Engine ante-vortex closed loop temperature overtemperature protection control method

Abstract

The invention discloses an engine ante-vortex closed loop temperature overtemperature protection control method. The engine ante-vortex closed loop temperature overtemperature protection control method comprises the steps that 1, T-Max, T-RlsOn and T-RlsOff are set in a vehicle electronic control unit, and T3 is detected in real time through a monitoring sensor and transmitted to the vehicle electronic control unit; 2, the vehicle electronic control unit judges whether T3 is greater than the activation temperature value T-RlsOn or not, if not, the closed loop control function is not activatedand operation is returned to the step 1, and if yes, the step 3 is implemented; 3, the vehicle electronic control unit activates the closed loop control function, and performance of an engine is limited, so that T3 is less than or equal to T-Max; and 4, the vehicle electronic control unit judges whether T3 is greater than T-RlsOff or not, if yes, operation is returned to the step 3 to continue closed loop control, and if not, the closed loop control function of the cycle is ended. By means of the engine ante-vortex closed loop temperature overtemperature protection control method, self-adjustment can be achieved according to real-time temperature variation; the performance of the engine can be optimal in various finished vehicle application environments; and control is conducted more precisely.

Description

technical field [0001] The invention relates to the field of calibration and matching of high-pressure common rail diesel engines, in particular to a method for over-temperature protection and control of closed-loop temperature before the vortex of the engine. Background technique [0002] The currently widely used control strategy for vortex front temperature protection is mainly open-loop control. Although this control method can play a good role in temperature protection, the biggest defect is that it restricts the performance of the engine too strictly and needs to be controlled at a lower temperature. The temperature starts to limit the torque. The general experience is to ensure that the actual temperature and the boundary limit have an 8%-10% margin, that is, the temperature is at least 30ºC away from the limit, otherwise there is a risk of over-temperature damage to the engine components, and the control accuracy is low; Therefore, the open-loop control method cannot...

AI Technical Summary

Problems solved by technology

[0002] The currently widely used control strategy for vortex front temperature protection is mainly open-loop control. Although this control method can play a good role in temperature protection, the biggest defect is that it restricts the performance of the engine too strictly and needs to be controlled at a lower temperature. The temperature starts to limit the torque. The general experience is to ensure that the actual temperature and the boundary limit have an 8%-10% margin, that is, the temperature is at least 30ºC away from the limit, otherwise there is a risk of over-temperature damage to the engine components, and the control accuracy is low; Therefore, the open-loop control method cannot guarantee accurate identification of the actual exhaust temperature performance, that is, the protection function will be activated when the whole vehicle runs to the specified working condition area, and it does not depend on the actual temperature performance. Problems and risks of incorrectly activating protection features

One reason for this is that the dispersion between vehicles and the different temperature behavior under various boundary conditions are difficult to correct with open-loop control, and the other reason is that the control method is not suitable for precise temperature control

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