Ignition energy dynamic compensation method based on multi-dimensional parameters and ignition system

Abstract

The invention relates to the technical field of engine ignition systems, in particular to an ignition energy dynamic compensation method based on multi-dimensional parameters and an ignition system. The method comprises the steps that a first ignition energy value corresponding to the current engine working condition is obtained; acquiring environment parameters, combustion parameters and ignition times; determining an ignition compensation coefficient according to the environment parameters, the combustion parameters and the ignition times; correcting the first ignition energy value according to the ignition compensation coefficient to obtain a second ignition energy value; and the engine under the current engine working condition is ignited according to the second ignition energy value. According to the ignition energy compensation method, factors of three dimensions including the environment parameters, the combustion parameters and the ignition times are introduced for mathematical modeling, the ignition compensation coefficient is determined through the function mapping table of the environment parameters, the combustion parameters and the ignition times, and the first ignition energy is corrected through the ignition compensation coefficient to obtain the second ignition energy; and ignition is conducted according to the second ignition energy value, and the ignition success rate under ultra-lean combustion is increased.

Description

Technical Field

[0001] The present application relates to the technical field of engine ignition systems, and in particular to an ignition energy dynamic compensation method and an ignition system based on multi-dimensional parameters. Background Art

[0002] Engines using ultra-lean burn technology achieve higher thermal efficiency than conventional engines, ensuring more complete combustion of the gas in the cylinder. However, ultra-lean burn technology requires a high-energy ignition coil with multi-stage ignition to ensure successful ignition of the gas in the cylinder. High-energy ignition coils have higher ignition energy than conventional ignition coils, resulting in faster electrode erosion and, consequently, a shorter service life.

[0003] To extend the service life of high-energy ignition coils, existing ignition systems use a multi-stage ignition strategy, which reduces the ignition coil output voltage in engine operating conditions with low ignition energy requirements and increases the ignition coil output voltage in engine operating conditions with high ignition energy requirements.

[0004] Ignition systems using this multi-stage ignition strategy still have drawbacks. Whether the ignition coil can successfully ignite depends not only on the engine's operating conditions (such as speed and power), but also on external factors such as environmental factors (such as temperature) and the ignition coil's service life.

[0005] In order to comprehensively consider other factors that affect cylinder ignition and more accurately determine the minimum ignition energy under different circumstances, the present application provides an ignition energy dynamic compensation method and ignition system based on multi-dimensional parameters. Summary of the Invention

[0006] To overcome the problems existing in the related art, the first aspect of the present application provides a method for dynamic compensation of ignition energy based on multi-dimensional parameters, comprising: Obtaining a first ignition energy value corresponding to the current engine operating condition; Obtaining environmental parameters, combustion parameters, and ignition times; the environmental parameters include temperature and humidity, and the combustion parameters include misfire rate, air-fuel ratio, and EGR rate; determining an ignition compensation coefficient according to the environmental parameter, the combustion parameter, and the number of ignitions; Correcting the first ignition energy value according to the ignition compensation coefficient to obtain a second ignition energy value; The engine in the current engine operating condition is ignited with the second ignition energy value.

[0007] In one embodiment, obtaining the first ignition energy value corresponding to the current engine operating condition specifically includes: Obtain engine operating parameters; The corresponding first ignition energy value is searched in a pre-stored mapping table according to the engine operating condition parameter.

[0008] In one embodiment, the mapping relationship between the input value and the output value of the pre-stored mapping table is:

[0009] in, is the first ignition energy value, is the engine speed, is the throttle opening, is the torque, is the preset coefficient.

[0010] In one embodiment, determining the ignition compensation coefficient according to the environmental parameter, the combustion parameter, and the number of ignitions specifically includes: determining an environmental correction factor according to the environmental parameters; determining a combustion correction factor based on the combustion parameters; determining a life correction factor based on the number of ignitions; The ignition compensation coefficient is determined according to the environment correction coefficient, the combustion correction coefficient, and the life correction coefficient.

[0011] In one embodiment, determining the environmental correction coefficient according to the environmental parameter specifically includes:

[0012] in, is the environmental correction factor, is the ambient temperature, For humidity.

[0013] In one embodiment, determining the combustion correction coefficient according to the combustion parameters specifically includes: determining a misfire rate compensation value according to the misfire rate; determining an air-fuel ratio compensation value according to the air-fuel ratio difference; determining the EGR rate compensation value according to the EGR rate difference; The combustion correction coefficient is determined based on the misfire rate compensation value, the air-fuel ratio compensation value, and the EGR rate compensation value.

[0014] In one embodiment, determining the combustion correction coefficient according to the misfire rate compensation value, the air-fuel ratio compensation value, and the EGR rate compensation value specifically includes: The combustion correction coefficient is equal to the product of the misfire rate compensation value, the air-fuel ratio compensation value, and the EGR rate compensation value.

[0015] In one embodiment, determining the life correction factor according to the number of ignitions specifically includes: It is determined whether the number of ignitions is greater than a preset number. If so, the life correction coefficient is determined as a first life compensation value; if not, the life correction coefficient is determined as a second life compensation value.

[0016] In one embodiment, after igniting the engine in the current engine operating state with the second ignition energy value, the method further includes: Obtaining an ideal spark plug electrode gap, the second ignition energy value, a misfire rate, and an ignition frequency; The spark plug wear value is predicted based on the ideal spark plug electrode gap, the second ignition energy value, the misfire rate, and the number of ignitions.

[0017] The second aspect of the present application provides an ignition system based on real-time engine operating parameters, which is used to execute the steps in the ignition energy dynamic compensation method as described in the first aspect of the present application.

[0018] The technical solution provided by this application may have the following beneficial effects: The ignition energy compensation method of this application incorporates three dimensions of factors: environmental parameters, combustion parameters, and ignition number for mathematical modeling. Based on a first ignition energy determined by engine operating conditions, correction coefficients for each dimension are determined using a function mapping table of environmental parameters, combustion parameters, and ignition number. An ignition compensation coefficient is then calculated based on the correction coefficients. The first ignition energy is then corrected using the ignition compensation coefficient to obtain a second ignition energy. Ignition with the second ignition energy can improve the ignition success rate under ultra-lean burn conditions.

[0019] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The above and other objects, features and advantages of the present application will become more apparent through a more detailed description of exemplary embodiments of the present application in conjunction with the accompanying drawings, wherein the same reference numerals generally represent the same components in the exemplary embodiments of the present application.

[0021] Figure 1 This is a flow chart of the ignition energy dynamic compensation method described in an embodiment of the present application. DETAILED DESCRIPTION

[0022] The preferred embodiments of the present application will be described in more detail below with reference to the accompanying drawings. Although the preferred embodiments of the present application are shown in the accompanying drawings, it should be understood that the present application can be implemented in various forms and should not be limited by the embodiments described herein. Instead, these embodiments are provided to make the present application more thorough and complete, and to fully convey the scope of the present application to those skilled in the art.

[0023] The terms used in this application are for the purpose of describing specific embodiments only and are not intended to limit this application. As used in this application and the appended claims, the singular forms "a," "an," "the," and "the" are intended to include the plural forms, unless the context clearly indicates otherwise. It should also be understood that the term "and / or" as used herein refers to and encompasses any and all possible combinations of one or more of the associated listed items.

[0024] It should be understood that although the terms "first", "second", "third", etc. may be used in this application to describe various information, this information should not be limited to these terms. These terms are only used to distinguish information of the same type from each other. For example, without departing from the scope of this application, the first information may also be referred to as the second information, and similarly, the second information may also be referred to as the first information. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this application, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0025] Example 1 As mentioned in the background, ignition systems using the aforementioned multi-stage ignition strategy suffer from inaccurate ignition energy correction. Because existing ignition systems only adjust ignition energy based on different engine operating conditions, this results in a high misfire rate during ultra-lean burn conditions.

[0026] The technical solution of the present application finds that whether the ignition coil can successfully ignite is not only related to the operating conditions of the engine itself (such as speed and power), but is also affected by external factors such as environmental factors (such as temperature) and the service life of the ignition coil.

[0027] The embodiment of the present application comprehensively considers other factors that affect cylinder ignition, models the factors that affect ignition, determines a new dynamic compensation model for ignition energy, and corrects the ignition energy according to the model to improve the engine's ignition success rate under ultra-lean combustion.

[0028] Figure 1 This is a flow chart of the ignition energy dynamic compensation method described in an embodiment of the present application.

[0029] like Figure 1 As shown, the ignition energy dynamic compensation method includes the following steps: S100, obtaining a first ignition energy value corresponding to the current engine operating condition; The ignition energy dynamic compensation method described in the embodiment of the present application determines the first ignition energy value according to the engine operating parameters on the basis of the existing multi-stage ignition strategy.

[0030] Furthermore, step S101 specifically includes: S101, obtaining engine operating parameters; S102: Searching for the corresponding first ignition energy value in a pre-stored mapping table according to the engine operating condition parameter.

[0031] Specifically, the input value and output value of the pre-stored mapping table are in a nonlinear mapping relationship. Exemplarily, the function of the mapping relationship is expressed as:

[0032] in, is the first ignition energy value, is the engine speed, is the throttle opening, is the torque, is the preset coefficient.

[0033] Based on the first ignition energy value, steps S200 to S500 dynamically compensate the first ignition energy value by using an environment correction factor, a combustion correction factor, and a life correction factor.

[0034] S200, obtaining environmental parameters, combustion parameters and ignition times; Specifically, the combustion parameters include misfire rate, air-fuel ratio, and EGR rate; the environmental parameters include temperature and humidity. The ignition times are the total number of ignition times of the spark plug.

[0035] It is understandable that the environmental parameters, combustion parameters and ignition times are read from the engine control system or collected from sensors.

[0036] S300, determining an ignition compensation coefficient according to the environmental parameter, the combustion parameter, and the number of ignitions; Furthermore, step S300 specifically includes: S301, determining an environmental correction coefficient according to the environmental parameters; S302, determining a combustion correction coefficient according to the combustion parameters; S303, determining a life correction coefficient according to the number of ignitions; S304 : Determine the ignition compensation coefficient according to the environment correction coefficient, the combustion correction coefficient, and the life correction coefficient.

[0037] In step S301 , specifically: determining an environmental correction coefficient according to the ambient temperature and humidity.

[0038] The mathematical representation of an exemplary environmental correction factor is:

[0039] in, is the humidity correction factor, is the ambient temperature, For humidity.

[0040] In step S302, it specifically includes: S3021. Determine a misfire rate compensation value according to the misfire rate; S3022, determining an air-fuel ratio compensation value according to the air-fuel ratio difference; S3023, determining the EGR rate compensation value according to the EGR rate difference; S3024. Calculate the product of the misfire rate compensation value, the air-fuel ratio compensation value, and the EGR rate compensation value to obtain the combustion correction coefficient.

[0041] Exemplarily, the combustion correction factor is mathematically expressed as:

[0042] in, is the misfire rate compensation value, is the air-fuel ratio compensation value, is the EGR rate compensation value, is the combustion correction factor.

[0043] Specifically, the misfire rate compensation value in the embodiment of the present application is determined as follows: Define misfire rate thresholds equal to 5% and 10%; When the misfire rate is less than or equal to 5%, the misfire rate compensation value Equal to the first misfire rate compensation value 1.0; When the misfire rate is greater than or equal to 5% and less than or equal to 10%, the misfire rate compensation value Equal to the second misfire rate compensation value 1.3; When the misfire rate is greater than or equal to 10%, the misfire rate compensation value Equal to the third misfire rate compensation value of 1.8.

[0044] The air-fuel ratio compensation value is determined as follows:

[0045] in, is the air-fuel ratio compensation value, is the actual air-fuel ratio, is the target air-fuel ratio.

[0046] The EGR rate difference is determined as follows:

[0047]

[0048] in, is the difference between the actual EGR rate and the target EGR rate, is the actual EGR rate, is the target EGR rate.

[0049] In step S303, it specifically includes: It is determined whether the number of ignitions is greater than a preset number. If so, the life correction coefficient is determined as a first life compensation value; if not, the life correction coefficient is determined as a second life compensation value.

[0050] It is expressed by the following calculation formula:

[0051] in, is the life correction factor, The accumulated number of spark plug firings.

[0052] S400, correcting the first ignition energy value according to the ignition compensation coefficient to obtain a second ignition energy value; In step S400, the calculation formula of the second ignition energy value is exemplarily:

[0053] in, is the environmental correction factor, is the combustion correction factor, is the life correction factor.

[0054] S500: Ignite the engine in the current engine operating state using the second ignition energy value.

[0055] The ignition energy compensation method of the present embodiment incorporates three dimensions of factors: environmental parameters, combustion parameters, and ignition times for mathematical modeling. Based on a first ignition energy determined by engine operating conditions, correction coefficients for each dimension are determined using a function mapping table of environmental parameters, combustion parameters, and ignition times. An ignition compensation coefficient is then calculated based on the correction coefficients, and the first ignition energy is corrected by the ignition compensation coefficient to obtain a second ignition energy. Ignition with the second ignition energy can improve the ignition success rate under ultra-lean burn conditions.

[0056] Taking a heavy-duty natural gas engine as an example, existing ignition control methods limit spark plug life to no more than 80,000 kilometers, with a misfire rate of 0.35%. The dynamic ignition energy compensation method of the present application can increase spark plug life to over 120,000 kilometers, reduce the misfire rate to 0.12%, and lower energy consumption by 2.1%.

[0057] Example 2 Based on the ignition energy dynamic compensation method of the first embodiment, the present application also provides an ignition coil life prediction method, including steps S100 to S500 described in the first embodiment, and after step S500, further including: S600, obtaining an ideal spark plug electrode gap, the second ignition energy value, a misfire rate, and a number of ignitions; S700: Predicting a spark plug wear value based on an ideal spark plug electrode gap, the second ignition energy value, a misfire rate, and the number of ignitions.

[0058] In this embodiment of the present application, the second ignition energy value obtained by the method described in Example 1 is used to predict the ignition coil loss value. Furthermore, the ideal spark plug electrode gap, the second ignition energy value, and the misfire rate are input into a spark plug loss prediction model to obtain the spark plug loss value. For example, the spark plug loss prediction model is expressed as:

[0059] in, To predict the spark plug electrode gap, is the ideal spark plug electrode gap, is the second ignition energy value, is the misfire rate, is the number of discharges, is the fitting constant. is the energy attenuation term, which indicates that the ideal spark plug electrode gap is corrected by the second ignition energy value. is the misfire damage term, which indicates that the misfire rate is corrected for the ideal spark plug electrode gap. It is the discharge accumulation term, which means the ideal spark plug loss value is corrected by the number of discharges.

[0060] It is understood that the ideal spark plug electrode gap is the electrode gap value corresponding to the normal ignition number in the experimental data. The ideal spark plug electrode gap can be written into the flash through a table, and the value of the ideal spark plug electrode gap corresponding to the current ignition number is found during calculation.

[0061] In the embodiments of this application, , , . corresponds to the unit of the fitting constant, The unit is mJ, The unit is percentage, The unit is ten thousand times. The dimensionless constant is obtained by multiplying the fitting constant and the known term in each term. The dimensionless constant is used to correct the ideal spark plug electrode gap to obtain the predicted spark plug electrode gap that can reflect the actual wear of the spark plug. An ignition system based on real-time engine operating parameters is used to execute steps S100-S500 of the ignition energy dynamic compensation method described in the first embodiment, and steps S100-S700 described in the second embodiment.

[0062] The scheme of the present application has been described in detail above with reference to the accompanying drawings. In the above embodiments, the descriptions of each embodiment have their own emphasis. For parts that are not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments. Those skilled in the art should also be aware that the actions and modules involved in the description are not necessarily required for this application. In addition, it is understood that the steps in the method of the embodiment of the present application can be adjusted in sequence, merged and deleted according to actual needs, and the modules in the device of the embodiment of the present application can be merged, divided and deleted according to actual needs.

[0063] In addition, the method according to the present application may also be implemented as a computer program or a computer program product, which includes computer program code instructions for executing some or all of the steps in the above method of the present application.

[0064] Alternatively, the present application can also be implemented as a non-transitory machine-readable storage medium (or computer-readable storage medium, or machine-readable storage medium) on which executable code (or computer program, or computer instruction code) is stored. When the executable code (or computer program, or computer instruction code) is executed by a processor of an electronic device (or electronic device, server, etc.), the processor executes part or all of the steps of the above-mentioned method according to the present application.

[0065] Those skilled in the art will further appreciate that the various illustrative logical blocks, modules, circuits, and algorithm steps described in connection with the application herein may be implemented as electronic hardware, computer software, or combinations of both.

[0066] The flow charts and block diagrams in the accompanying drawings show the possible architecture, functions and operations of the systems and methods according to multiple embodiments of the present application. In this regard, each box in the flow chart or block diagram can represent a part of a module, program segment or code, and the part of the module, program segment or code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order than that marked in the accompanying drawings. For example, two consecutive boxes can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flow chart, and the combination of the boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs the specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0067] The embodiments of the present application have been described above. The above description is illustrative and not exhaustive, and is not limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is selected to best explain the principles of the embodiments, their practical applications, or improvements to the technology in the market, or to enable other persons skilled in the art to understand the embodiments disclosed herein.

Claims

1. A method for dynamic compensation of ignition energy based on multi-dimensional parameters, characterized in that: include: Obtaining a first ignition energy value corresponding to the current engine operating condition; Obtain environmental parameters, combustion parameters and ignition times; The environmental parameters include temperature and humidity, and the combustion parameters include misfire rate, air-fuel ratio and EGR rate; determining an ignition compensation coefficient according to the environmental parameter, the combustion parameter, and the number of ignitions; Correcting the first ignition energy value according to the ignition compensation coefficient to obtain a second ignition energy value; The engine in the current engine operating condition is ignited with the second ignition energy value.

2. The ignition energy dynamic compensation method based on multi-dimensional parameters according to claim 1, characterized in that: The obtaining of the first ignition energy value corresponding to the current engine operating condition specifically includes: Obtain engine operating parameters; The corresponding first ignition energy value is searched in a pre-stored mapping table according to the engine operating condition parameter.

3. The method for dynamic compensation of ignition energy based on multi-dimensional parameters according to claim 2, characterized in that: The mapping relationship between the input value and the output value of the pre-stored mapping table is: in, is the first ignition energy value, is the engine speed, is the throttle opening, is the torque, is the preset coefficient.

4. The method for dynamic compensation of ignition energy based on multi-dimensional parameters according to claim 1, characterized in that: Determining an ignition compensation coefficient according to the environmental parameter, the combustion parameter, and the number of ignitions specifically includes: determining an environmental correction factor according to the environmental parameters; determining a combustion correction factor according to the combustion parameters; determining a life correction factor based on the number of ignitions; The ignition compensation coefficient is determined according to the environment correction coefficient, the combustion correction coefficient, and the life correction coefficient.

5. The method for dynamic compensation of ignition energy based on multi-dimensional parameters according to claim 4, characterized in that: Determining the environmental correction coefficient according to the environmental parameters specifically includes: in, is the environmental correction factor, is the ambient temperature, For humidity.

6. The method for dynamic compensation of ignition energy based on multi-dimensional parameters according to claim 4, characterized in that: Determining a combustion correction coefficient according to the combustion parameters specifically includes: determining a misfire rate compensation value according to the misfire rate; determining an air-fuel ratio compensation value according to the air-fuel ratio difference; determining the EGR rate compensation value according to the EGR rate difference; The combustion correction coefficient is determined based on the misfire rate compensation value, the air-fuel ratio compensation value, and the EGR rate compensation value.

7. The method for dynamic compensation of ignition energy based on multi-dimensional parameters according to claim 6, characterized in that: Determining the combustion correction coefficient according to the misfire rate compensation value, the air-fuel ratio compensation value, and the EGR rate compensation value specifically includes: The combustion correction coefficient is equal to the product of the misfire rate compensation value, the air-fuel ratio compensation value, and the EGR rate compensation value.

8. The method for dynamic compensation of ignition energy based on multi-dimensional parameters according to claim 4, characterized in that: Determining the life correction coefficient according to the number of ignitions specifically includes: It is determined whether the number of ignitions is greater than a preset number. If so, the life correction coefficient is determined as a first life compensation value; if not, the life correction coefficient is determined as a second life compensation value.

9. The method for dynamic compensation of ignition energy based on multi-dimensional parameters according to claim 1, characterized in that: After igniting the engine in the current engine operating state with the second ignition energy value, the method further includes: Obtaining an ideal spark plug electrode gap, the second ignition energy value, a misfire rate, and an ignition frequency; The spark plug wear value is predicted based on the ideal spark plug electrode gap, the second ignition energy value, the misfire rate, and the number of ignitions.

10. An ignition system based on real-time engine operating parameters, characterized in that: Used to execute the steps in the ignition energy dynamic compensation method according to any one of claims 1 to 9.

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