phase refers to a phase difference obtained by subtracting the target combustion start phase from the actual combustion start phase. The combustion midpoint phase deviation between the actual combustion midpoint phase and the target combustion midpoint phase refers to the phase difference obtained by subtracting the target combustion midpoint phase from the actual combustion midpoint phase.
According to the method for controlling the combustion in the engine cylinder, when the ignition advance angle of the next cycle is adjusted, the combustion starting phase and the combustion midpoint phase are selected to judge the combustion state, whether the problem of the in-cylinder fire is caused or not is determined based on the deviation of the combustion starting phase, and when the problem of the in-cylinder fire is caused, the ignition energy of the next cycle is increased; when the in-cylinder fire problem does not occur, the ignition advance angle of the next cycle is adjusted based on the combustion starting phase deviation and the combustion midpoint phase deviation, so that a closed-loop control strategy for coupling the combustion starting phase and the combustion midpoint phase is realized, and the problems of large combustion cycle variation and in-cylinder fire can be effectively solved.
In addition, the method for controlling the in-cylinder combustion of the engine does not involve acquisition of cylinder pressure signals, and a cylinder pressure sensor with high cost is not needed, so that the cost can be reduced.
The combustion cycle variation, the in-cylinder misfire of the engine, the combustion start point phase, and the combustion midpoint phase are briefly explained below.
The combustion cycle variation is also called cycle variation, and refers to that when an engine stably runs under a certain working condition, the running conditions of the combustion process of the cycle and the next cycle are continuously changed, and the combustion cycle variation is particularly characterized in that the pressure curve, the flame propagation condition and the engine output power are different, and is a large characteristic of an ignition engine.
In-cylinder misfire of an engine refers to a phenomenon in which a combustion mixture does not burn in a certain cycle for various reasons in a spark-ignition engine.
The combustion start phase is the phase angle of the crankshaft corresponding to the combustion of 10% of the fuel of the combustible mixture entering the engine, and is generally a sign of the start of combustion.
The combustion midpoint phase refers to the phase angle of the crankshaft corresponding to the combustion of 50% of the fuel of the combustible mixture entering the engine, and is generally used for evaluating the quality of the combustion process.
Further, the ion current signal characterizes the ion current with one-to-one correspondence to the combustion phase, and the ion current is changed continuously with the combustion state, so that the actual combustion start phase and the actual combustion midpoint phase can be determined through the ion current signal. Specifically, when the bench test is performed, the corresponding relation among the cylinder pressure, the combustion phase and the ion current is obtained through the crank angle sensor, the cylinder pressure sensor and the ion current sensor test, the combustion starting phase and the combustion midpoint phase are determined through the cylinder pressure, and the combustion phase corresponds to the ion current one by one, so that the combustion starting phase and the combustion midpoint phase can be determined according to the ion current. In an actual product, a cylinder pressure sensor can be omitted, the corresponding relation between the ion current and the combustion phase is prestored in an engine controller, the change condition of the ion current at the beginning of combustion is prestored as a combustion starting phase determining condition, and the change condition of the ion current at the middle point of combustion is prestored as a combustion middle point phase determining condition.
As for the combustion start phase determination condition, the ion current change condition when the cylinder pressure signal corresponds to the combustion start phase can be determined by a plurality of repeated tests, and the combustion midpoint phase determination condition can be determined by a plurality of repeated tests.
When the ion current actually measured by the ion current sensor meets the combustion start phase determining condition, based on the corresponding relation between the combustion phase and the ion current, inquiring the combustion phase corresponding to the current ion current, and taking the inquired phase as the actual combustion start phase.
When the ion current actually measured by the ion current sensor meets the combustion midpoint phase determining condition, based on the corresponding relation between the combustion phase and the ion current, inquiring the combustion phase corresponding to the current ion current, and taking the inquired phase as the actual combustion midpoint phase.
Further, adjusting the ignition advance angle of the next cycle based on the combustion start phase deviation and the combustion midpoint phase deviation, comprising the steps of:
Comparing the magnitude relation of the combustion initial phase deviation and the combustion midpoint phase deviation; inquiring the ignition advance angle adjustment amount corresponding to the larger one of the combustion start phase deviation and the combustion midpoint phase deviation based on the correspondence between the phase deviation and the ignition advance angle adjustment amount; and performing closed-loop correction on the ignition advance angle of the next cycle based on the inquired ignition advance angle adjustment quantity.
The ignition advance angle of the next cycle is subjected to closed-loop correction based on the larger one of the combustion starting phase deviation and the combustion midpoint phase deviation, so that the combustion starting phase deviation and the combustion midpoint phase deviation in the next cycle can be reduced, the accuracy of crankshaft phase control is improved, and the combustion of the engine is ensured to be more sufficient.
Alternatively, the correspondence between the phase deviation and the adjustment amount of the ignition advance angle may be a map pre-stored in the engine controller, or may be a data table pre-stored in the engine controller. Both the map and the data table were obtained by repeated engine bench tests. The correspondence between the phase deviation and the ignition advance angle adjustment amount is, for example, a map that is pre-stored into the engine controller.
Further, determining whether an in-cylinder misfire problem occurs based on the combustion initiation phase deviation, further includes the steps of:
Comparing the magnitude relation between the combustion start phase deviation and the first preset combustion start phase deviation; if the combustion start phase deviation is larger than the first preset combustion start phase deviation, confirming that the engine has a fire problem, and increasing ignition energy of the next cycle.
Wherein the first preset combustion initiation phase deviation is greater than 0 ° CA.
Taking 720 DEG of crankshaft rotation as a cycle, when the combustion starting phase deviation is larger than the first preset combustion starting phase deviation, the fact that in the cycle, the actual combustion starting time corresponding to the actual combustion starting phase is later than the target combustion starting time corresponding to the target combustion starting phase, namely the combustion starting point is delayed, and the combustion starting phase deviation between the actual combustion starting phase and the target combustion starting phase is larger, for example, the combustion starting phase deviation is larger than 10 DEG CA, the problem of in-cylinder fire of the engine is considered.
When the in-cylinder fire problem occurs, the ignition advance angle of the next cycle is simply regulated to effectively solve the in-cylinder fire problem because the combustion initial phase deviation between the actual combustion initial phase and the target combustion initial phase is larger, and the ignition energy of the next cycle is required to be increased on the basis of the ignition energy of the next cycle, so that the engine fire problem can be effectively solved, and the ignition success rate is improved. Wherein increasing the ignition energy of the next cycle comprises the steps of:
Inquiring the ignition energy increment corresponding to the combustion start phase deviation based on the corresponding relation between the combustion start phase deviation and the ignition energy increment; the ignition energy increase is controlled in the next cycle and is the queried ignition energy increase.
The correspondence between the combustion start phase deviation and the ignition energy increment may be a map pre-stored in the engine controller or a data table pre-stored in the engine controller. Both the map and the data table were obtained by repeated engine bench tests. The correspondence between the combustion start phase deviation and the ignition energy increase amount is, for example, a map pre-stored into the engine controller.
There are two ways to increase the ignition energy of the next cycle, one is to increase the ignition charging voltage and the other is to increase the ignition charging current, which is specifically determined according to the type of ignition coil in the engine, and in the case of which the ignition coil type is determined, how to increase the ignition energy of the next cycle is the prior art in the field, and will not be described in detail here.
Further, when the combustion start phase deviation is not greater than the first preset combustion start phase deviation, if the combustion start phase deviation is greater than the second preset combustion start phase deviation, it is indicated that the combustion start phase deviation between the actual combustion start phase and the target combustion start phase is not particularly great at this time. Wherein 0 DEG CA < second preset initial phase deviation < first preset initial phase deviation.
Although the in-cylinder misfire problem does not occur, the combustion start phase deviation exceeds the allowable second preset combustion start phase deviation, in which case a combustion midpoint retard, i.e., a combustion midpoint phase deviation, generally occurs. Once the combustion midpoint phase deviation is greater than a first predetermined combustion midpoint phase deviation, wherein the first predetermined combustion midpoint phase deviation is greater than 0 CA, the combustion midpoint is illustrated to be more retarded.
In order to reduce the combustion start phase deviation and the combustion midpoint phase deviation as much as possible, when the combustion start phase deviation is not larger than the first preset combustion start phase deviation, if the combustion start phase deviation is larger than the second preset combustion start phase deviation and the combustion midpoint phase deviation is larger than the first preset combustion midpoint phase deviation, comparing the magnitude relation of the combustion start phase deviation and the combustion midpoint phase deviation, and adjusting the ignition advance angle of the next cycle according to the larger one of the two.
Further, when the combustion start phase deviation is not greater than the second preset combustion start phase deviation, comparing the magnitude relation between the combustion start phase deviation and the third preset combustion start phase deviation; and when the combustion starting phase deviation is not more than the third preset phase deviation, comparing the magnitude relation between the combustion starting phase deviation and the combustion midpoint phase deviation if the combustion midpoint phase deviation is not more than the second preset combustion midpoint phase deviation. Wherein the third preset initial phase deviation is less than 0 CA, and the second preset combustion midpoint phase deviation is less than 0 CA.
When the combustion start phase deviation is smaller than 0 ° CA, the combustion start point is indicated to be advanced, and when the combustion start phase deviation is not larger than the third preset phase deviation, the combustion start point is indicated to be advanced more, in this case, the combustion midpoint is usually advanced, and when the combustion midpoint phase deviation is not larger than the second preset combustion midpoint phase deviation, the combustion midpoint is indicated to be advanced more. At this time, it is necessary to compare the magnitude relation between the combustion start phase deviation and the combustion midpoint phase deviation and adjust the ignition advance angle of the next cycle according to the larger of them.
Further, when the combustion start phase deviation is not greater than the second preset combustion start phase deviation, if the combustion start phase deviation is greater than the third preset phase deviation, when the combustion midpoint phase deviation is greater than the first preset combustion midpoint phase deviation or less than the second preset combustion midpoint phase deviation, the ignition advance angle of the next cycle is adjusted based on the combustion midpoint phase deviation.
When the combustion start phase deviation is not greater than the second preset combustion start phase deviation and is greater than the third preset phase deviation, the combustion start phase deviation is closer to 0 ° CA, that is, the combustion start phase deviation is within the practically allowable phase deviation range, but at this time, the situation that the combustion midpoint is delayed may still occur, and the situation that the combustion midpoint is advanced may also occur. Whether the combustion midpoint phase deviation is greater than the first preset combustion midpoint phase deviation or the combustion midpoint phase deviation is less than the second preset combustion midpoint phase deviation, the ignition advance angle of the next cycle is adjusted based on the combustion midpoint phase deviation.
When the combustion start phase deviation is not greater than the second preset combustion start phase deviation and greater than the third preset phase deviation, if the combustion midpoint phase deviation is not greater than the first preset combustion midpoint phase and not less than the second preset combustion midpoint phase deviation, the combustion start phase deviation and the combustion midpoint phase deviation are both in the practically allowable phase deviation range, and the ignition advance angle of the next cycle is not required to be adjusted.
Optionally, adjusting the spark advance angle of the next cycle based on the combustion midpoint phase deviation includes the steps of:
Inquiring the ignition advance angle regulating quantity corresponding to the combustion midpoint phase deviation based on the corresponding relation between the phase deviation and the ignition advance angle regulating quantity; and performing closed-loop correction on the ignition advance angle of the next cycle based on the inquired ignition advance angle adjustment quantity.
And performing closed-loop correction on the ignition advance angle of the next cycle based on the inquired ignition advance angle adjustment quantity, and adjusting by adopting PID control.
Alternatively, the correspondence between the phase deviation and the adjustment amount of the ignition advance angle may be a map pre-stored in the engine controller, or may be a data table pre-stored in the engine controller. Both the map and the data table were obtained by repeated engine bench tests. The correspondence between the phase deviation and the ignition advance angle adjustment amount is, for example, a map that is pre-stored into the engine controller.
Further, before acquiring the ion current signal in the engine cylinder, the method further comprises the following steps:
Acquiring the actual rotating speed of an engine and the actual torque of the engine;
determining a target combustion start phase, a target combustion midpoint phase and a target ignition advance angle based on an actual rotational speed of the engine and an actual torque of the engine;
The engine is controlled based on the target combustion start phase, the target combustion midpoint phase, and the target ignition advance angle.
Optionally, the target combustion start phase is obtained as follows: inquiring a combustion start phase corresponding to an actual rotation speed of the engine and an actual torque of the engine based on a correspondence relationship among the rotation speed of the engine, the torque of the engine and the combustion start phase; and taking the inquired combustion starting phase as a target combustion starting phase.
The correspondence relationship between the rotational speed of the engine, the torque of the engine and the combustion start phase may be a map pre-stored in the engine controller, or may be a data table pre-stored in the engine controller. Both the map and the data table were obtained by repeated engine bench tests. Illustratively, the correspondence relationship between the rotational speed of the engine, the torque of the engine, and the combustion start phase is a map pre-stored into the engine controller.
Optionally, the target combustion midpoint phase is obtained as follows: inquiring a combustion midpoint phase corresponding to an actual rotation speed of the engine and an actual torque of the engine based on a correspondence relationship among the rotation speed of the engine, the torque of the engine and the combustion midpoint phase; and taking the inquired combustion midpoint phase as a target combustion midpoint phase.
The corresponding relation among the rotating speed of the engine, the torque of the engine and the combustion midpoint phase can be a map pre-stored in the engine controller or a data table pre-stored in the engine controller. Both the map and the data table were obtained by repeated engine bench tests. Illustratively, the correspondence between the rotational speed of the engine, the torque of the engine, and the combustion midpoint phase is a map pre-stored into the engine controller.
Optionally, the target ignition advance angle is obtained according to the following steps: and inquiring the ignition advance angle corresponding to the actual rotation speed of the engine and the actual torque of the engine based on the corresponding relation among the rotation speed of the engine, the torque of the engine and the ignition advance angle, and taking the inquired ignition advance angle as a target ignition advance angle.
The correspondence relationship between the rotational speed of the engine, the torque of the engine and the ignition advance angle may be a map pre-stored in the engine controller, or may be a data table pre-stored in the engine controller. Both the map and the data table were obtained by repeated engine bench tests. Illustratively, the correspondence relationship between the rotational speed of the engine, the torque of the engine, and the ignition advance angle is a map pre-stored into the engine controller.
By way of example, fig. 2 is a flowchart of a preferred embodiment of an in-cylinder combustion control method of an engine, which is described below with reference to the accompanying drawings.
S110, acquiring the actual rotation speed of the engine and the actual torque of the engine, and determining a target combustion starting phase, a target combustion midpoint phase and a target ignition advance angle based on the actual rotation speed of the engine and the actual torque of the engine;
s120, controlling the engine based on the target combustion start phase, the target combustion midpoint phase and the target ignition advance angle;
S130, acquiring an ion current signal in an engine cylinder, and determining an actual combustion starting phase and an actual combustion midpoint phase based on the ion current signal;
s140, calculating combustion starting phase deviation between the actual combustion starting phase and the target combustion starting phase, and combustion midpoint phase deviation between the actual combustion midpoint phase and the target combustion midpoint phase;
s150, judging whether the combustion starting phase deviation is larger than a first preset combustion starting phase deviation, if so, executing S160; if not, executing S170;
s160, confirming that the in-cylinder fire problem occurs, and increasing ignition energy of the next cycle;
S170, judging whether the combustion starting phase deviation is larger than a second preset combustion starting phase deviation, if so, executing S180; if not, executing S220;
s180, judging whether the combustion starting phase deviation is larger than the combustion midpoint phase deviation, if so, executing S190; if not, executing S200;
s190, adjusting the ignition advance angle of the next cycle according to the combustion start phase deviation;
s200, adjusting the ignition advance angle of the next cycle according to the combustion midpoint phase deviation;
s210, judging whether the combustion starting phase deviation is larger than a third preset combustion starting phase deviation, if so, executing S220; if not, returning to S180;
S220, judging whether the phase deviation of the middle point of the burner is larger than the first preset combustion starting phase deviation, if so, executing S200, and if not, executing S230;
S230, judging whether the phase deviation of the middle point of the burner is larger than the second preset combustion starting phase deviation, if so, not adjusting the ignition advance angle of the next cycle; if not, S200 is performed.
It should be noted that, in this embodiment, the ° CA refers to a crank angle, and the first preset combustion start phase deviation, the second preset combustion start phase deviation, the third preset combustion start phase deviation, the first preset combustion midpoint phase deviation, and the second preset combustion midpoint phase deviation are all known values determined by multiple repetition tests.
The in-cylinder combustion control method of the engine is used for an in-cylinder combustion control system of the engine, and the in-cylinder combustion control system of the engine mainly comprises an engine controller, a rotating speed sensor, an accelerator signal sensor, an ion electric force sensor, an ion current controller, an engine ignition coil and the like, wherein the ion current sensor can be integrated with a spark plug of the engine, and the ion current controller can be integrated with the engine controller.
Furthermore, the foregoing description of the preferred embodiments and the principles of the invention is provided herein. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, while the invention has been described in connection with the above embodiments, the invention is not limited to the embodiments, but may be embodied in many other equivalent forms without departing from the spirit or scope of the invention, which is set forth in the following claims.
Claims (8)
1. The method for controlling the combustion in the engine cylinder is characterized by comprising the following steps of:
Acquiring an ion current signal in an engine cylinder, and determining an actual combustion starting phase and an actual combustion midpoint phase based on the ion current signal;
Calculating a combustion start phase deviation between the actual combustion start phase and a target combustion start phase, and a combustion midpoint phase deviation between the actual combustion midpoint phase and a target combustion midpoint phase;
determining whether an in-cylinder misfire problem occurs based on the combustion initiation phase deviation;
When the in-cylinder fire problem occurs, increasing the ignition energy of the next cycle; when the in-cylinder misfire problem does not occur, adjusting the ignition advance angle of the next cycle based on the combustion start phase deviation and the combustion midpoint phase deviation;
adjusting the ignition advance angle of the next cycle based on the combustion start phase deviation and the combustion midpoint phase deviation, comprising the steps of:
Comparing the magnitude relation of the combustion start phase deviation and the combustion midpoint phase deviation;
Inquiring the ignition advance angle adjustment amount corresponding to the larger one of the combustion start phase deviation and the combustion midpoint phase deviation based on the correspondence between the phase deviation and the ignition advance angle adjustment amount;
performing closed-loop correction on the ignition advance angle of the next cycle based on the inquired ignition advance angle adjustment quantity;
When the combustion start phase deviation is not larger than a first preset combustion start phase deviation, if the combustion start phase deviation is larger than a second preset combustion start phase deviation and the combustion midpoint phase deviation is larger than the first preset combustion midpoint phase deviation, adjusting the ignition advance angle of the next cycle based on the combustion start phase deviation and the combustion midpoint phase deviation;
The second preset combustion start phase deviation is smaller than the first preset combustion start phase deviation, and the first preset combustion midpoint phase deviation is larger than 0 DEG CA.
2. The engine in-cylinder combustion control method according to claim 1, characterized in that determining whether an in-cylinder misfire problem occurs based on the combustion initiation phase deviation, further comprising:
comparing the magnitude relation between the combustion start phase deviation and a first preset combustion start phase deviation, wherein the first preset combustion start phase deviation is more than 0 CA;
and if the combustion starting phase deviation is larger than the first preset combustion starting phase deviation, confirming that the engine has a fire problem, and increasing the ignition energy of the next cycle.
3. The in-cylinder combustion control method according to claim 1, characterized in that when the combustion start phase deviation is not greater than the second preset combustion start phase deviation, the magnitude relation between the combustion start phase deviation and a third preset combustion start phase deviation is compared;
When the combustion start phase deviation is not greater than the third preset combustion start phase deviation, if the combustion midpoint phase deviation is not greater than a second preset combustion midpoint phase deviation, adjusting the ignition advance angle of the next cycle based on the combustion start phase deviation and the combustion midpoint phase deviation;
The third preset combustion starting phase deviation is smaller than 0 CA, and the second preset combustion midpoint phase deviation is smaller than 0 CA.
4. The method according to claim 3, characterized in that when the combustion start phase deviation is not greater than the second preset combustion start phase deviation, if the combustion start phase deviation is greater than the third preset combustion start phase deviation, the ignition advance angle of the next cycle is adjusted based on the combustion midpoint phase deviation when the combustion midpoint phase deviation is greater than the first preset combustion midpoint phase deviation or less than a second preset combustion midpoint phase deviation.
5. The method of engine in-cylinder combustion control according to claim 4, characterized in that adjusting the ignition advance angle of the next cycle based on the combustion midpoint phase deviation includes:
inquiring the ignition advance angle regulating quantity corresponding to the combustion midpoint phase deviation based on the corresponding relation between the phase deviation and the ignition advance angle regulating quantity;
And performing closed-loop correction on the ignition advance angle of the next cycle based on the inquired ignition advance angle adjustment quantity.
6. The in-cylinder combustion control method of an engine according to any one of claims 1 to 5, characterized by further comprising, before acquiring the ion current signal in the engine cylinder:
Acquiring the actual rotating speed of an engine and the actual torque of the engine;
determining a target combustion start phase, a target combustion midpoint phase and a target ignition advance angle based on an actual rotational speed of the engine and an actual torque of the engine;
An engine is controlled based on the target combustion start phase, the target combustion midpoint phase, and the target ignition advance angle.
7. The in-cylinder combustion control method according to claim 6, characterized in that the target combustion start phase is obtained by:
Inquiring a combustion start phase corresponding to an actual rotation speed of the engine and an actual torque of the engine based on a correspondence relationship among the rotation speed of the engine, the torque of the engine and the combustion start phase;
taking the inquired combustion starting phase as the target combustion starting phase;
And/or, the target combustion midpoint phase is obtained according to the following steps:
inquiring a combustion midpoint phase corresponding to an actual rotation speed of the engine and an actual torque of the engine based on a correspondence relationship among the rotation speed of the engine, the torque of the engine and the combustion midpoint phase;
taking the inquired combustion midpoint phase as the target combustion midpoint phase;
and/or, the target ignition advance angle is obtained according to the following steps:
And inquiring the ignition advance angle corresponding to the actual rotation speed of the engine and the actual torque of the engine based on the corresponding relation among the rotation speed of the engine, the torque of the engine and the ignition advance angle, and taking the inquired ignition advance angle as the target ignition advance angle.
8. The in-cylinder combustion control method of an engine according to any one of claims 1 to 5, characterized in that said increasing the ignition energy of the next cycle includes:
Inquiring the ignition energy increment corresponding to the combustion start phase deviation based on the corresponding relation between the combustion start phase deviation and the ignition energy increment;
The ignition energy increase is controlled in the next cycle and the ignition energy increase amount is the queried ignition energy increase amount.
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| JP2016151220A (en) * | 2015-02-17 | 2016-08-22 | トヨタ自動車株式会社 | Control device of internal combustion engine |
| CN112065595A (en) * | 2020-08-14 | 2020-12-11 | 同济大学 | A natural gas engine combustion cycle control device based on ion current |
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| US10006398B2 (en) * | 2016-10-25 | 2018-06-26 | Caterpillar Inc. | System and method for analyzing fuel for fleet calibration |
| JP6960337B2 (en) * | 2018-01-09 | 2021-11-05 | 日立Astemo株式会社 | Internal combustion engine control device, internal combustion engine control method |
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| JP2016151220A (en) * | 2015-02-17 | 2016-08-22 | トヨタ自動車株式会社 | Control device of internal combustion engine |
| CN112065595A (en) * | 2020-08-14 | 2020-12-11 | 同济大学 | A natural gas engine combustion cycle control device based on ion current |
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