A fuel information processing method, an engine management device, a medium, and a controller

Abstract

The present application belongs to the field of engine fuel control technology, and particularly relates to a fuel information processing method, an engine management device, a medium and a controller; by partitioning calibration of engine working conditions and combining preset reference physical quantity threshold conditions, the detection and response information of the control unit on the knocking phenomenon of poor oil products is used to realize the processing of fuel quality information under preset working conditions, and then the discrimination of fuel information is improved by combining the collection and processing of fuel filling information, and further the running state of the engine is improved by comprehensively processing the working condition information and adjusting the ignition angle; the method and product of the present application can meet the on-board diagnostic (OBD) capability, improve the adaptability of the engine to oil products, maintain a high fuel economy level and engine safety level, and can upgrade the control strategy on the basis of the existing hardware to improve the noise, vibration and harshness (NVH) performance of the vehicle and the robustness of the engine.

Description

Technical Field

[0001] This invention belongs to the field of engine fuel control technology, and particularly relates to a fuel information processing method, an engine management device, a medium, and a controller. Background Technology

[0002] Differences in fuel quality are common, and even with repeated upgrades to regulatory standards, geographically related fluctuations in fuel quality remain unavoidable. Typically, the use of inferior fuel can easily lead to undesirable engine operating conditions such as knocking and pre-ignition, seriously jeopardizing the vehicle's safety and long-term performance.

[0003] like Figure 1 The image shown is a partial photograph of an engine damaged by knocking. Based on the existing engine control logic, it's highly likely that the bad oil caused a sharp increase in the knock angle, triggering the relevant protection measures of the Electronic Control Unit (ECU). For example, a maximum knock angle limit (-9 or -12 degrees crankshaft angle) might be implemented, preventing the ignition timing from being lowered further, thus failing to achieve the desired knock control effect.

[0004] In addition, a larger ignition angle setback can trigger the engine's maximum load limit, which may affect the vehicle's power output; or a larger ignition angle setback can trigger a limit on the exhaust gas recirculation (EGR) ratio, thereby reducing fuel economy. Summary of the Invention

[0005] This invention discloses a fuel information processing method, including a first operating condition zoning calibration step, a second parameter acquisition and integration step, and a fourth fuel quality comprehensive judgment step. The first operating condition zoning calibration step divides the engine speed N and load R into zones and calibrates a preset number of operating conditions, such that each operating condition corresponds to the test conditions for fuel information processing. The second parameter acquisition and integration step acquires a preset number of reference physical quantities and confirms that the values ​​of the reference physical quantities fall within a preset calibration range. This calibration range is constituted and / or defined by a preset value range of the reference physical quantities. The fourth fuel quality comprehensive judgment step, based on the operating condition zoning given in the first operating condition zoning calibration step, utilizes the control unit to detect and respond to engine knocking phenomena under the aforementioned operating conditions, and reflects the quality changes of the fuel used by the engine based on the offset of the engine ignition angle and / or the knocking retraction angle in the response.

[0006] Wherein, the partition of the working condition state can include speed partitions N1, N2, N3, N4 to NX, and the partition of the working condition state can also include load partitions R1, R2, R3, R4 to RY, X and Y are positive integers, X and Y are subscripts, used to represent the number of corresponding partitions; in addition, the speed partition and / or the load partition can be calibrated according to the working condition of the engine; the working condition state can be provided with a speed hysteresis NZ and / or a load hysteresis RZ when partitioning, which is used to prevent the influence of the change of the speed N and / or the load R on the test process, and can be used to avoid false action and / or the generation of abnormal detection process.

[0007] Specifically, the reference physical quantity can be at least one of the ambient temperature T0 of the engine, the intake manifold temperature T1, the main water temperature T2, the cylinder head temperature T3, and the humidity signal P0; accordingly, when the value of the reference physical quantity belongs to the following interval, it is considered that the second parameter acquisition and comprehensive step obtains the reference physical quantity meeting the test requirements; wherein, the to-be-calibrated interval of the reference physical quantity includes: △T0∈[-KK0, KK0], △T1∈[-KK1, KK1], △T2∈[-KK2, KK2], △T3∈[-KK3, KK3], △P0∈[-KK4, KK4], and KK0, KK1, KK2, KK3, and KK4 are enable thresholds to be calibrated.

[0008] Wherein, if the speed N >= C0, the load R >= C1, the main water temperature T2 or the cylinder head temperature T3 >= C2; and the knock control function of the engine is normal, the engine is not in a fault state; and / or the engine is in a non-strong dynamic working condition, that is, the intake manifold pressure gradient Dp / Dt <= C3, the speed gradient Dn / Dt <= C4, it is considered that the fuel of the engine meets the poor oil product or the bad oil identification is enabled; the parameters C0, C1, C2, C3, and C4 are poor oil enable parameters, which can be obtained after calibration test.

[0009] Further, the fuel information processing method can further include a third refueling signal calibration step; by collecting and / or identifying the oil tank cover opening information, and logically judging the first liquid level A and the second liquid level B of the oil tank after the oil tank cover opening signal is valid.

[0010] Wherein, if the first liquid level A <= X1, and the first liquid level A and the second liquid level B satisfy (B-A) >= Y1, or A >= X1, and (B-A) >= Y1, and simultaneously satisfy (B-A) / A >= Z1, the refueling signal is enabled and / or the refueling completion flag is set.

[0011] Specifically, it is desirable that KK0=5, KK1=5, KK2=5, KK3=5, KK4=30%; X1=15 liters, Y1=5 liters, Z1=5%; KF1=-4.5 degrees of crank angle; C0=600 rpm, C1=30%, C2=60 degrees, C3 is calibrated based on a speed-load map, and C4 is calibrated based on a speed curve.

[0012] If the above values do not satisfy the conditions, the reference physical quantities can also be at least one of ambient pressure, exhaust temperature, piston top temperature, oil pressure, and oil temperature; and the arrangement combinations of the bad oil enabling parameters can also be used for confirming that the engine fuel conforms to the poor oil product and / or enabling the bad oil identification processing.

[0013] Specifically, the above arrangement combinations can be only using load R, main water temperature T2, and knock control function normal, the arrangement combinations can also be a combination of load R, cylinder head temperature T3, and knock control function normal, or a combination of speed N, load R, main water temperature T2, and intake manifold pressure gradient; wherein the bad oil enabling parameters can also be oil temperature, piston top temperature, and / or vehicle speed, which can be used to replace one or more of the foregoing parameters; and the reference physical quantities are arranged to form a decision quantity, which is used to generate a related enabling condition.

[0014] On the other hand, the fuel information processing method can also be provided with a fifth delay feedback handling step; the fifth delay feedback handling step delays the ignition angle according to the partition of the working condition state, avoids continuous knock and / or over-knock process of the engine being induced, and avoids the control unit triggering the system protection process due to the knock delay angle.

[0015] If the quality change information or data obtained in the fourth oil quality comprehensive determination step exceeds the preset bad oil threshold, the engine is limited to work in a preset safe range and / or the load R is limited to be less than a preset load threshold.

[0016] Specifically, if the refueling signal enabling and / or the refueling completion flag setting information is given by the third refueling signal calibration step, and the average value DZ of the knock delay ignition angle is less than a preset threshold KF1 and lasts for a delay time T1, a correction offset dzw1 is added to the basic ignition angle; in addition, the bad oil ignition angle can also be corrected for the non-knock region, and the correction of the ignition angle is consistent with the bad oil self-learning ignition angle of the adjacent knock region.

[0017] If the ignition angle is delayed, the intake air volume of the engine is limited to less than the intake threshold, and a first load threshold MAP1 is given based on the engine speed N and the angle of delay of the output ignition angle relative to the basic ignition angle; at the same time, a second load threshold MAP2 can be given based on the engine speed N and the intake manifold temperature T1, and then the load limit constrained by the first load threshold MAP1 and the second load threshold MAP2 is output.

[0018] Furthermore, the ignition angle can adopt a self-learning strategy based on operating condition partitioning or, based on the information processing of the vehicle control unit, perform self-learning of the full pulse spectrum map (MAP) according to the speed load of the basic ignition angle; this self-learning process is limited by the ignition angle change KF caused by the difference in steady-state oil quality on the test bench; thus, the self-learning value <= KF.

[0019] Among them, the ignition angle change KF is the difference obtained by the test bench based on the basic ignition angle test of normal oil and bad oil under the same conditions or reference physical quantity constraints; in addition, the bad oil ignition angle correction value in the non-knock zone can be the average value obtained by multiplying the working condition data corresponding to KF by the ratio coefficient of the corresponding working condition in the table of the actual bad oil correction angle in the knock zone and the ignition angle change KF value.

[0020] Accordingly, this invention also discloses an engine management device, including a first operating condition zoning calibration unit, a second parameter acquisition and integration unit, and a fourth fuel quality comprehensive determination unit. The first operating condition zoning calibration unit divides the engine speed N and load R into zones and calibrates a preset number of operating conditions, such that each operating condition corresponds to the test conditions for fuel information processing. The second parameter acquisition and integration unit acquires a preset number of reference physical quantities and confirms that the values ​​of the reference physical quantities fall within a preset calibration range. The calibration range is constituted and / or defined by the preset value range of the reference physical quantities. The fourth fuel quality comprehensive determination unit, based on the operating condition zoning given by the first operating condition zoning calibration unit, uses the control unit to detect and respond to engine knocking phenomena under the operating conditions, and reflects the quality changes of the fuel used by the engine based on the offset of the engine ignition angle and / or the knocking retraction angle in the response.

[0021] The operating condition partitions can be speed partitions N1, N2, N3, N4 up to NX, and load partitions R1, R2, R3, R4 up to RY. X and Y are positive integers, with X and Y representing the number of corresponding partitions. The speed partitions and / or load partitions are calibrated according to the engine's operating conditions. In addition, when partitioning the operating conditions, a speed hysteresis NZ and / or a load hysteresis RZ can be set. The speed hysteresis NZ and / or load hysteresis RZ are used to prevent changes in speed N and / or load R from affecting the test process, thereby avoiding malfunctions and / or abnormal detection processes.

[0022] Specifically, the reference physical quantity can be at least one of the ambient temperature T0 of the engine, the intake manifold temperature T1, the main water temperature T2, the cylinder head temperature T3, and the humidity signal P0; accordingly, when the value of the reference physical quantity belongs to the following interval, respectively, it is considered that the second parameter acquisition and comprehensive step obtains the reference physical quantity meeting the test requirements; the to-be-calibrated interval of the reference physical quantity includes: ΔT0 ∈ [-KK0, KK0], ΔT1 ∈ [-KK1, KK1], ΔT2 ∈ [-KK2, KK2], ΔT3 ∈ [-KK3, KK3], ΔP0 ∈ [-KK4, KK4], wherein KK0, KK1, KK2, KK3, and KK4 are to-be-calibrated enabling thresholds.

[0023] Wherein, if the speed N >= C0, the load R >= C1, the main water temperature T2 or the cylinder head temperature T3 >= C2; and the knock control function of the engine is normal, the engine is not in a fault state; and / or the engine is in a non-strong dynamic working condition, that is, the intake manifold pressure gradient Dp / Dt <= C3, the speed gradient Dn / Dt <= C4, it is considered that the fuel of the engine meets the inferior oil product or enables the bad oil identification processing; the parameters C0, C1, C2, C3, and C4 are inferior oil enabling parameters, which can be obtained after calibration test.

[0024] Further, the engine management device can further include a third oiling signal calibration unit; the third oiling signal calibration unit acquires and / or identifies the oil tank cover opening information, and logically judges the first liquid level A and the second liquid level B of the oil tank after the oil tank cover opening signal is valid; if the first liquid level A <= X1, and the first liquid level A and the second liquid level B satisfy (B-A) >= Y1, or A >= X1, and (B-A) >= Y1, and simultaneously satisfy (B-A) / A >= Z1, the oiling signal is enabled and / or the oiling completion flag is set.

[0025] Wherein, optionally, KK0=5, KK1=5, KK2=5, KK3=5, KK4=30%; X1=15 liters, Y1=5 liters, Z1=5%; KF1=-4.5 degrees of crank angle; C0=600 rpm, C1=30%, C2=60 degrees, C3 is calibrated based on the speed-load map MAP, and C4 is calibrated based on the speed curve.

[0026] In addition, if the above values do not simultaneously satisfy, the reference physical quantity can also be at least one of the ambient pressure, the exhaust temperature, the piston top temperature, the oil pressure, and the oil temperature; and the arrangement combination of the inferior oil enabling parameters can also be used for confirming that the fuel of the engine meets the inferior oil product and / or enabling the bad oil identification processing.

[0027] Wherein, the above-mentioned arrangement combination can only use the load R, main water temperature T2 and knock control function normal condition information, or the load R, cylinder head temperature T3 and knock control function normal information, or the speed N, load R, main water temperature T2 and intake manifold pressure gradient condition; in addition, the poor oil enabling parameter can also be the oil temperature, piston top temperature and / or vehicle speed; similarly, the reference physical quantity is arranged to form a decision quantity through arrangement combination, which is used for generating the related enabling condition.

[0028] On the other hand, the engine management device can also be provided with a fifth delay feedback handling unit to make corresponding adjustment in the working condition of bad oil use, thereby improving the operation state of the engine.

[0029] Specifically, the fifth delay feedback handling unit delays the ignition angle according to the partition of the working condition state, avoids the continuous knock and / or over-knock process of the engine being induced, and avoids the control unit triggering the system protection process due to the knock delay angle.

[0030] Wherein, if the quality change information or data obtained by the fourth oil quality comprehensive judgment unit exceeds the preset bad oil threshold value, the engine is limited to work in the preset safe range and / or the load R is limited to be less than the preset load threshold value; if the refueling signal enabling and / or the refueling completion flag setting information is given by the third refueling signal calibration unit, and the average value DZ of the knock delay ignition angle is less than the preset threshold value KF1 and lasts for a delay time T1, a correction offset dzw1 can be added to the basic ignition angle; in addition, the bad oil ignition angle can also be corrected for the non-knock area, and the correction of the ignition angle is consistent with the bad oil self-learning ignition angle of the adjacent knock area.

[0031] Specifically, if the ignition angle is delayed, the engine intake amount can be limited to be less than the intake threshold value, and the first load threshold value MAP1 based on the engine speed N, the output ignition angle relative to the basic ignition angle delay angle is given; at the same time, the second load threshold value MAP2 can be given according to the speed N and the intake manifold temperature T1, and then the load limit value constrained by the first load threshold value MAP1 and the second load threshold value MAP2 is output; the ignition angle can use the self-learning strategy of the working condition partition or self-learn the full map MAP according to the speed load of the basic ignition angle based on the information processing of the vehicle control unit; wherein, the self-learning process is limited by the ignition angle change amount KF caused by the bench steady-state oil product difference; so that the self-learning value <= KF; the ignition angle change amount KF is the difference value obtained by the bench based on the normal oil product and the bad oil under the same condition or the condition constrained by the reference physical quantity; the bad oil ignition angle correction value of the non-knock area is the average value obtained by multiplying the working condition data corresponding to KF by the ratio coefficient corresponding to the working condition in the ignition angle change amount KF value table and the actual bad oil correction angle of the knock area.

[0032] Correspondingly, the application also discloses a computer storage medium and a controller; wherein the computer storage medium comprises a storage medium body for storing a computer program; the computer program, when executed by a microprocessor, can implement any of the above fuel information processing methods; similarly, the controller also comprises any of the above engine management devices and / or any computer storage medium; the implementation process is similar and will not be repeated here.

[0033] The application realizes the processing of fuel quality information under the preset working condition by detecting and responding to the knocking phenomenon of poor oil products by the control unit, combining the preset reference physical quantity threshold condition, and using the detection and response information of the knocking phenomenon of poor oil products by the control unit, and further improves the discrimination of fuel information by combining the collection and processing of fuel filling information, and further improves the running state of the engine by comprehensively processing the working condition information and adjusting the ignition angle; The method and product of the application can improve the adaptability of the engine to oil products while meeting the on-board diagnostic (OBD) capability, maintain a high level of fuel economy and engine safety, and improve the noise, vibration and harshness (NVH) performance of the vehicle and the robustness of the engine by upgrading the control strategy based on the existing hardware.

[0034] It should be noted that the terms "first", "second", and the like used in this paper are only used to describe the elements in the technical solution, and do not constitute a limitation on the technical solution, nor can they be understood as an indication or implication of the importance of the corresponding elements; The elements with "first", "second" and the like indicate that at least one of the elements is included in the corresponding technical solution. BRIEF DESCRIPTION OF DRAWINGS

[0035] In order to more clearly illustrate the technical solutions of the application, and to facilitate further understanding of the technical effects, technical features and purposes of the application, the application will be described in detail below with reference to the drawings, which constitute an essential part of the specification and are used to illustrate the technical solutions of the application together with the embodiments of the application, but do not constitute a limitation on the application.

[0036] The same reference numerals in the drawings represent the same components, specifically:

[0037] Figure 1 Examples of the damage of knocking to the engine.

[0038] Figure 2 Second parameter acquisition and comprehensive step embodiment.

[0039] Figure 3 Third refueling signal calibration step embodiment.

[0040] Figure 4 For the fourth oil quality comprehensive judgment step embodiment.

[0041] Figure 5 For the fifth delayed feedback handling step embodiment.

[0042] Figure 6 For the fifth delayed feedback handling step detailed embodiment.

[0043] Figure 7 For the method embodiment flowchart of the application.

[0044] Figure 8 For the device embodiment structure schematic diagram of the application.

[0045] Figure 9 For the product layout structure schematic diagram of the application Figure 1 .

[0046] Figure 10 For the product layout structure schematic diagram of the application Figure 2 .

[0047] Figure 11 For the product layout structure schematic diagram of the application Figure 3 .

[0048] Among them:

[0049] 010-Example of the photo of the damage of knock to the engine.

[0050] 100-First working condition partition calibration step;

[0051] 200-Second parameter acquisition comprehensive step;

[0052] 210-Parameter acquisition step;

[0053] 220-Calibration interval;

[0054] 230-Second three information comprehensive step;

[0055] 300-Third oiling signal calibration step;

[0056] 310-Oil tank cover opening information;

[0057] 320-Oil tank liquid level information;

[0058] 330-Logical judgment of the first liquid level A and the second liquid level B;

[0059] 331-Oiling identification information true;

[0060] 332-Oiling identification information false;

[0061] 333-First flag;

[0062] 400 - fourth oil quality comprehensive determination step;

[0063] 420 - bad oil identification logic operation;

[0064] 430 - bad oil identification enabling process;

[0065] 444 - second flag;

[0066] 500 - fifth delay feedback handling step;

[0067] 510 - ignition correction additional condition;

[0068] 520 - partition self-learning strategy;

[0069] 530 - ignition angle correction step;

[0070] 540 - ignition angle output step;

[0071] 551 - working condition condition embodiment one;

[0072] 552 - load limit 1;

[0073] 553 - first load threshold MAP1;

[0074] 554 - second load threshold MAP2;

[0075] 555 - load condition operation;

[0076] 556 - load limit;

[0077] 700 - engine management device;

[0078] 710 - first working condition partition calibration unit;

[0079] 720 - second parameter collection comprehensive unit;

[0080] 730 - third oiling signal calibration unit;

[0081] 740 - fourth oil quality comprehensive determination unit;

[0082] 750 - fifth delay feedback handling unit;

[0083] 900 - vehicle;

[0084] 901 - controller;

[0085] 903 - computer storage medium. Embodiment

[0086] The application will be further described in detail below with reference to the accompanying drawings and embodiments. Of course, the following specific embodiments described are only to explain the technical solutions of the application, but not to limit the application. In addition, the parts expressed in the embodiments or the accompanying drawings are only exemplified parts of the application, but not the whole of the application.

[0087] As shown in the fuel information processing method, the first working condition partition calibration step 100, the second parameter acquisition and integration step 200, and the fourth fuel quality comprehensive determination step 400 are included. Figure 7 The first working condition partition calibration step 100 partitions the engine speed N and the load R, and calibrates a preset number of working condition states, so that each working condition state corresponds to the test condition of the fuel information processing.

[0088] As shown in the fuel information processing method, the first working condition partition calibration step 100, the second parameter acquisition and integration step 200, and the fourth fuel quality comprehensive determination step 400 are included. Figure 2 The second parameter acquisition and integration step 200 acquires a preset number of reference physical quantities 210, and confirms that the values of the reference physical quantities 210 fall within the preset calibration interval 220. The calibration interval 220 is composed and / or defined by the preset value range of the reference physical quantity 210. The fourth fuel quality comprehensive determination step 400 uses the detection and response of the engine knock phenomenon by the control unit in the working condition state given by the first working condition partition calibration step 100, and reflects the quality change of the fuel used by the engine according to the offset of the engine ignition angle and / or the value of the knock retard angle in the response.

[0089] The partition of the working condition state includes the speed partitions N1, N2, N3, N4, and NX, and the load partitions R1, R2, R3, R4, and RY. X and Y are positive integers, and X and Y are used to represent the number of corresponding partitions. The speed partition and / or the load partition are calibrated according to the working condition of the engine. The working condition state is provided with a speed hysteresis NZ and / or a load hysteresis RZ when partitioned. The speed hysteresis NZ and / or the load hysteresis RZ are used to prevent the influence of the change of the speed N and / or the load R on the test process, so as to avoid the generation of false actions and / or abnormal detection processes.

[0090] As shown in the fuel information processing method, the first working condition partition calibration step 100, the second parameter acquisition and integration step 200, and the fourth fuel quality comprehensive determination step 400 are included. Figure 2As shown, its reference physical quantity 210 includes at least one of the engine ambient temperature T0, intake manifold temperature T1, main coolant temperature T2, cylinder head temperature T3, and humidity signal P0; correspondingly, when the value of the reference physical quantity 210 belongs to the following intervals, it is considered that its second parameter acquisition and integration step 200 has acquired a reference physical quantity 210 that meets the test requirements; the calibration interval 220 of its reference physical quantity 210 includes: △T0ϵ[-KK0,KK0], △T1ϵ[-KK1,KK1], △T2ϵ[-KK2,KK2], △T3ϵ[-KK3,KK3], △P0ϵ[-KK4,KK4], where KK0, KK1, KK2, KK3, and KK4 are the enable thresholds to be calibrated.

[0091] Furthermore, such as Figure 4 As shown, if the engine speed N>=C0, the load R>=C1, the main coolant temperature T2 or the cylinder head temperature T3>=C2; and the engine knock control function is normal and the engine is not in a faulty state; and / or the engine is in a non-strong dynamic operating condition, i.e., the intake manifold pressure gradient Dp / Dt<=C3 and the speed gradient Dn / Dt<=C4, then the engine fuel is considered to be of inferior quality or the bad fuel label is enabled; among them, parameters C0, C1, C2, C3, and C4 are inferior fuel enabling parameters 410, which can be obtained after calibration testing.

[0092] like Figure 7 As shown, this embodiment also includes a third refueling signal calibration step 300; capable of collecting and / or identifying signals such as... Figure 3 The fuel tank cap opening information 310 is shown, and after the fuel tank cap opening signal is valid, the first liquid level A and the second liquid level B of the fuel tank are logically judged; if the first liquid level A <= X1, and the first liquid level A and the second liquid level B satisfy (BA) >= Y1, or A >= X1, and (BA) >= Y1, and (BA) / A >= Z1, then the refueling signal is enabled and / or the refueling completion flag is set.

[0093] Specifically, the following settings can be selected: KK0=5, KK1=5, KK2=5, KK3=5, KK4=30%; X1=15 liters, Y1=5 liters, Z1=5%; KF1=-4.5 degrees crankshaft angle; C0=600 rpm, C1=30%, C2=60 degrees, C3 is calibrated based on the speed load pulse spectrum MAP, and C4 is calibrated based on the speed curve.

[0094] If the above values ​​are not simultaneously satisfied, the reference physical quantity 210 can also be at least one of ambient pressure, exhaust temperature, piston top temperature, oil pressure, and oil temperature; the permutation and combination of its inferior oil enabling parameters 410 can also be used to confirm that the engine fuel meets the requirements for inferior oil and / or to enable the bad oil label.

[0095] Specifically, the combinations include using only the load R, main water temperature T2 and normal knock control function, as well as the load R, cylinder head temperature T3 and normal knock control function conditions, or the speed N, load R, main water temperature T2 and intake manifold pressure gradient being satisfied simultaneously.

[0096] Among them, the inferior oil enabling parameter 410 can also be other physical quantities or detection values ​​such as engine oil temperature, piston top temperature and / or vehicle speed; its reference physical quantity 210 can be arranged and combined to form a decision quantity, which is used to generate relevant enabling conditions.

[0097] Furthermore, such as Figure 7 The fuel information processing method shown also includes a fifth delayed feedback processing step 500; the ignition angle 530 can be delayed according to the partition of the operating condition to avoid the induction of continuous knocking and / or over-knock processes in the engine, and to avoid the control unit triggering the system protection process due to the knocking angle delay.

[0098] Specifically, if the quality change information or data obtained in the fourth oil quality comprehensive judgment step 400 exceeds the preset bad oil threshold, the engine operation is restricted to a preset safe range and / or the load R is restricted to a range less than the preset load threshold. If the third refueling signal calibration step 300 provides refueling signal enable and / or refueling completion flag setting information, and the average value of the knock delay ignition angle DZ is less than the preset threshold KF1 and continues for a delay time T1, a correction offset dzw1 is added to the basic ignition angle. In addition, the bad oil ignition angle can also be corrected for non-knock areas, and the correction of the ignition angle is kept consistent with the bad oil self-learning ignition angle of the adjacent knock areas.

[0099] If the ignition angle is delayed, the intake air volume of the engine is limited to less than the intake threshold, and a first load threshold MAP1 is given based on the engine speed N and the angle of delay of the output ignition angle relative to the basic ignition angle; at the same time, a second load threshold MAP2 is given based on the engine speed N and the intake manifold temperature T1, and then the load limit 556 constrained by the first load threshold MAP1 and the second load threshold MAP2 is output.

[0100] Specifically, such as Figure 5As shown, the ignition angle can adopt the working condition subzone self-learning strategy 520 or the full map self-learning according to the speed load of the basic ignition angle based on the information processing of the vehicle control unit; the self-learning process is limited by the ignition angle change amount KF caused by the bench steady-state oil difference; so that the self-learning value <= KF; the ignition angle change amount KF is the difference value obtained by the bench based on the normal oil and the bad oil under the same conditions or the reference physical quantity 210 constraint condition; the bad oil ignition angle correction value of the non-knock region is the average value obtained by multiplying the working condition data corresponding to KF by the ratio coefficient corresponding to the working condition in the ignition angle change amount KF value table based on the actual bad oil correction angle of the knock region.

[0101] Correspondingly, as shown in the engine management device 700, it includes a first working condition subzone calibration unit 710, a second parameter acquisition and synthesis unit 720, and a fourth oil quality comprehensive judgment unit 740; the first working condition subzone calibration unit 710 partitions the engine speed N and the load R, and calibrates a preset number of working condition states, so that each working condition state corresponds to the test condition of the fuel information processing; the second parameter acquisition and synthesis unit 720 acquires a preset number of reference physical quantities 210, and confirms that the value of the reference physical quantity 210 falls within the preset calibration interval 220; the calibration interval 220 is composed and / or defined by the preset value range of the reference physical quantity 210. Figure 8

[0102] Among them, the fourth oil quality comprehensive judgment unit 740 uses the detection and response of the engine knock phenomenon by the control unit in the working condition state according to the partition of the working condition state given by the first working condition subzone calibration unit 710, and reflects the quality change of the fuel used by the engine according to the value of the knock angle offset and / or the knock angle offset of the response of the engine ignition angle.

[0103] Specifically, the working condition state can be divided into speed partitions N1, N2, N3, N4, and NX, and can also be divided into load partitions R1, R2, R3, R4, and RY, X and Y are positive integers, X and Y are used to represent the number of corresponding partitions; wherein the speed partition and / or the load partition can be calibrated according to the working condition of the engine; the working condition state is provided with a speed hysteresis amount NZ and / or a load hysteresis amount RZ when partitioning, which can be used to prevent the influence of the change of the speed N and / or the load R on the test process, so as to avoid the generation of false action and / or abnormal detection process.

[0104] ​The reference physical quantity 210 includes at least one of the engine ambient temperature T0, intake manifold temperature T1, main coolant temperature T2, cylinder head temperature T3, and humidity signal P0. Correspondingly, when the value of the reference physical quantity 210 belongs to the following intervals, it is considered that the second parameter acquisition and integration step 200 has acquired the reference physical quantity 210 that meets the test requirements. The calibration interval 220 of the reference physical quantity 210 includes: △T0ϵ[-KK0,KK0], △T1ϵ[-KK1,KK1], △T2ϵ[-KK2,KK2], △T3ϵ[-KK3,KK3], △P0ϵ[-KK4,KK4], where KK0, KK1, KK2, KK3, and KK4 are the enable thresholds to be calibrated.

[0105] Specifically, such as Figure 4 As shown, if the engine speed N>=C0, the load R>=C1, the main coolant temperature T2 or the cylinder head temperature T3>=C2; and the engine knock control function is normal and the engine is not in a fault state; and / or the engine is in a non-strong dynamic operating condition, i.e., the intake manifold pressure gradient Dp / Dt<=C3 and the speed gradient Dn / Dt<=C4, then the engine fuel is considered to be of inferior quality or the bad fuel label is enabled 430; wherein, parameters C0, C1, C2, C3, and C4 are inferior fuel enabling parameters 410, which can be obtained after calibration testing.

[0106] like Figure 8 As shown, the engine management device 700 also includes a third refueling signal calibration unit 730; capable of collecting and / or identifying signals such as... Figure 3 The fuel tank cap opening information 310 is shown, and after the fuel tank cap opening signal is valid, the first liquid level A and the second liquid level B of the fuel tank are logically judged 330; if the first liquid level A <= X1, and the first liquid level A and the second liquid level B satisfy (BA) >= Y1, or A >= X1, and (BA) >= Y1, and (BA) / A >= Z1, then the refueling signal is enabled and / or the refueling completion flag is set.

[0107] Optionally, KK0=5, KK1=5, KK2=5, KK3=5, KK4=30%; X1=15 liters, Y1=5 liters, Z1=5%; KF1=-4.5 degrees crankshaft angle; C0=600 rpm, C1=30%, C2=60 degrees, C3 is calibrated based on the speed-load pulse spectrum MAP, and C4 is calibrated based on the speed curve.

[0108] If the above values ​​are not simultaneously satisfied, the reference physical quantity 210 can also be at least one of ambient pressure, exhaust temperature, piston top temperature, oil pressure, and oil temperature; the permutation and combination of its inferior oil enabling parameters 410 can also be used to confirm that the engine fuel meets the requirements for inferior oil and / or to enable the bad oil label.

[0109] Specifically, the permutations and combinations include using only the load R, main water temperature T2, and normal conditions of the knock control function, or the load R, cylinder head temperature T3, and normal conditions of the knock control function, or the speed N, load R, main water temperature T2, and intake manifold pressure gradient are all satisfied simultaneously.

[0110] In addition, the oil-enabling parameter 410 can also be engine oil temperature, piston top temperature and / or vehicle speed; all of the above reference physical quantities 210 can be combined to form decision quantities, wherein the decision quantities are used to generate relevant enabling conditions.

[0111] Furthermore, such as Figure 8 The engine management device 700 shown also includes a fifth delay feedback processing unit 750; the fifth delay feedback processing unit 750 can delay the ignition angle according to the partition of the operating condition to avoid the induction of continuous knocking and / or over-knock processes of the engine, and to prevent the control unit from triggering the system protection process due to the knocking angle.

[0112] Specifically, if the quality change information or data obtained by the fourth oil quality comprehensive judgment unit 740 exceeds the preset bad oil threshold, the engine is restricted to operate within a preset safe range and / or its load R is restricted to a range less than the preset load threshold.

[0113] If the third refueling signal calibration unit 730 provides refueling signal enable and / or refueling completion flag setting information, and the average value of the knock delay ignition angle DZ is less than the preset threshold KF1 and continues for a delay time T1, then a correction offset dzw1 can be added to the basic ignition angle; in addition, the bad oil ignition angle can also be corrected for non-knock areas, and the correction of the ignition angle is consistent with the bad oil self-learning ignition angle of the adjacent knock areas.

[0114] Specifically, if the ignition angle is delayed, the intake air volume of the engine is limited to less than the intake threshold, and a first load threshold MAP1 is given based on the engine speed N and the angle of delay of the output ignition angle relative to the basic ignition angle; at the same time, a second load threshold MAP2 can be given based on the engine speed N and the intake manifold temperature T1, and then the load limit constrained by the first load threshold MAP1 and the second load threshold MAP2 is output.

[0115] Among them, such as Figure 5As shown, the ignition angle can adopt the self-learning strategy 520 of the working condition partition or the self-learning of the full map MAP according to the speed load of the basic ignition angle based on the information processing of the vehicle control unit; the self-learning process is limited by the ignition angle change amount KF caused by the bench steady-state oil difference; so that the self-learning value <= KF; the ignition angle change amount KF is the difference value obtained by the bench based on the normal oil and the bad oil under the same condition or the reference physical quantity 210 constraint condition of the basic ignition angle test; in addition, the bad oil ignition angle correction value of the non-knock region is the average value obtained by multiplying the working condition data corresponding to KF by the ratio coefficient corresponding to the working condition in the ignition angle change amount KF value table based on the actual bad oil correction angle of the knock region.

[0116] Correspondingly, as shown in the computer storage medium 903, the storage medium body for storing the computer program; the computer program can realize any fuel information processing method as above when executed by the microprocessor; similarly, the controller 901 includes any engine management device 700 and / or any computer storage medium 903 as above, so it also has the corresponding data processing capability Figures 9 to 11

[0117] In summary, the technical effects brought by the present application include:

[0118] 1) Through the upgrade of the bad oil identification and control strategy, the ignition angle is reduced in advance, and the continuous knock and early combustion aggravation phenomenon caused by the bad oil is actively avoided, which is beneficial to NVH and passenger comfort;

[0119] 2) Through the hierarchical processing of the bad oil identification strategy, the knock, early combustion and other serious faults are avoided under the limited maximum load of the engine, and the engine is protected by reducing the load;

[0120] 3) The vehicle can run in different regions or oil environments, and through the bad oil partition self-learning, the adaptability of the engine to the oil of each region and the robustness of the operation are effectively improved, which is beneficial to improve the competitiveness of related equipment in different regions.

[0121] It should be noted that the above embodiments are only for more clearly illustrating the technical solutions of the present application, and those skilled in the art can understand that the embodiments of the present application are not limited to the above content, and obvious changes, substitutions or replacements based on the above content do not exceed the scope of the technical solutions of the present application; other embodiments also fall within the scope of the present application without departing from the concept of the present application.​

Claims

1. A fuel information processing method characterized by comprising: The method comprises a first working condition partitioning calibration step (100), a second parameter acquisition and integration step (200), and a fourth oil quality comprehensive judgment step (400). The first working condition partitioning calibration step (100) partitions engine speed N and load R, and calibrates a preset number of working conditions, so that each working condition corresponds to a test condition for fuel information processing. The second parameter acquisition and integration step (200) acquires a preset number of reference physical quantities (210), and confirms that the values of the reference physical quantities (210) fall within a preset calibration interval (220). The calibration interval (220) is composed and / or defined by the preset value range of the reference physical quantity (210). The fourth oil quality comprehensive judgment step (400) uses a control unit to detect and respond to engine knock in the working condition according to the partition of the working condition given by the first working condition partitioning calibration step (100), and reflects the quality change of the fuel used by the engine according to the offset of the engine ignition angle and / or the value of the knock retard angle in the response. The reference physical quantity (210) includes at least one of the ambient temperature T0 of the engine, the intake manifold temperature T1, the main water temperature T2, the cylinder head temperature T3, and the humidity signal P0. Accordingly, when the values of the reference physical quantity (210) correspond to the following intervals, it is considered that the second parameter acquisition and integration step (200) has acquired the reference physical quantity (210) that meets the test requirements. The calibration interval (220) of the reference physical quantity (210) includes: △T0∈[-KK0,KK0]、△T1∈[-KK1,KK1]、△T2∈[-KK2,KK2]、△T3∈[-KK3,KK3]、△P0∈[-KK4,KK4], wherein KK0, KK1, KK2, KK3, and KK4 are enable threshold values to be calibrated. If the engine speed N >= C0, the load R >= C1, the main water temperature T2 or the cylinder head temperature T3 >= C2, the knock control function of the engine is normal, the engine is not in a fault state, and the engine is in a non-strong dynamic working condition, i.e., the intake manifold pressure gradient Dp / Dt <= C3 and the speed gradient Dn / Dt <= C4, it is considered that the fuel of the engine meets the poor oil product or the bad oil identification enable processing. Parameters C0, C1, C2, C3, and C4 are poor oil enable parameters (410), which are obtained after calibration testing. The method further comprises a third refueling signal calibration step (300). The third refueling signal calibration step (300) acquires and / or identifies the oil tank cap opening information (310), and logically judges the first liquid level A and the second liquid level B of the oil tank after the oil tank cap opening signal is valid. If the first liquid level A = Y1 or A >= X1, and (B-A) >= Y1, and (B-A) / A >= Z1 are simultaneously satisfied, the refueling signal is enabled and / or the refueling completion flag is set. KK0=5, KK1=5, KK2=5, KK3=5, KK4=30%; X1=15 liters, Y1=5 liters, Z1=5%; KF1=-4.5 degrees of crank angle; C0=600 rpm, C1=30%, C2=60 degrees, C3 is calibrated based on a speed-load map, C4 is calibrated based on a speed curve; if the above values do not simultaneously satisfy, the reference physical quantity (210) further comprises at least one of an ambient pressure, an exhaust temperature, a piston top temperature, an oil pressure, and an oil temperature; the permutation and combination of the bad oil enabling parameters (410) is used for confirming that the fuel of the engine meets the inferior oil product and / or enabling processing of bad oil identification; the permutation and combination includes that only the load R, the main water temperature T2, and the knock control function are normal, the permutation and combination further includes that the load R, the cylinder head temperature T3, and the knock control function are normal, and the permutation and combination further includes that the speed N, the load R, the main water temperature T2, and the intake manifold pressure gradient simultaneously satisfy; the bad oil enabling parameters (410) further include an oil temperature, a piston top temperature, and / or a vehicle speed; the reference physical quantity (210) is composed of a decision quantity through permutation and combination, and the decision quantity is used for generating a related enabling condition.

2. The fuel information processing method according to claim 1, wherein: The partition of the working condition state includes speed partitions N1, N2, N3, N4, and NX, and the partition of the working condition state further includes load partitions R1, R2, R3, R4, and RY, X, and Y are positive integers, and the X and the Y are used to represent the number of corresponding partitions; the speed partition and / or the load partition are calibrated according to the working condition of the engine; the working condition state is provided with a speed hysteresis NZ and / or a load hysteresis RZ when being partitioned, and the speed hysteresis NZ and / or the load hysteresis RZ are used to prevent the influence of changes of the speed N and / or the load R on a test process, so as to avoid the generation of misoperation and / or abnormal detection process.

3. The fuel oil information processing method of claim 1, further comprising a fifth delayed feedback handling step (500); the fifth delayed feedback handling step (500) delays the ignition angle according to the partition of the operating condition state, avoids the engine continuous knock and / or over knock process from being induced, and avoids the control unit triggering the system protection process due to the knock back angle; if the quality change information or data obtained by the fourth oil quality comprehensive judgment step (400) exceeds the preset bad oil threshold value, the engine is limited to operate in a preset safe range and / or the load R is limited to be in a range less than a preset load threshold value; wherein, If the third oiling signal calibration step (300) gives the oiling signal enabling and / or the oiling completion flag setting information, and the average value of knock-retarded ignition angle DZ is less than a preset threshold KF1 and lasts for a delay time T1, a correction offset dzw1 is added to the basic ignition angle; In addition, the bad oil ignition angle is also corrected for the non-knock region, and the correction of the ignition angle is consistent with the bad oil self-learning ignition angle of the adjacent knock region; if the ignition angle is delayed, the intake amount of the engine is limited to be less than an intake threshold, and a first load threshold MAP1 based on the engine speed N and the output ignition angle delay angle relative to the basic ignition angle is given; at the same time, a second load threshold MAP2 is given according to the speed N and the intake manifold temperature T1, and then a load limit value constrained by the first load threshold MAP1 and the second load threshold MAP2 is output; the ignition angle adopts the self-learning strategy (520) of the sub-region of the working condition or the self-learning of the full map MAP according to the speed load of the basic ignition angle based on the information processing of the vehicle control unit; the self-learning process is limited by the ignition angle change amount KF caused by the bench steady-state oil product difference; so that the self-learning value <= KF; the ignition angle change amount KF is the difference value of the basic ignition angle tested by the bench based on the normal oil product and the bad oil under the same conditions or the conditions constrained by the reference physical quantity (210); the bad oil ignition angle correction value of the non-knock region is the average value obtained by multiplying the KF corresponding to the working condition data by the ratio coefficient corresponding to the working condition in the ignition angle change amount KF value table and the actual bad oil correction angle of the knock region.

4. An engine management device (700) comprising a first working condition partition calibration unit (710), a second parameter acquisition and integration unit (720), a fourth oil quality comprehensive judgment unit (740); wherein, The first working condition sub-region calibration unit (710) partitions the engine speed N and the load R, and calibrates a preset number of working condition states, so that each working condition state corresponds to the test condition of the fuel information processing; The second parameter acquisition and integration unit (720) acquires a preset number of reference physical quantities (210), and confirms that the value of the reference physical quantity (210) falls within a preset calibration interval (220); the calibration interval (220) is composed and / or defined by the preset value range of the reference physical quantity (210); the fourth oil quality comprehensive judgment unit (740) uses the detection and response of the engine knock phenomenon by the control unit in the working condition state according to the partition of the working condition state given by the first working condition sub-region calibration unit (710), and reflects the quality change of the fuel used by the engine according to the value of the offset of the engine ignition angle and / or the knock recession in the response; The reference physical quantity (210) includes at least one of the ambient temperature T0 of the engine, the intake manifold temperature T1, the main water temperature T2, the cylinder head temperature T3, and the humidity signal P0; accordingly, when the value of the reference physical quantity (210) corresponds to the following interval, it is considered that the reference physical quantity (210) meeting the test requirements is obtained in the second parameter acquisition and integration step (200); The to-be-calibrated interval (220) of the reference physical quantity (210) includes: △T0∈[-KK0,KK0], △T1∈[-KK1,KK1], △T2∈[-KK2,KK2], △T3∈[-KK3,KK3], △P0∈[-KK4,KK4], the KK0, KK1, KK2, KK3, KK4 are to be calibrated enable threshold; If the speed N >= C0, the load R >= C1, the main water temperature T2 or the cylinder head temperature T3 >= C2; and the engine knock control function is normal, the engine is not in a fault state; and / or the engine is in a non-strong dynamic condition, that is, the intake manifold pressure gradient Dp / Dt <= C3, the speed gradient Dn / Dt <= C4, it is considered that the fuel of the engine conforms to poor oil or enables the bad oil identification processing; the parameters C0, C1, C2, C3, C4 are poor oil enable parameters (410), which are obtained after calibration test; It also includes a third refueling signal calibration unit (730); the third refueling signal calibration unit (730) collects and / or identifies the tank cap opening information (310), and logically judges the first liquid level A and the second liquid level B of the tank after the tank cap opening signal is valid; if the first liquid level A = Y1, or A >= X1, and (B-A) >= Y1, and simultaneously satisfy (B-A) / A >= Z1, the refueling signal is enabled and / or the refueling completion flag is set; Wherein: KK0 = 5, KK1 = 5, KK2 = 5, KK3 = 5, KK4 = 30%; X1 = 15 liters, Y1 = 5 liters, Z1 = 5%; KF1 = -4.5 degrees crank angle; C0 = 600 rpm, C1 = 30%, C2 = 60 degrees, C3 is calibrated based on the speed load map MAP, C4 is calibrated based on the speed curve; if the above values do not simultaneously satisfy, the reference physical quantity (210) further includes at least one of the ambient pressure, the exhaust temperature, the piston top temperature, the oil pressure, the oil temperature; the arrangement combination of the poor oil enable parameter (410) is used for confirming that the fuel of the engine conforms to poor oil and / or enabling the bad oil identification processing; the arrangement combination includes only using the load R, the main water temperature T2 and the knock control function normal, the arrangement combination also includes the load R, the cylinder head temperature T3 and the knock control function normal, the arrangement combination also includes the speed N, the load R, the main water temperature T2 and the intake manifold pressure gradient simultaneously satisfy; the poor oil enable parameter (410) also includes the oil temperature, the piston top temperature and / or the vehicle speed; the reference physical quantity (210) is composed of a decision quantity by arrangement combination, and the decision quantity is used for generating a related enable condition.

5. The engine management device (700) of claim 4, wherein: The working condition state partition includes speed partitions N1, N2, N3, N4, and NX, and load partitions R1, R2, R3, R4, and RY, X and Y are positive integers, and X and Y represent the number of corresponding partitions; the speed partitions and / or the load partitions are calibrated according to the working condition of the engine; the working condition state is provided with a speed hysteresis NZ and / or a load hysteresis RZ when being partitioned, the speed hysteresis NZ and / or the load hysteresis RZ are used to prevent the influence of the change of the speed N and / or the load R on the test process, so as to avoid the generation of misoperation and / or abnormal detection process.

6. The engine management device (700) of claim 5, further comprising a fifth deferred feedback handling unit (750); the fifth deferred feedback handling unit (750) defers the ignition angle according to the partition of the operating condition state, avoids the engine continuous knock and / or over knock process from being induced, and avoids the control unit triggering the system protection process due to the knock back angle; if the quality change information or data obtained by the fourth oil quality comprehensive judgment unit (740) exceeds the preset bad oil threshold, the engine is limited to operate in a preset safe range and / or the load R is limited to be in a range less than a preset load threshold; wherein, If the third oiling signal calibration unit (730) gives the oiling signal enable and / or the oiling completion flag setting information, and the knock delay ignition angle average value DZ is less than a preset threshold KF1 and lasts for a delay time T1, a correction offset dzw1 is added to the basic ignition angle; In addition, the bad oil ignition angle is also corrected in the non-knock region, and the correction of the ignition angle is kept consistent with the bad oil self-learning ignition angle of the adjacent knock region; if the ignition angle is delayed, the intake amount of the engine is limited to be less than an intake threshold, and a first load threshold MAP1 based on the engine speed N and the output ignition angle delay angle relative to the basic ignition angle is given; at the same time, a second load threshold MAP2 is given according to the speed N and the intake manifold temperature T1, and then a load limit value constrained by the first load threshold MAP1 and the second load threshold MAP2 is output; the ignition angle adopts the partition self-learning strategy (520) of the working condition or the full map MAP self-learning according to the speed load of the basic ignition angle based on the information processing of the vehicle control unit; the self-learning process is limited by the ignition angle change amount KF caused by the bench steady-state oil product difference; so that the self-learning value <= KF; the ignition angle change amount KF is the difference value of the basic ignition angle test based on the same condition or the reference physical quantity (210) constraint condition of the bench under the normal oil product and the bad oil; the bad oil ignition angle correction value of the non-knock region is the average value obtained by multiplying the working condition data corresponding to the KF by the ratio coefficient corresponding to the working condition in the ignition angle change amount KF value table and the actual bad oil correction angle of the knock region.

7. A computer storage medium (903) comprising a storage medium body for storing a computer program; the computer program, when executed by a microprocessor, implements the fuel information processing method of any one of claims 1 to 3.

8. A controller (901) comprising the engine management device (700) of any one of claims 4 to 6 and / or the computer storage medium (903) of any one of claim 7.

Images