Engine control method and device and engine air tightness detection system
By obtaining the working condition points corresponding to the exhaust temperature of the engine, determining the hot and cold impact cycle conditions, and controlling the engine to operate in accordance with this operating conditions, the problem of insufficient reliability of engine airtightness detection in the prior art is solved, and reliable airtightness detection of the engine under the hot and cold impact impact operation conditions is achieved.
Patent Information
- Application Number
- CN202311150288.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2023-09-06
- Publication Date
- 2025-03-07
AI Technical Summary
The prior art lacks the airtightness detection and control method for the engine under the impact conditions of hot and cold cycles, resulting in insufficient reliability of the airtightness detection of the engine.
By obtaining the working conditions points corresponding to the first exhaust temperature and the second exhaust temperature of the engine, the cold and cold shock cycle operating conditions are determined, and the engine is controlled to operate according to this operating conditions until the preset number of hot and cold shock cycles is reached and the machine is shut down.
Reliable airtightness detection of the engine under the impact conditions of hot and cold cycles is achieved, ensuring that the results of the airtightness detection of the engine are more reliable.
Smart Images
Figure CN119574005A_ABST
Abstract
Description
Technical Field
[0001] The present disclosure relates to the field of vehicle safety technology, and in particular to an engine control method, device, electronic equipment, storage medium, chip and engine air tightness detection system. Background Art
[0002] Whether the air tightness of a vehicle engine is qualified is directly related to whether the engine can operate normally.
[0003] In the related art, the air tightness of the engine is usually tested before the engine leaves the factory to determine whether the air tightness of the engine is qualified. However, the air tightness of the engine will change as the engine runs, especially the hot and cold shocks caused by the exhaust temperature of the engine when it runs in different working conditions on the engine body, the exhaust manifold of the engine or the supercharger of the engine, which will change the air tightness of the engine. Therefore, in order to ensure the reliability of the engine air tightness detection, it is also necessary to detect the air tightness of the engine after running in the hot and cold cycle shock working condition, but there is no control method in the related art to make the engine run in the hot and cold cycle shock working condition. Summary of the invention
[0004] The present disclosure provides an engine control method, device, electronic equipment, storage medium, chip and engine air tightness detection system.
[0005] According to a first aspect of the present disclosure, there is provided an engine control method, comprising:
[0006] Acquire a first operating point at a first exhaust temperature of the engine to be detected, and a second operating point at a second exhaust temperature of the engine to be detected;
[0007] Determining a cold and hot shock cycle operating condition of the engine to be tested according to the operating condition of the engine to be tested running back and forth between the first operating point and the second operating point;
[0008] The engine to be detected is controlled to operate according to the hot and cold shock cycle working condition. When the engine to be detected runs to a preset number of hot and cold shock cycles, the engine to be detected is controlled to stop.
[0009] In some embodiments of the present disclosure, the step of acquiring a first operating point when a first exhaust temperature of the engine to be detected is obtained, and a second operating point when a second exhaust temperature of the engine to be detected is obtained, comprises:
[0010] Acquiring the exhaust temperature of the engine to be tested during the universal characteristic test in the speed-torque mode, wherein the exhaust temperature refers to the exhaust temperature of the exhaust manifold or turbocharger of the engine;
[0011] The speed-torque of the engine to be detected when the first exhaust temperature is determined to be a first operating point, and the speed-torque of the engine to be detected when the second exhaust temperature is determined to be a second operating point.
[0012] In some embodiments of the present disclosure, determining the hot and cold shock cycle operating condition of the engine to be detected according to the operating condition of the engine to be detected running back and forth between the first operating point and the second operating point includes:
[0013] Determine that the cyclic operating condition of the engine to be tested, in which the engine is converted from the first operating point to the second operating point according to the first preset speed change rate and the first preset torque change rate, and then converted to the first operating point according to the second preset speed change rate and the second preset torque change rate, is a cold and hot shock cycle operating condition of the engine to be tested.
[0014] In some embodiments of the present disclosure, the engine control method further includes:
[0015] Determine whether the air tightness of the engine to be tested is qualified.
[0016] In some embodiments of the present disclosure, the step of determining whether the air tightness of the engine to be tested is qualified includes:
[0017] Obtaining the maximum exhaust back pressure value when the engine to be tested is running;
[0018] driving the compressed air device to conduct pressure to the engine to be tested until the internal pressure value of the engine to be tested is equal to the maximum exhaust back pressure value; the internal pressure value of the engine to be tested refers to the internal pressure value of the engine to be tested in a sealed state;
[0019] After obtaining the first preset time, the actual internal pressure value of the engine to be tested;
[0020] Based on the actual internal pressure value of the engine to be tested and the maximum exhaust back pressure value, it is determined whether the air tightness of the engine to be tested is qualified.
[0021] According to a second aspect of the present disclosure, there is provided an engine control device, comprising:
[0022] An acquisition unit, used to acquire a first operating point at a first exhaust temperature of the engine to be detected, and a second operating point at a second exhaust temperature of the engine to be detected;
[0023] a determination unit, configured to determine a cold and hot shock cycle operating condition of the engine to be detected according to an operating condition of the engine to be detected running back and forth between the first operating point and the second operating point;
[0024] The control unit is used to control the engine to be detected to operate according to the hot and cold shock cycle working condition, and when the engine to be detected runs to a preset number of hot and cold shock cycles, the engine to be detected is controlled to stop.
[0025] According to a third aspect of the present disclosure, there is provided an electronic device, including:
[0026] at least one processor; and
[0027] a memory communicatively connected to the at least one processor; wherein,
[0028] The memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to execute the method described in the embodiment of the first aspect of the present disclosure.
[0029] According to a fourth aspect of the present disclosure, a non-transitory computer-readable storage medium storing computer instructions is provided, wherein the computer instructions are used to enable the computer to execute the method described in the embodiment of the first aspect of the present disclosure.
[0030] According to the fifth aspect of the present disclosure, a chip is provided, comprising one or more interface circuits and one or more processors; the interface circuit is used to receive a signal from a memory of an electronic device and send the signal to the processor, the signal comprising a computer instruction stored in the memory, and when the processor executes the computer instruction, the electronic device executes the steps of the method described in the embodiment of the first aspect of the present disclosure.
[0031] According to a sixth aspect of the present disclosure, there is provided an engine air tightness detection system, comprising a controller, an engine stand and a temperature sensor;
[0032] The engine test bench is used to perform a universal characteristic test on the engine to be tested under the control of the controller;
[0033] The temperature sensor is arranged at the exhaust outlet of the engine to be detected, and the temperature sensor is used to collect the exhaust temperature of the engine to be detected and transmit the exhaust temperature to the controller;
[0034] The controller is used to obtain a first operating point at a first exhaust temperature of the engine to be detected, and a second operating point at a second exhaust temperature of the engine to be detected;
[0035] Determining the hot and cold shock cycle operating condition of the engine to be tested based on the first operating point and the second operating point;
[0036] The engine to be detected is controlled to operate according to the hot and cold shock cycle working condition. When the engine to be detected runs to a preset number of hot and cold shock cycles, the engine to be detected is controlled to stop.
[0037] In some embodiments of the present disclosure, the system further comprises a pressure sensor and a compressed air device;
[0038] The pressure sensor is arranged at the exhaust outlet of the engine to be detected, and the pressure sensor is used to collect the exhaust back pressure value of the engine to be detected and transmit the exhaust back pressure value to the controller;
[0039] The compressed air device is used to conduct pressure to the engine to be detected under the control of the controller.
[0040] The compressed air device is used to conduct pressure to the engine to be detected under the control of the controller.
[0041] In some embodiments of the present disclosure, the controller is further used for:
[0042] Obtaining the maximum exhaust back pressure value when the engine to be tested is running;
[0043] driving the compressed air device to conduct pressure to the engine to be tested until the internal pressure value of the engine to be tested is equal to the maximum exhaust back pressure value; the internal pressure value of the engine to be tested refers to the internal pressure value of the engine to be tested in a sealed state;
[0044] After obtaining the first preset time, the actual internal pressure value of the engine to be tested;
[0045] Based on the actual internal pressure value of the engine to be tested and the maximum exhaust back pressure value, it is determined whether the air tightness of the engine to be tested is qualified.
[0046] The present disclosure provides an engine control method, device, electronic device, storage medium, chip and engine air tightness detection system. The engine control method comprises:
[0047] Obtain a first operating point at a first exhaust temperature of the engine to be detected, and a second operating point at a second exhaust temperature of the engine to be detected; the temperature values of the first exhaust temperature and the second exhaust temperature are different; determine the hot and cold shock cycle operating condition of the engine to be detected according to the operating condition of the engine to be detected running back and forth between the first operating point and the second operating point; control the engine to be detected to operate according to the hot and cold shock cycle operating condition, and when the engine to be detected runs to a preset number of hot and cold shock cycles, control the engine to be detected to stop.
[0048] According to the scheme of the present disclosure, by obtaining the first operating point at the first exhaust temperature of the engine to be detected, and the second operating point at the second exhaust temperature of the engine to be detected, the hot and cold shock cycle operating condition of the engine to be detected can be determined; then the engine to be detected is controlled to operate according to the hot and cold shock cycle operating condition, and when the engine to be detected runs to a preset number of hot and cold shock cycles, the engine to be detected is controlled to stop. At this time, according to the engine control method provided by the present disclosure, the engine to be detected has undergone hot and cold shocks of exhaust temperature, and the hot and cold shocks are close to the actual operating conditions of the engine to be detected when it is running. Therefore, the result of the air tightness test of the engine to be detected is more reliable at this time.
[0049] It should be understood that the content described in this section is not intended to identify the key or important features of the embodiments of the present application, nor is it intended to limit the scope of the present application. Other features of the present application will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS
[0050] The accompanying drawings are used to better understand the present solution and do not constitute a limitation of the present disclosure.
[0051] Figure 1 A method flow chart of an engine control method provided by an embodiment of the present disclosure;
[0052] Figure 2 A flowchart of a method for obtaining a first operating point and a second operating point provided in an embodiment of the present disclosure;
[0053] Figure 3 A flow chart of a method for determining whether the air tightness of the engine to be tested is qualified provided by an embodiment of the present disclosure;
[0054] Figure 4 A structural flow chart of an engine control device provided by an embodiment of the present disclosure;
[0055] Figure 5 A schematic diagram of the structure of an engine air tightness detection system provided by an embodiment of the present disclosure;
[0056] Figure 6 A flow chart of an engine air tightness detection method provided for an application example of the present disclosure;
[0057] Figure 7 A schematic block diagram of an exemplary electronic device provided for an embodiment of the present disclosure. DETAILED DESCRIPTION
[0058] The following is a description of exemplary embodiments of the present disclosure in conjunction with the accompanying drawings, including various details of the embodiments of the present disclosure to facilitate understanding, which should be considered as merely exemplary. Therefore, it should be recognized by those of ordinary skill in the art that various changes and modifications may be made to the embodiments described herein without departing from the scope and spirit of the present disclosure. Similarly, for the sake of clarity and conciseness, descriptions of well-known functions and structures are omitted in the following description.
[0059] An engine control method, device, electronic device, storage medium, chip, and engine air tightness detection system proposed in an embodiment of the present disclosure are described below with reference to the accompanying drawings.
[0060] Whether the air tightness of a vehicle engine is qualified is directly related to whether the engine can operate normally.
[0061] At present, the engine performance test is mainly carried out based on the "hot and cold shock" test method in the national standard "GB / T 19055-2003 Automobile Engine Reliability Test Method". This method is a test method for engine performance and does not specifically test the air tightness of the engine.
[0062] In the related art, the air tightness of the engine is usually tested before the engine leaves the factory to determine whether the air tightness of the engine is qualified. However, the air tightness of the engine will change as the engine runs, especially the hot and cold shocks caused by the exhaust temperature of the engine when it runs in different working conditions on the engine body, the exhaust manifold of the engine or the supercharger of the engine, which will change the air tightness of the engine. Therefore, in order to ensure the reliability of the engine air tightness detection, it is also necessary to detect the air tightness of the engine after running in the hot and cold cycle shock working condition, but there is no control method in the related art to make the engine run in the hot and cold cycle shock working condition.
[0063] Based on this, an engine control method is provided in an embodiment of the present disclosure. Figure 1 As shown, the engine control method provided by the embodiment of the present disclosure includes the following steps:
[0064] Step 101, obtaining a first operating point at a first exhaust temperature of the engine to be detected, and a second operating point at a second exhaust temperature of the engine to be detected; the first exhaust temperature and the second exhaust temperature have different temperature values;
[0065] In one embodiment, the engine to be tested includes an engine body, an exhaust manifold and a supercharger, and the exhaust manifold and the supercharger are detachably arranged on the housing of the engine body by fixing bolts and nuts. The exhaust manifold is used to discharge the gas generated during the operation of the engine, and the air outlet of the exhaust manifold is connected to the air inlet of the supercharger. The gas discharged by the exhaust manifold can drive the turbine of the supercharger to rotate, so that the supercharger compresses the air and sends it into the engine body. The setting of the supercharger can not only reduce the emission of harmful gases, but also improve the fuel combustion efficiency, thereby improving the performance of the engine to be tested.
[0066] In one embodiment, the failure of the air tightness of the engine to be tested refers to leakage at the joint surface between the engine body and the exhaust manifold and / or the supercharger due to the thermal shock of the exhaust temperature generated when the engine to be tested is running.
[0067] In one embodiment, the first operating point and the second operating point correspond to the rotational speed of the engine to be detected and the torque corresponding to the rotational speed when the engine is running.
[0068] In one embodiment, a universal characteristic test may be performed on the engine to be tested, and a first operating point of the engine to be tested at a first exhaust temperature during the universal characteristic test and a second operating point of the engine to be tested at a second exhaust temperature are obtained.
[0069] In one embodiment, the first exhaust temperature may be the lowest exhaust temperature when the engine is running, and the second exhaust temperature may be the highest exhaust temperature when the engine is running.
[0070] In one embodiment, historical data of a first engine with the same model as the engine to be detected can also be obtained based on the model of the engine to be detected, and then the first operating point of the first engine at the first exhaust temperature and the second operating point of the first engine at the second exhaust temperature can be obtained as the first operating point of the engine to be detected at the first exhaust temperature and the second operating point of the engine to be detected at the second exhaust temperature.
[0071] Step 102, determining a cold and hot shock cycle operating condition of the engine to be tested according to the operating condition of the engine to be tested running back and forth between the first operating point and the second operating point;
[0072] In one embodiment, the thermal shock cycle operating condition refers to an operating condition in which the engine to be tested operates back and forth between the first operating point and the second operating point.
[0073] Step 103, controlling the engine to be tested to operate according to the hot and cold shock cycle working condition, and when the engine to be tested runs for a preset number of hot and cold shock cycles, controlling the engine to be tested to stop.
[0074] In one embodiment, the preset number of thermal shock cycles can be set to a longer number, such as 2000 times in GB / T 19055-2003 Automobile Engine Reliability Test Method. The preset number of thermal shock cycles can be set to a shorter number, such as 10 or 20 times. Preferably, the shorter number is no more than 50 times.
[0075] In one embodiment, if the preset number of thermal shock cycles is not greater than 50, the engine to be tested can be controlled to run multiple times to the preset number of thermal shock cycles, and after each shutdown, the engine to be tested is tested for air tightness.
[0076] According to the scheme of the present disclosure, by obtaining the first operating point at the first exhaust temperature of the engine to be detected, and the second operating point at the second exhaust temperature of the engine to be detected, the hot and cold shock cycle operating condition of the engine to be detected can be determined; then the engine to be detected is controlled to operate according to the hot and cold shock cycle operating condition, and when the engine to be detected runs to a preset number of hot and cold shock cycles, the engine to be detected is controlled to stop. At this time, according to the engine control method provided by the present disclosure, the engine to be detected has undergone hot and cold shocks of exhaust temperature, and the hot and cold shocks are close to the actual operating conditions of the engine to be detected when it is running. Therefore, the result of the air tightness test of the engine to be detected is more reliable at this time.
[0077] In one embodiment, if a universal characteristic test is performed on the engine to be tested, and a first operating point at a first exhaust temperature of the engine to be tested during the universal characteristic test and a second operating point at a second exhaust temperature of the engine to be tested are obtained, then step 101 includes:
[0078] Step 201, obtaining the exhaust temperature of the engine to be tested during the universal characteristic test in the speed-torque mode, wherein the exhaust temperature refers to the exhaust temperature of the exhaust manifold or turbocharger of the engine;
[0079] In one embodiment, an engine test bench may be built with reference to GB / T 19055-2003 Automobile Engine Reliability Test Method, and the engine test bench may be controlled to operate in a speed-torque mode, thereby performing a universal characteristic test on the engine to be tested.
[0080] In one embodiment, obtaining the exhaust temperature of the engine to be tested during the universal characteristic test in the speed-torque mode includes:
[0081] Setting the initial operating condition of the engine to be tested, for example, the initial operating condition of the engine to be tested is a speed of 1000 rpm / min and a torque of 10 N·m;
[0082] The torque of the engine to be tested is controlled to increase at a rate of 10 N·m each time until the torque reaches the maximum torque of the engine to be tested at a speed of 1000 rpm / min; the maximum torque can be calibrated in advance or obtained according to historical data.
[0083] The speed of the engine to be tested is controlled to increase at a rate of 500 rpm each time until the speed reaches the maximum speed of the engine to be tested; the maximum speed can be calibrated in advance or obtained based on historical data.
[0084] The exhaust temperature of the engine to be tested when it runs at each speed and each torque is obtained.
[0085] In one embodiment, the exhaust temperature refers to the exhaust temperature when the engine to be detected is in a steady state, that is, when the speed-torque of the engine remains unchanged.
[0086] Step 202, determining the speed-torque of the engine to be detected at the first exhaust temperature as a first operating point, and determining the speed-torque of the engine to be detected at the second exhaust temperature as a second operating point.
[0087] The solution provided by the embodiment of the present disclosure obtains the exhaust temperature of the engine to be tested during the universal characteristic test in the speed-torque mode, and then determines the first operating point and the second operating point of the engine to be tested. This can ensure that when the air tightness test is performed on the engine to be tested, the hot and cold shocks experienced by the engine to be tested are as close as possible to the actual operating conditions of the engine to be tested when it is running.
[0088] In one embodiment, determining the hot and cold shock cycle operating condition of the engine to be detected according to the operating condition of the engine to be detected running back and forth between the first operating point and the second operating point includes:
[0089] Determine that the cyclic operating condition of the engine to be tested, in which the engine is converted from the first operating point to the second operating point according to the first preset speed change rate and the first preset torque change rate, and then converted to the first operating point according to the second preset speed change rate and the second preset torque change rate, is a cold and hot shock cycle operating condition of the engine to be tested.
[0090] In one embodiment, the first preset speed change rate when the operating condition of the engine to be tested is converted from the first operating point to the second operating point, and the second preset speed change rate when the operating condition of the engine to be tested is converted from the second operating point to the first operating point may be the same or different.
[0091] In one embodiment, the first preset torque change rate when the operating condition of the engine to be tested is converted from the first operating point to the second operating point, and the second preset torque change rate when the operating condition of the engine to be tested is converted from the second operating point to the first operating point may be the same or different.
[0092] In one embodiment, the first preset speed change rate, the second preset speed change rate, the first preset torque change rate and the second preset torque change rate can be set according to actual needs. For example, when testing the air tightness of the engine to be tested, the shorter the interval between the cold shock and the hot shock, the better, that is, the larger the first preset speed change rate and the second preset speed change rate, the better. However, too fast a speed change may damage the engine to be tested, so the maximum speed change rate of the engine to be tested must also be considered.
[0093] In one embodiment, the first preset speed change rate and the second preset speed change rate can be set to the maximum speed change rate of the engine to be detected, such as 200 rpm / s.
[0094] In one embodiment, in actual working conditions, when the exhaust temperature of the engine to be tested is subjected to a cold and hot shock to the engine to be tested, it usually maintains a steady state instead of changing in real time. Therefore, the cold and hot shock cycle working condition of the engine to be tested also includes a first steady state and a second steady state, wherein the first steady state refers to the time length of time that the engine to be tested is stable at the second working condition point, and the second steady state refers to the time length of time that the engine to be tested is stable at the first working condition point.
[0095] Based on this, in one embodiment, determining the cold and hot shock cycle operating condition of the engine to be detected according to the operating condition of the engine to be detected running back and forth between the first operating point and the second operating point includes:
[0096] Determine that the engine to be tested changes from the first operating point to the second operating point according to the first preset speed change rate and the first torque change rate, maintains the first steady state, and then changes back to the first operating point according to the second preset speed change rate and the second preset torque change rate. The cyclic operating condition that maintains the second steady state is the hot and cold shock cycle operating condition of the engine to be tested.
[0097] In one embodiment, the durations of the first stable state and the second stable state may be the same or different.
[0098] Through the solution provided by the present invention, the hot and cold shock cycle working conditions of the engine to be tested are determined, which simplifies the control process of the engine to be tested; the control device can automatically execute the engine to be tested to operate according to the hot and cold shock cycle working conditions, which indirectly improves the air tightness detection efficiency of the engine to be tested.
[0099] In one embodiment, since the engine control method provided by the present disclosure belongs to a pre-order method for detecting the air tightness of the engine to be detected, based on the purpose of detecting the air tightness of the engine to be detected, the engine control method provided by the embodiment of the present disclosure further includes:
[0100] Determine whether the air tightness of the engine to be tested is qualified.
[0101] In one embodiment, a method for detecting whether an engine in a sealed state is depressurized may be used, and after step 101 to step 103, it is determined whether the air tightness of the engine to be detected is qualified.
[0102] For example, in one embodiment, the step of determining whether the air tightness of the engine to be tested is qualified includes:
[0103] Step 301, obtaining the maximum exhaust back pressure value when the engine to be tested is running;
[0104] In one embodiment, the step 301 includes:
[0105] The exhaust back pressure value of the engine to be tested under any operating condition is obtained by setting an air pressure sensor at the exhaust manifold or supercharger outlet of the engine to be tested; and the maximum exhaust back pressure value is determined from the exhaust back pressure values corresponding to any operating condition.
[0106] In one embodiment, the step 301 may further include:
[0107] The highest exhaust back pressure value when the engine to be tested is running is obtained through historical data.
[0108] In one embodiment, the exhaust back pressure value is used to indicate the magnitude of the internal pressure value when the engine to be tested is running. The larger the internal pressure value, the more likely it is to cause the air tightness of the engine to be tested to change.
[0109] Step 302, driving the compressed air device to conduct pressure to the engine to be tested until the internal pressure value of the engine to be tested is equal to the maximum exhaust back pressure value; the internal pressure value of the engine to be tested refers to the internal pressure value of the engine to be tested in a sealed state;
[0110] In one embodiment, the engine to be tested being in a sealed state means that both the air inlet and the exhaust port of the engine to be tested are in a sealed state.
[0111] Step 303, obtaining the actual internal pressure value of the engine to be tested after the first preset time period;
[0112] Step 304: Based on the actual internal pressure value of the engine to be tested and the maximum exhaust back pressure value, determine whether the air tightness of the engine to be tested is qualified.
[0113] In one embodiment, in step 304, if the actual internal pressure value of the engine to be tested is less than the maximum exhaust back pressure value, or the absolute value of the difference between the actual internal pressure value of the engine to be tested and the maximum exhaust back pressure value is greater than a preset pressure threshold, it is judged that the air tightness of the engine to be tested is unqualified.
[0114] In one embodiment, when the air tightness of the engine to be tested is unqualified, it is usually because the engine to be tested is subjected to thermal shock of exhaust temperature, resulting in a gap between the joint surface of the engine body and the exhaust manifold or supercharger, or causing a change in the flatness of the joint surface of at least one of the engine body, exhaust manifold or supercharger.
[0115] Based on this, it is determined that the air tightness of the engine to be tested is unqualified. After step 304, the following may also be included:
[0116] Determine whether the flatness of the joint surface of the engine body, exhaust manifold or supercharger of the engine to be tested changes before and after the engine to be tested runs in the hot and cold shock cycle condition;
[0117] If at least one of the joint surfaces of the engine body, the exhaust manifold or the supercharger changes, the changed joint surface is determined to be a first fault location.
[0118] Accordingly, before determining whether the flatness of the joint surfaces of the engine body, exhaust manifold or supercharger of the engine to be tested changes before and after the engine to be tested runs in the hot and cold shock cycle conditions, it is also necessary to obtain the flatness of the joint surfaces of the engine body, exhaust manifold or supercharger of the engine to be tested before and after the engine to be tested runs in the hot and cold shock cycle conditions.
[0119] In one embodiment, a staff member may also perform the step of determining whether the air tightness of the engine to be tested is qualified, including:
[0120] After the engine to be tested is stopped, the piston of cylinder No. 1 of the engine to be tested is rotated to the top dead center, and the exhaust port of the engine is sealed with a blind plate;
[0121] A compressed air device is used to guide pressure to the engine to be tested, so as to keep the internal pressure value of the engine to be tested in a steady state equal to the maximum exhaust back pressure value; because, when the piston of the No. 1 cylinder of the engine to be tested rotates to the top dead center, taking a four-cylinder engine as an example, at this time, the valves of the No. 1 cylinder and the No. 4 cylinder of the engine to be tested are in a closed state, while the valves of the No. 2 cylinder and the No. 3 cylinder are in an open state, that is, the engine to be tested is in a non-sealed state, therefore, in order to keep the internal pressure value of the engine to be tested in a steady state of the maximum exhaust back pressure value, it is necessary to continuously guide pressure to the engine to be tested;
[0122] Spray soapy water on the joint surface between the engine body, the exhaust manifold and the supercharger of the engine to be tested, and observe whether bubbles are generated;
[0123] If no bubbles are generated at the joint surfaces of the engine body, the exhaust manifold and the supercharger, it is determined that the air tightness of the engine to be tested is qualified;
[0124] If bubbles are generated at least at one of the joints between the engine body, exhaust manifold and supercharger, the leakage level is determined based on the preset judgment conditions:
[0125] The preset judgment conditions are:
[0126] If the bubbles generated are static bubbles, the leakage level is level one;
[0127] If the bubbles generated are increasing in number, the leakage level is level 2;
[0128] If the bubbles generated are continuously increasing, the leakage level is level three.
[0129] like Figure 4 As shown, the embodiment of the present disclosure also provides an engine control device, the engine control device 400 comprising:
[0130] An acquisition unit 401 is used to acquire a first operating point of the engine to be detected at a first exhaust temperature and a second operating point of the engine to be detected at a second exhaust temperature; the first exhaust temperature and the second exhaust temperature have different temperature values;
[0131] A determination unit 402, configured to determine a cold and hot shock cycle operating condition of the engine to be detected according to the operating condition of the engine to be detected running back and forth between the first operating point and the second operating point;
[0132] The control unit 403 is used to control the engine to be tested to operate according to the hot and cold shock cycle working condition, and when the engine to be tested runs for a preset number of hot and cold shock cycles, the engine to be tested is controlled to stop.
[0133] In one embodiment, the acquisition unit 401 is specifically configured to:
[0134] Acquiring the exhaust temperature of the engine to be tested during the universal characteristic test in the speed-torque mode, wherein the exhaust temperature refers to the exhaust temperature of the exhaust manifold or turbocharger of the engine;
[0135] The speed-torque of the engine to be detected when the first exhaust temperature is determined to be a first operating point, and the speed-torque of the engine to be detected when the second exhaust temperature is determined to be a second operating point.
[0136] In one embodiment, the determining unit 402 is specifically configured to:
[0137] Determine that the cyclic operating condition of the engine to be tested, in which the engine is converted from the first operating point to the second operating point according to the first preset speed change rate and the first preset torque change rate, and then converted to the first operating point according to the second preset speed change rate and the second torque change rate, is a cold and hot shock cycle operating condition of the engine to be tested.
[0138] In one embodiment, the engine control device 400 further includes a judgment module, and the judgment module is used to judge whether the air tightness of the engine to be tested is qualified.
[0139] In one embodiment, the judgment module is specifically used to:
[0140] Obtaining the maximum exhaust back pressure value when the engine to be tested is running;
[0141] driving the compressed air device to conduct pressure to the engine to be tested until the internal pressure value of the engine to be tested is equal to the maximum exhaust back pressure value; the internal pressure value of the engine to be tested refers to the internal pressure value of the engine to be tested in a sealed state;
[0142] After obtaining the first preset time, the actual internal pressure value of the engine to be tested;
[0143] Based on the actual internal pressure value of the engine to be tested and the maximum exhaust back pressure value, it is determined whether the air tightness of the engine to be tested is qualified.
[0144] like Figure 5 As shown, the embodiment of the present disclosure also provides an engine air tightness detection system, including a controller 501, an engine stand 503 and a temperature sensor 504;
[0145] The engine test bench 503 is used to perform a universal characteristic test on the engine to be tested 502 under the control of the controller 501;
[0146] The temperature sensor 504 is disposed at the exhaust outlet of the engine to be detected 502, and the temperature sensor 504 is used to collect the exhaust temperature of the engine to be detected 502 and transmit the exhaust temperature to the controller 501;
[0147] The controller 501 is used to obtain a first operating point at a first exhaust temperature of the engine 502 to be detected, and a second operating point at a second exhaust temperature of the engine 502 to be detected;
[0148] Determine the hot and cold shock cycle operating condition of the engine 502 to be tested according to the operating condition of the engine 502 to be tested running back and forth between the first operating point and the second operating point;
[0149] The engine to be detected 502 is controlled to operate according to the hot and cold shock cycle working condition. When the engine to be detected 502 runs to a preset number of hot and cold shock cycles, the engine to be detected 502 is controlled to stop.
[0150] In one embodiment, the system further comprises a pressure sensor 505 and a compressed air device 506;
[0151] The pressure sensor 505 is disposed at the exhaust outlet of the engine to be detected 502, and the pressure sensor 505 is used to collect the exhaust back pressure value of the engine to be detected 502, and transmit the exhaust back pressure value to the controller 501;
[0152] The compressed air device 506 is used to conduct pressure to the engine to be detected 502 under the control of the controller 501 .
[0153] In one embodiment, the controller 501 is further used for:
[0154] Obtaining the maximum exhaust back pressure value when the engine 502 to be tested is running;
[0155] The compressed air device 506 is driven to conduct pressure to the engine to be tested 502 until the internal pressure value of the engine to be tested 502 is equal to the maximum exhaust back pressure value; the internal pressure value of the engine to be tested 502 refers to the internal pressure value of the engine to be tested 502 in a sealed state;
[0156] After obtaining the first preset time, the actual internal pressure value of the engine 502 to be detected;
[0157] Based on the actual internal pressure value of the engine 502 to be tested and the maximum exhaust back pressure value, it is determined whether the air tightness of the engine 502 to be tested is qualified.
[0158] like Figure 6As shown, the embodiment of the present disclosure also provides an engine air tightness detection method, which is applied to the engine detection system, and the engine air tightness detection method includes:
[0159] Step 601, the controller obtains a first operating point at a first exhaust temperature, a second operating point at a second exhaust temperature, and a maximum exhaust back pressure value of the engine to be tested;
[0160] Specifically, the engine bench was built according to GB / T 19055-2003 Automobile Engine Reliability Test Method;
[0161] The controller controls the engine test bench to perform a universal characteristic test on the engine to be tested in a speed-torque mode;
[0162] The initial operating conditions of the engine to be tested are set to a speed of 1000 rpm / min and a torque of 10 N·m;
[0163] Controlling the torque of the engine to be tested to increase at a rate of 10 N·m each time until the torque reaches the maximum torque of the engine to be tested at a speed of 1000 rpm / min;
[0164] Controlling the speed of the engine to be tested to increase at a rate of 500 rpm each time until the speed reaches the maximum speed of the engine to be tested;
[0165] The controller obtains the exhaust temperature and exhaust back pressure value of the engine to be tested at each speed and each torque through the temperature sensor and the pressure sensor;
[0166] Determine a first operating point at a first exhaust gas temperature of the engine to be tested, a second operating point at a second exhaust gas temperature, and a maximum exhaust back pressure value.
[0167] Step 602, the controller determines the cold and hot shock cycle operating condition of the engine to be tested according to the operating condition of the engine to be tested running back and forth between the first operating point and the second operating point;
[0168] Specifically, the controller determines that the engine to be tested is converted from the first operating point to the second operating point according to the first preset speed change rate and the first torque change rate, maintains the first steady state, and then converts to the first operating point according to the second preset speed change rate and the second torque change rate. The cyclic operating condition that maintains the second steady state is the hot and cold shock cycle operating condition of the engine to be tested.
[0169] The first preset speed change rate is 150 rpm / s, the second preset speed change rate is 200 rpm / s, and the durations of the first steady state and the second steady state are both 180 s.
[0170] Step 603, the controller controls the engine to be tested to operate according to the hot and cold shock cycle working condition, and when the engine to be tested runs to a preset number of hot and cold shock cycles, controls the engine to be tested to stop;
[0171] Wherein, the preset number of hot and cold shock cycles is 50 times.
[0172] Step 604, after the engine to be tested is stopped, the piston of the No. 1 cylinder of the engine to be tested is rotated to the top dead center, and the exhaust port of the engine is sealed with a blind plate;
[0173] Step 605, using a compressed air device to conduct pressure to the engine to be tested, so as to keep the internal pressure value of the engine to be tested in a steady state equal to the maximum exhaust back pressure value;
[0174] Step 606, spraying soapy water onto the joint surfaces of the engine body, the exhaust manifold and the supercharger of the engine to be tested, and observing whether bubbles are generated;
[0175] If no bubbles are generated, repeat steps 603 to 606 for multiple times until the number of repetitions reaches a preset number of repetitions, and then proceed to step 607;
[0176] If bubbles are generated, proceed to step 608;
[0177] Step 607, determining whether the air tightness of the engine to be tested is qualified;
[0178] Step 608, determining the leakage level based on the preset judgment conditions;
[0179] The preset judgment conditions are:
[0180] If the bubbles generated are static bubbles, the leakage level is level one;
[0181] If the bubbles generated are increasing in number, the leakage level is level 2;
[0182] If the bubbles generated are continuously increasing, the leakage level is level three.
[0183] According to an embodiment of the present disclosure, the present disclosure also provides an electronic device, a non-transitory computer-readable storage medium storing computer instructions, and a chip.
[0184] Specifically, an embodiment of the present disclosure provides an electronic device, including:
[0185] at least one processor; and
[0186] a memory communicatively connected to the at least one processor; wherein,
[0187] The memory stores instructions that can be executed by the at least one processor. The instructions are executed by the at least one processor to enable the at least one processor to perform the steps of the aforementioned engine control method.
[0188] An embodiment of the present disclosure provides a non-transitory computer-readable storage medium storing computer instructions, wherein the computer instructions are used to enable the computer to execute the steps of the aforementioned engine control method.
[0189] An embodiment of the present disclosure provides a chip, including one or more interface circuits and one or more processors; the interface circuit is used to receive a signal from a memory of an electronic device and send the signal to the processor, the signal includes computer instructions stored in the memory, and when the processor executes the computer instructions, the electronic device performs the steps of the aforementioned engine control method.
[0190] Figure 7 A schematic block diagram of an example electronic device 700 that can be used to implement an embodiment of the present disclosure is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices, vehicle-mounted devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present disclosure described and / or required herein.
[0191] like Figure 7 As shown, the electronic device 700 includes a computing unit 701, which can perform various appropriate actions and processes according to a computer program stored in a ROM (Read-Only Memory) 702 or a computer program loaded from a storage unit 708 to a RAM (Random Access Memory) 703. In RAM 703, various programs and data required for the operation of the device 700 can also be stored. The computing unit 701, ROM 702, and RAM 703 are connected to each other via a bus 704. An I / O (Input / Output) interface 705 is also connected to the bus 704.
[0192] Multiple components in the electronic device 700 are connected to the I / O interface 705, including: an input unit 704, such as a keyboard, a mouse, etc.; an output unit 707, such as various types of displays, speakers, etc.; a storage unit 708, such as a disk, an optical disk, etc.; and a communication unit 709, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 709 allows the device 700 to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.
[0193] The computing unit 701 may be a variety of general and / or special processing components with processing and computing capabilities. Some examples of the computing unit 701 include, but are not limited to, CPU (Central Processing Unit), GPU (Graphic Processing Units), various dedicated AI (Artificial Intelligence) computing chips, various computing units running machine learning model algorithms, DSP (Digital Signal Processor), and any appropriate processor, controller, microcontroller, etc. The computing unit 701 performs the various methods and processes described above, such as the engine control method. For example, in some embodiments, the engine control method may be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as a storage unit 708. In some embodiments, part or all of the computer program may be loaded and / or installed on the device 700 via the ROM 702 and / or the communication unit 709. When the computer program is loaded into the RAM 703 and executed by the computing unit 701, one or more steps of the method described above may be performed. Alternatively, in other embodiments, the computing unit 701 may be configured to execute the aforementioned engine control method in any other appropriate manner (eg, by means of firmware).
[0194] Various embodiments of the systems and techniques described above herein may be implemented in digital electronic circuit systems, integrated circuit systems, FPGAs (Field Programmable Gate Arrays), ASICs (Application-Specific Integrated Circuits), ASSPs (Application Specific Standard Products), SOCs (System On Chips), CPLDs (Complex Programmable Logic Devices), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include: being implemented in one or more computer programs that may be executed and / or interpreted on a programmable system including at least one programmable processor that may be a dedicated or general-purpose programmable processor that may receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.
[0195] The program code for implementing the method of the present disclosure may be written in any combination of one or more programming languages. These program codes may be provided to a processor or controller of a general-purpose computer, a special-purpose computer, or other programmable data processing device, so that the program code, when executed by the processor or controller, enables the functions / operations specified in the flow chart and / or block diagram to be implemented. The program code may be executed entirely on the machine, partially on the machine, partially on the machine and partially on a remote machine as a stand-alone software package, or entirely on a remote machine or server.
[0196] In the context of the present disclosure, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or equipment. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or device, or any suitable combination of the foregoing. More specific examples of machine-readable storage media may include electrical connections based on one or more lines, portable computer disks, hard disks, RAM, ROM, EPROM (Electrically Programmable Read-Only-Memory) or flash memory, optical fiber, CD-ROM (Compact Disc Read-Only Memory), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.
[0197] It should be understood that the various forms of processes shown above can be used to reorder, add or delete steps. For example, the steps recorded in this disclosure can be executed in parallel, sequentially or in different orders, as long as the desired results of the technical solutions disclosed in this disclosure can be achieved, and this document does not limit this.
[0198] The above specific implementations do not constitute a limitation on the protection scope of the present disclosure. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions can be made according to design requirements and other factors. Any modification, equivalent substitution and improvement made within the spirit and principle of the present disclosure shall be included in the protection scope of the present disclosure.
Claims
1. An engine control method, characterized in that: include: Acquiring a first operating point at a first exhaust temperature of the engine to be detected and a second operating point at a second exhaust temperature of the engine to be detected; the first exhaust temperature and the second exhaust temperature have different temperature values; Determining a cold and hot shock cycle operating condition of the engine to be tested according to the operating condition of the engine to be tested running back and forth between the first operating point and the second operating point; The engine to be detected is controlled to operate according to the hot and cold shock cycle working condition until it runs to a preset number of hot and cold shock cycles, and then the engine to be detected is controlled to stop.
2. The method according to claim 1, characterized in that The step of obtaining a first operating point when a first exhaust gas temperature of the engine to be detected is obtained, and a second operating point when a second exhaust gas temperature of the engine to be detected is obtained, comprising: Acquiring the exhaust temperature of the engine to be tested during the universal characteristic test in the speed-torque mode; The speed-torque of the engine to be detected when the first exhaust temperature is determined to be a first operating point, and the speed-torque of the engine to be detected when the second exhaust temperature is determined to be a second operating point.
3. The method according to claim 1, characterized in that The step of determining the cold and hot shock cycle operating condition of the engine to be detected according to the operating condition of the engine to be detected reciprocating between the first operating point and the second operating point comprises: Determine that the cyclic operating condition of the engine to be tested, in which the engine is converted from the first operating point to the second operating point according to the first preset speed change rate and the first preset torque change rate, and then converted to the first operating point according to the second preset speed change rate and the second torque change rate, is a cold and hot shock cycle operating condition of the engine to be tested.
4. The method according to any one of claims 1 to 3, characterized in that The method further comprises: Determine whether the air tightness of the engine to be tested is qualified.
5. The method according to claim 4, characterized in that The step of judging whether the air tightness of the engine to be tested is qualified comprises: Obtaining the maximum exhaust back pressure value when the engine to be tested is running; driving the compressed air device to conduct pressure to the engine to be tested until the internal pressure value of the engine to be tested is equal to the maximum exhaust back pressure value; the internal pressure value of the engine to be tested refers to the internal pressure value of the engine to be tested in a sealed state; After obtaining the preset time, the actual internal pressure value of the engine to be tested; Based on the actual internal pressure value of the engine to be tested and the maximum exhaust back pressure value, it is determined whether the air tightness of the engine to be tested is qualified.
6. An engine control device, characterized in that: include: an acquisition unit, used to acquire a first operating point at a first exhaust temperature of the engine to be detected, and a second operating point at a second exhaust temperature of the engine to be detected; the first exhaust temperature and the second exhaust temperature have different temperature values; a determination unit, configured to determine a cold and hot shock cycle operating condition of the engine to be detected according to an operating condition of the engine to be detected running back and forth between the first operating point and the second operating point; The control unit is used to control the engine to be detected to operate according to the hot and cold shock cycle working condition, and when the engine to be detected runs to a preset number of hot and cold shock cycles, the engine to be detected is controlled to stop.
7. An electronic device comprising: at least one processor; as well as a memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the method according to any one of claims 1 to 5.
8. A non-transitory computer-readable storage medium storing computer instructions, wherein: The computer instructions are used to cause the computer to execute the method according to any one of claims 1 to 5.
9. A chip comprising one or more interface circuits and one or more processors; the interface circuit is used to receive a signal from a memory of an electronic device and send the signal to the processor, the signal comprising a computer instruction stored in the memory, and when the processor executes the computer instruction, the electronic device executes the steps of the method as described in any one of claims 1 to 5.
10. An engine air tightness detection system, characterized in that: Including controller, engine stand and temperature sensor; The engine test bench is used to perform universal characteristic tests on the engine to be tested under the control of the controller; The temperature sensor is arranged at the exhaust outlet of the engine to be detected, and the temperature sensor is used to collect the exhaust temperature of the engine to be detected and transmit the exhaust temperature to the controller; The controller is used to obtain a first operating point at a first exhaust temperature of the engine to be detected, and a second operating point at a second exhaust temperature of the engine to be detected; the first exhaust temperature and the second exhaust temperature have different temperature values; Determining a cold and hot shock cycle operating condition of the engine to be tested according to the operating condition of the engine to be tested running back and forth between the first operating point and the second operating point; The engine to be detected is controlled to operate according to the hot and cold shock cycle working condition. When the engine to be detected runs to a preset number of hot and cold shock cycles, the engine to be detected is controlled to stop.
11. The system according to claim 10, characterized in that The system also includes a pressure sensor and a compressed air device; The pressure sensor is arranged at the exhaust outlet of the engine to be detected, and the pressure sensor is used to collect the exhaust back pressure value of the engine to be detected and transmit the exhaust back pressure value to the controller; The compressed air device is used to conduct pressure to the engine to be detected under the control of the controller.
12. The system according to claim 11, characterized in that: The controller is also used for: Obtaining the maximum exhaust back pressure value when the engine to be tested is running; driving the compressed air device to conduct pressure to the engine to be tested until the internal pressure value of the engine to be tested is equal to the maximum exhaust back pressure value; the internal pressure value of the engine to be tested refers to the internal pressure value of the engine to be tested in a sealed state; After obtaining the first preset time, the actual internal pressure value of the engine to be tested; Based on the actual internal pressure value of the engine to be tested and the maximum exhaust back pressure value, it is determined whether the air tightness of the engine to be tested is qualified.