154results about "Automatic control with electric engine control" patented technology

The embodiment of the invention provides an engine control method and device, a vehicle and a storage medium, and the method comprises the steps that the running state of the vehicle is monitored, a state monitoring result is obtained, and the state monitoring result is used for representing whether the knocking phenomenon occurs in the current running state of the vehicle or not; in response to the state monitoring result that the knocking phenomenon occurs in the current running state of the vehicle, the fuel quality of fuel currently used by the vehicle, the current running parameters and running state parameters of an engine and a first control parameter are obtained, the fuel quality is used for reflecting the combustion capacity of the fuel in multiple dimensions, and the fuel quality is used for reflecting the combustion capacity of the fuel in multiple dimensions; the running state parameters are used for reflecting running conditions of the engine; adjusting a first control parameter currently used by the engine based on the fuel oil quality and the operation parameter operation state parameter to obtain a target control parameter; and controlling the engine to operate based on the target control parameter. The technical problem that in the related technology, the stability of controlling operation of the engine is poor is solved.

The invention provides an engine control method and device, a computer readable storage medium and a vehicle. The method comprises the steps that under the condition that an engine is in an idling working condition, the opening degree of an exhaust gas recirculation valve of the engine and the opening degree of a throttle valve of the engine are adjusted to the corresponding preset opening degrees correspondingly; the idling working condition is the working condition of non-load operation of the engine; after the opening degree of the exhaust gas recirculation valve and the opening degree of the throttle valve are adjusted to the corresponding preset opening degrees correspondingly, the pressure of an intake manifold of the engine is obtained; under the condition that the pressure of the intake manifold is smaller than or equal to the pressure threshold value, the opening degree of the exhaust gas recirculation valve and the opening degree of the throttle valve are increased, so that the pressure of the intake manifold is larger than the pressure threshold value, and the problem that in the prior art, the engine oil consumption generated by pumping engine oil is high due to the fact that the pressure of the intake manifold is low under the engine idling working condition is solved.

The invention discloses an engine combustion system based on methanol fuel, and belongs to the technical field of engines, and the system is characterized in that a first outlet of a methanol storage tank is communicated to a gas inlet channel methanol nozzle of a main combustion chamber; a second outlet of the methanol storage tank is communicated to a first inlet of the waste gas heat exchanger, and is communicated to a first inlet of the methanol reformer through a first outlet of the waste gas heat exchanger; a first outlet of the methanol reformer is communicated to a gas inlet channel reformed gas nozzle of the main combustion chamber and a pre-combustion chamber reformed gas nozzle; an exhaust pipe outlet of the main combustion chamber communicates with a second inlet of the waste gas heat exchanger so as to communicate with a second inlet of the methanol reformer through a second outlet of the waste gas heat exchanger. Waste gas waste heat is used for methanol vaporization and reforming reaction, hydrogen-rich reformed gas is generated, the waste gas waste heat is efficiently utilized, the energy utilization rate is increased, the reformed gas is introduced into the pre-combustion chamber and the main combustion chamber, jet flow ignition energy is enhanced, in-cylinder combustion is accelerated, and the combustion efficiency is improved.

The invention discloses an ignition control method, device and equipment for a dual-fuel engine and a storage medium. The ignition control method comprises the steps that the engine rotating speed and the engine torque are obtained; determining engine working conditions according to the engine speed or the engine torque; and controlling a spark plug and / or a dual-fuel injector to start according to the engine working condition, the engine rotating speed and the engine torque. According to the technical scheme, the engine rotating speed and the engine torque are obtained, the engine working conditions are determined according to the engine rotating speed or the engine torque, the spark plug and / or the dual-fuel injector are / is controlled to be started according to the different engine working conditions, and different ignition strategies are executed; flexible switching of different ignition modes of spark plug ignition and compression ignition is achieved, and the abnormal combustion problems of CO2 emission, early-burning explosion and the like of the dual-fuel engine are effectively solved.

To provide a vehicle control device that can prevent engine exhaust system components from overheating. [Solution] The vehicle includes an engine and a control unit that performs engine revving control, which revs the engine when the accelerator pedal input exceeds a threshold TH1 in a non-driving range. When the time during which the engine revving control has been performed reaches an upper limit time TL, the control unit terminates the engine revving control and stops the engine.

An ignition system (10) including an injection member (20) configured to deliver fuel to an ignition zone (140) within a combustion chamber, an ignition element (40) configured to ignite fuel within the ignition zone, and a control unit (60) configured to operate the injection member and the ignition element in a first ignition phase including ignition of a first delivery of fuel provided to the combustion chamber by the injection member and a second ignition phase including ignition of a second delivery of fuel provided to the combustion chamber by the injection member.

The invention discloses a multi-fuel generator set control system, a control method thereof and a generator set, which are applied to the technical field of generator sets, the multi-fuel generator set control system comprises a multi-fuel generator set and a control system, the control system comprises a fuel change-over switch, an engine starting switch, a carburetor, a fuel gas supply electric control valve, a signal detection module, an ignition device and a control device; a gas fuel supply pipeline of the multi-fuel engine is connected with a gas inlet of the gas supply electric control valve, and a gas outlet of the gas supply electric control valve is connected with a gas fuel inlet of the carburetor. And the signal input end of the fuel type detection circuit is connected with the fuel change-over switch. The temperature sensor is used for detecting a cylinder body temperature signal of the fuel engine and compensating the injection amount of the gas fuel according to the cylinder body temperature signal of the engine. The temperature sensor is used for monitoring the temperature of the cylinder body of the engine in real time, the injection amount of the gas fuel is compensated according to the temperature of the cylinder body of the engine, and the combustion condition in the engine heating process of the engine is stabilized.

The present application relates to an engine control method, device, unit and storage medium, and relates to the field of automotive technology. The method includes obtaining the current combustion stability value of the engine after the engine has been running at a target operating condition for a preset time. The current combustion stability value is used to characterize the combustion stability of the engine within the preset time. When the current combustion stability value is less than the combustion stability limit corresponding to the target operating condition, a first control strategy is executed; the first control strategy includes adjusting the current exhaust gas recirculation (EGR) rate to a first EGR rate, and, when the engine torque is controlled to be within a preset torque range, adjusting the current ignition advance angle to a first ignition advance angle; the first EGR rate is greater than the current EGR rate, and the first ignition advance angle is greater than the current ignition advance angle. In this way, the EGR rate of the engine under steady-state conditions can be increased, and fuel consumption can be reduced.

The invention relates to a method for injecting an oxidant-fuel gaseous fuel mixture (1) of a pilot charge (39) into an ignition prechamber (2), the method consisting in measuring the angular position of a crankshaft (7); then using an electric fill current profile (22) which imposes a fill lift law (23) on a gaseous fuel mixture injector (9) that opens into the prechamber (2); using an overlap variable (25) which sets the offset between the ignition (41) of the pilot charge (39) in the ignition prechamber (2) and the end of injection of the charge (39); using a variable for triggering the electric fill current profile (26); and using a richness variable (27) in order to generate, for each operating point of an internal combustion engine (4), an injection data set (28), and then to execute the set (28).

To stabilize an engine rotation speed after cold start at the time of using heavy fuel at an early stage while suppressing a total amount of emission of fine particle substance.SOLUTION: An engine ECU decides a final ignition timing on the basis of a catalyst warming-up delay angle amount for promoting warming up of a catalyst, and a rotation speed correction advance angle amount as an advance angle amount for raising an engine rotation speed after starting. Further, when at least one of a first condition that the final ignition timing is nearer to a delay angle side than a specified value after a compression upper dead point and a second condition that the rotation speed correction advance angle amount is a predetermined advance angle amount threshold value or more is satisfied, a cylinder injection valve is controlled so that a required fuel injection amount is injected while being divided into a plurality of times and also atomization formed by a latest final fuel injection of the fuel injection divided into a plurality of times is ignited by a spark of an ignition plug.SELECTED DRAWING: Figure 1

An ignition system including an injection member configured to deliver fuel to an ignition zone within a combustion chamber, an ignition element configured to ignite fuel within the ignition zone, and a control unit configured to operate the injection member and the ignition element in a first ignition phase including ignition of a first delivery of fuel provided to the combustion chamber by the injection member and a second ignition phase including ignition of a second delivery of fuel provided to the combustion chamber by the injection member.

The application provides a control method and device of an engine, a computer readable storage medium and a vehicle. The method comprises the following steps: adjusting the opening degree of an exhaust gas recirculation valve of the engine and the opening degree of a throttle valve of the engine to corresponding predetermined opening degrees respectively when the engine is in an idle operating condition, wherein the idle operating condition is an operating condition in which the engine is in no-load operation; obtaining the pressure of an intake manifold of the engine after the opening degree of the exhaust gas recirculation valve and the opening degree of the throttle valve are adjusted to the corresponding predetermined opening degrees respectively; and increasing the opening degree of the exhaust gas recirculation valve and the opening degree of the throttle valve when the pressure of the intake manifold is less than or equal to a pressure threshold, so that the pressure of the intake manifold is greater than the pressure threshold. The application solves the problem of high oil consumption caused by pumping oil due to low intake manifold pressure of the engine in the idle operating condition in the prior art.

Provided is a control device for a vehicle in which an engine is mounted. An engine is provided with a three-way catalyst device provided in an exhaust passage. The control device includes a processing circuit. The processing circuit is configured to implement: a determination process for determining whether or not there is a state in which a large amount of ammonia is discharged from the three-way catalytic device; and a combustion temperature reduction process for reducing the combustion temperature of the engine when it is determined in the determination process that the engine is in a state in which the discharge amount is large.

[Object] It is to provide a control device of a vehicle capable of preventing an exhaust system component(s) for an engine from being overheated. [Solution] There is provided a vehicle with an engine and a control unit. The control unit is configured to execute an engine racing control of racing the engine, while an accelerator operation amount exceeds a threshold value TH1 with a non-travel range. The control unit is to terminate the engine racing control to thereby stop the engine, when the engine racing control is continued for an upper limit period of time TL.

This method for heating a pollution control catalyst in a direct-injection spark-ignition engine comprising a piston cylinder driven between a top dead center (H) position and a bottom dead center (B) position by a rotating crankshaft includes, during each fuel injection cycle: - a stratified injection stage (17) of fuel into the cylinder, beginning between 0° and 90° crankshaft angle after the piston has passed its top dead center (H), and during an expansion phase (D) in the cylinder; and - an ignition stage (19), beginning between 2° and 15° crankshaft angle after the end of the stratified injection stage (17). Figure for the abbreviation: Fig. 5

The application discloses a lean-burn engine control method, device and engine system. The lean-burn engine control method comprises the following steps: obtaining a current torque and a target torque; when the current torque is less than the target torque, obtaining an average effective pressure and an excess air coefficient; when the average effective pressure is in a first pressure range and the excess air coefficient is in a first coefficient range, adjusting an ignition angle, increasing air content and combustible content in a cylinder, and increasing the current torque to the target torque. By using the above technical scheme, the current torque can be increased, the thermal efficiency can be ensured to be high, and the combustion center can be prevented from changing, the ignition angle can be prevented from being large, and the lean-burn engine can be prevented from being damaged by knocking.

This device suppresses vibrations that can occur in a moving vehicle due to the operation of the compressor that compresses the refrigerant used for air conditioning. [Solution] The control device comprises an engine and a compressor that compresses a refrigerant for air conditioning driven by the engine. In a vehicle in motion, it performs air conditioning load torque correction control that reflects the change in air conditioning load torque due to a change in the compressor's driving state in the requested torque based on the driver's operation. The air conditioning load torque correction control includes a first torque correction control that increases the intake air volume to increase the actual air volume torque when the compressor transitions from a de-drive state to a drive state, and decreases the intake air volume to decrease the actual air volume torque when the compressor transitions from a drive state to a de-drive state, and a second torque correction control that retards the ignition timing to decrease the actual air volume torque when the compressor transitions from a de-drive state to a drive state and when it transitions from a drive state to a de-drive state.

Method for a power machine (10), comprising: to deactivate individual cylinder valve mechanisms according to a cylinder pattern chosen based on a knock value of each cylinder (14) of the power engine (10), wherein the selection involves selecting a first cylinder (14) which has a knock value above a threshold for deactivation, while a second cylinder (14) with a knock value below a threshold remains active during deactivation, characterized by the fact that the first cylinder (14) remains deactivated for a number of power engine cycles, the number being based on the temperature of the first cylinder (14), the number of power engine cycles being increased if the temperature of the first cylinder (14) rises above a threshold, the temperature of the cylinder (14) including a measured or derived cylinder internal temperature.

The invention provides an engine device which does not have an expensive sensor and can restrain the emission amount of nitrogen oxide to a target value regardless of the hydrogen mixing ratio of fuel gas. An engine device (1) that is driven by a fuel gas into which hydrogen has been mixed is provided with a control means (8) that controls the excess air ratio and / or ignition parameters of an engine (2) on the basis of the excess air ratio of a mixture of the fuel gas and air supplied to the engine (2) and the exhaust temperature of exhaust gas from the engine (2). Thus, nitrogen oxides contained in the exhaust gas are suppressed.

Method for controlling an internal combustion engine, comprising the following steps: - Supplying fuel to a combustion chamber of the internal combustion engine; - Ignition of the fuel in the combustion chamber; and - Detect that the internal combustion engine should deliver a higher actual power output (14; 24); - Shifting the ignition timing to a later time (34) compared to the ignition timing (32, 36) at a static power demand (12, 16) when it is detected that the internal combustion engine is to deliver a higher actual power; characterized in that the step of shifting the ignition timing to a later time (34) compared to the ignition timing at a static power demand (32, 36) is only carried out at a predetermined speed.

This application relates to the field of vehicle technology, and provides an engine starting method, device, vehicle, and storage medium, including: S1, when the engine is off and the crankshaft stops rotating, controlling a motor to drive the crankshaft to a position at a first preset angle α after the top dead center of a first target cylinder, where 0° < α ≤ 180°; S2, obtaining an engine start command; S3, controlling a motor to drive the crankshaft to rotate a second preset angle β; wherein, the second preset angle β = 360° - α; S4, controlling a motor to drive the crankshaft to rotate at the top dead center of the compression stroke of a second target cylinder, and controlling the second target cylinder to inject fuel and ignite when ignition conditions are met; the second target cylinder is selected as the same cylinder or a different cylinder from the first target cylinder. When the first target cylinder and the second target cylinder are different cylinders, when the first target cylinder is at the top dead center of the compression stroke, the second target cylinder is at the top dead center of the exhaust stroke. This can reduce engine vibration during startup.

The application relates to a composite cooling method and system of an explosion-proof diesel engine, which comprises the following steps: collecting the cooling water temperature, the diesel engine rotating speed, the supercharging pressure and the intake air temperature of the explosion-proof diesel engine; determining the cooling control strategy according to the cooling water temperature; when the single control strategy is determined, the fan rotating speed of the cooling fan of the explosion-proof diesel engine is controlled to realize the cooling control; when the double collaborative control strategy is determined, the fan rotating speed of the cooling fan of the explosion-proof diesel engine and the flow of the cooling water pump are controlled to realize the cooling control; when the three collaborative control strategy is determined, the fan rotating speed, the flow of the cooling water pump and the pre-turbine exhaust temperature are controlled to realize the cooling control of the diesel engine; the application solves the problem that high temperature appears when the explosion-proof diesel engine runs under heavy load, long distance and large slope, the engine is extinguished, and the normal work of the explosion-proof diesel engine is affected, and the running safety and stability of the explosion-proof diesel engine are improved.

Methods and systems are provided for actively heating pistons in combustion chambers to reduce torque imbalance in an engine. In one example, a method for operating an engine includes determining a variance between compression ratios in a first combustion chamber and a second combustion chamber, and operating a piston heating system to apply a target amount of heat to a first piston assembly based on the variance between the compression ratios, the first piston assembly including a first piston positioned within the first combustion chamber.

An object of the present invention is to achieve both ensuring combustion stability of an internal combustion engine and reducing particulate matter (PM) during operation in a catalyst warm-up mode with ignition retardation. A control device 150 is a control device for a fuel injector 101 that injects fuel directly into a cylinder cavity 615 of an internal combustion engine 10 operating in a catalyst warm-up mode in which a catalyst is warmed up by ignition retardation, in which an ignition timing is retarded to an expansion stroke.The control device 150 controls the fuel injection device 101 such that a fuel injection immediately before the ignition timing is performed among a plurality of fuel injections performed during one combustion cycle in the expansion stroke during operation in the catalyst warm-up mode, and an injection amount of the fuel injection immediately before the ignition timing decreases as the ignition timing is retarded.

The control device is applied to a vehicle that transmits torque output from an internal combustion engine to drive wheels. The control device includes a processing circuit for controlling the internal combustion engine. The processing circuit executes ignition timing control, automatic stop control, and automatic start control. The ignition timing control is a control for repeating the adjustment of the ignition timing in accordance with the detection result of the knocking starting from the initial ignition timing at the engine start. The processing circuit terminates the ignition timing control when the engine rotational speed becomes equal to or lower than the first rotational speed greater than “0”.

The invention discloses an engine double-frequency control strategy, relates to an engine control technology, and solves the technical problem that an existing engine single-frequency control strategy cannot adapt to complex use requirements. The strategy comprises the steps that engine operation working conditions are obtained, a rotating speed mode is selected according to the engine operation working conditions, a control mode is set according to the rotating speed mode, and operation parameters of an engine are adjusted according to the control mode so as to optimize the performance of the engine. The comprehensive efficiency of the engine is comprehensively improved.

A hydrogen combustion engine arrangement includes a source of hydrogen, an internal combustion engine having at least one cylinder having an inlet opening connected by first hydrogen supply line to the source of hydrogen and an outlet opening, an exhaust aftertreatment system connected by an exhaust line to the outlet opening of the at least one cylinder, the EATS including a selective catalytic reduction system (SCR), a combustion zone upstream of the SCR, the combustion zone being connected to the source of hydrogen by a second hydrogen supply line, and an arrangement for determining a temperature in the EATS, and a computer system configured to control delivery of hydrogen to the EATS in response to a signal from the temperature determining arrangement.

A hybrid vehicle is provided with an engine, a first electric motor, a second electric motor, an electric power storage device, and a control device. The control device is configured to, in a case where rapid catalyst warming-up is performed at idle-off, control the engine and the first electric motor in such a manner that the engine is operated at a first predetermined rotation speed while outputting a predetermined torque, and control the second electric motor in such a manner that a driving force based on a required driving force is output.

A method for controlling a multi-cylinder spark-ignition engine (10) including a monitored cylinder (11) and a plurality of unmonitored cylinders (12, 13, 14), wherein an in-cylinder pressure sensor (15) is arranged in the monitored cylinder (11), the method comprising: Monitoring the internal cylinder pressure for the monitored cylinder (11) during a combustion event for the monitored cylinder (11) via the pressure sensor (15); Determining a first ignition timing (209) for the monitored cylinder (11) based on a desired ignition timing (211) and the internal cylinder pressure; Controlling the ignition timing for the monitored cylinder (11) based on the first ignition timing (209); Monitoring the engine speed and the crankshaft speed via a rotational position sensor associated with the monitored cylinder (11) and the non-monitored cylinders (12, 13, 14); Determining a modal coefficient for the non-monitored cylinders (12, 13, 14) based on the engine speed and the crankshaft speed pulsations; Determining coefficient errors for the unmonitored cylinders (12, 13, 14) based on the modal coefficients; performing a compensation control to determine an ignition timing setting for each of the unmonitored cylinders (12, 13, 14) based on the coefficient error; Determining final ignition times for the non-monitored cylinders (12, 13, 14) based on the desired ignition timing (211) and the respective ignition timing setting; and Controlling the ignition timing for each of the non-monitored cylinders (12, 13, 14) based on the respective final ignition timing.

A control device for an internal combustion engine is provided with: a spark-ignition internal combustion engine; a sensor that detects the rotational speed and load of the internal combustion engine; and an ignition timing control unit that controls the ignition timing of the internal combustion engine on the basis of the rotational speed, the load, and the characteristics of a reference ignition timing determined to be the later one of an optimal ignition timing and a knock ignition timing that are predetermined on the basis of the rotational speed and the load. The optimal ignition timing is predetermined in accordance with the rotational speed and the load such that the torque is maximum. The knock ignition timing is predetermined so that knock does not occur when fuel of a reference octane number is supplied to the internal combustion engine. The ignition timing control unit calculates a first hysteresis amount obtained by multiplying the difference between the octane number of the fuel supplied to the internal combustion engine and the reference octane number by a predetermined hysteresis amount, corrects the knock ignition timing to be delayed by the first hysteresis amount, and controls the knock ignition timing according to the rotational speed and the load. When the operation region of the internal combustion engine is either a load region on the high load side from the optimal operation line or a maximum output region, a second hysteresis amount is calculated on the basis of the predetermined hysteresis amount, and the reference ignition timing is corrected to be delayed by the second hysteresis amount.