Automobile engine ignition system diagnosis and performance optimization system and method

Abstract

The invention discloses an automobile engine ignition system diagnosis and performance optimization system and method, and particularly relates to the technical field of engine ignition diagnos.The automobile engine ignition system diagnosis and performance optimization system comprises a closing time calculation module, an ignition angle determination module, a maximum torque ignition angle calculation module, an anti-shake retreat angle control module and a torque deviation compensation module; all the modules are responsible for calculating the ignition coil closing time according to the engine state, determining the final ignition angle, calculating the ignition efficiency and the ignition angle receding angle, controlling the receding angle to restrain jitter under the specific working condition and adjusting the ignition angle deviation. Parameters of the ignition system can be accurately controlled, the stability and accuracy of the ignition system are improved, then the performance of the engine is optimized, energy consumption and emission are reduced, and the service life of the engine is prolonged.

Description

Technical Field

[0001] The present invention relates to the technical field of engine ignition diagnosis, and more particularly to a system and method for diagnosing and optimizing the performance of an automobile engine ignition system. Background Art

[0002] The ignition system plays a vital role in the operation of a car engine. Its performance directly affects the engine's power output, fuel economy, and emissions. With the continuous development of automobile technology, the requirements for engine ignition systems are also increasing.

[0003] Traditional engine ignition systems have limitations in their design and control. Controlling the ignition coil's closing time is difficult, making it difficult to adjust in real time to the complex operating conditions of engine startup and operation. This leads to unstable ignition energy, impacting engine starting performance and operating stability. For example, during low-temperature startup or high-load operation, the inability to accurately match the closing time can lead to ignition failure.

[0004] Traditional systems often only consider a single or limited number of factors when determining ignition angle, failing to accurately adjust the system based on multiple parameters, such as knock-back angle, power-off status, intake air temperature, and coolant temperature. This makes it difficult for the engine to achieve optimal combustion under different operating conditions, resulting in fuel waste and power loss.

[0005] Furthermore, traditional ignition systems lack effective control measures for engine vibration. When the engine is in certain operating conditions, such as when the torque request changes or the coolant temperature is abnormal, the ignition angle cannot be adjusted in time to suppress vibration, affecting driving comfort and causing additional wear on engine components.

[0006] In terms of torque deviation compensation, the traditional system's transition between the engine startup phase and the normal operating phase is not smooth enough, and the ignition angle deviation adjustment is unreasonable, resulting in large speed fluctuations during engine startup and difficulty in maintaining stable power output during normal operation.

[0007] Therefore, a system and method for diagnosing and optimizing the performance of an automobile engine ignition system is proposed. Summary of the Invention

[0008] In order to overcome the above-mentioned defects of the prior art, the present invention provides a system and method for diagnosing and optimizing the performance of an automobile engine ignition system, so as to solve the problems raised in the above-mentioned background technology.

[0009] To achieve the above objectives, the present invention provides the following technical solution: an automobile engine ignition system diagnosis and performance optimization system, comprising: A closing time calculation module is used to dynamically calculate the closing time of the ignition coil according to the engine status; Ignition angle determination module, used to determine the final ignition angle of each cylinder by integrating the knock deceleration angle, power off status, ramp adjustment during the startup phase, and multi-parameter correction; The maximum torque ignition angle calculation module obtains the ignition efficiency by looking up the difference between the reference ignition angle and the knock recession angle, and calculates the ignition recession angle based on the maximum indicated mean effective pressure; The anti-shudder setback control module dynamically calculates the setback value by using a table lookup and a temperature correction factor, and sets the setback attenuation step size when coolant temperature thresholds, torque request type, engine operating status, and intake pressure conditions are met. The torque deviation compensation module is used to dynamically adjust the ignition angle deviation by looking up the ignition efficiency loss table during the engine startup speed surge phase or normal operation phase, and to achieve smooth switching through the transition factor.

[0010] Preferably, the closing time calculation module includes: During the engine startup phase, the initial closing time is calculated based on the voltage and coolant temperature correction factor, and the minimum closing time and maximum closing time are set; During the engine operation phase, the operation closing time is calculated based on the operation closing time reference value and the correction factor, and its minimum and maximum values ​​are set; The final closing time is dynamically restricted by the closing time limit.

[0011] Preferably, the closing time calculation module further comprises: When the ignition coil voltage is lower than the threshold, the closing time is forced to a fixed value; When the engine state is switched, the closing time and its extreme value are dynamically constrained by the closing time limit.

[0012] Preferably, the activation conditions of the anti-shake retreat angle control module include: Coolant temperature ≥ preset threshold; The torque request type is driver request or cruise increment and the duration exceeds the delay threshold; The engine is running and the intake pressure is 0.

[0013] Preferably, the torque deviation compensation module adopts the following logic when calculating the ignition angle deviation during the engine startup phase: When the engine speed overshoot condition is met, the final ignition angle is directly controlled by the calibration value; The transition factor is gradually reduced by attenuating the step size to achieve smooth switching from the startup phase to the normal phase.

[0014] The diagnosis and performance optimization method of the automobile engine ignition system diagnosis and performance optimization system described above includes the following steps: Dynamically calculate closing time based on engine status and constrain it based on voltage, temperature and time limits; The final ignition angle is generated by integrating the knock retreat angle, power off state and multi-parameter correction; Calculate ignition efficiency loss through table lookup method and optimize maximum torque ignition angle; Enable anti-vibration retreat control under certain operating conditions to dynamically adjust the ignition angle to suppress engine vibration; The torque deviation is calculated separately during the startup phase and the normal phase, and smooth compensation is achieved through the transition factor.

[0015] The technical effects and advantages of the present invention are as follows: 1. The closing time calculation module calculates closing time based on various conditions during engine startup and operation, taking into account factors such as voltage and coolant temperature, and dynamically constrains it using limits. This ensures the ignition coil achieves the appropriate closing time under various operating conditions, stabilizes ignition energy output, and improves ignition reliability. It also effectively addresses abnormal ignition coil voltage, ensuring proper ignition system operation and enhancing system adaptability and stability.

[0016] 2. The ignition angle determination module comprehensively considers the knock retreat angle, power shutdown status, startup phase ramp adjustment, and multi-parameter correction to accurately determine the final ignition angle of each cylinder, making the engine combustion process more reasonable and improving engine performance.

[0017] 3. The maximum torque ignition angle calculation module obtains the ignition efficiency by looking up the difference between the reference ignition angle and the knock recession angle, and calculates the ignition recession angle based on the maximum indicated mean effective pressure to optimize the maximum torque ignition angle, which helps to improve the engine's power output and fuel economy.

[0018] 4. The anti-vibration setback control module is enabled under specific operating conditions. The setback value is dynamically calculated and the attenuation step is set through table lookup and temperature correction factors, effectively suppressing engine vibration, improving the smoothness of engine operation, and reducing vibration damage to the engine and vehicle.

[0019] 5. The torque deviation compensation module dynamically adjusts the ignition angle deviation during the engine startup speed surge phase and normal operation phase by looking up the ignition efficiency loss table, and uses the transition factor to achieve smooth switching. This suppresses speed surge during the startup phase, ensures a smooth transition of ignition angle deviation adjustment from startup to normal operation, and improves the stability of engine startup and operation.

[0020] 6. Through the collaborative work of various modules and system diagnosis and performance optimization methods, the automobile engine ignition system is fully optimized, the overall engine performance is improved, energy consumption is reduced, emissions are reduced, and the engine service life is extended. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 This is a flow chart of the automobile engine ignition system diagnosis and performance optimization method of the present invention. DETAILED DESCRIPTION

[0022] Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making any creative work shall fall within the scope of protection of the present invention.

[0023] The present invention provides an automobile engine ignition system diagnosis and performance optimization system, comprising: A closing time calculation module is used to dynamically calculate the closing time of the ignition coil according to the engine status; Ignition angle determination module, used to determine the final ignition angle of each cylinder by integrating the knock deceleration angle, power off status, ramp adjustment during the startup phase, and multi-parameter correction; The maximum torque ignition angle calculation module obtains the ignition efficiency by looking up the difference between the reference ignition angle and the knock recession angle, and calculates the ignition recession angle based on the maximum indicated mean effective pressure; The anti-shudder setback control module dynamically calculates the setback value by using a table lookup and a temperature correction factor, and sets the setback attenuation step size when coolant temperature thresholds, torque request type, engine operating status, and intake pressure conditions are met. The torque deviation compensation module is used to dynamically adjust the ignition angle deviation by looking up the ignition efficiency loss table during the engine startup speed surge phase or normal operation phase, and to achieve smooth switching through the transition factor.

[0024] In specific implementation, the system consists of a closing time calculation module, an ignition angle determination module, a maximum torque ignition angle calculation module, an anti-shake retreat angle control module and a torque deviation compensation module. Each module divides the work and cooperates to calculate and control different parameters of the ignition system respectively, thereby realizing comprehensive diagnosis and performance optimization of the automobile engine ignition system, improving the accuracy and stability of the ignition system, and thus improving engine performance.

[0025] The closing time calculation module includes: During the engine startup phase, the initial closing time is calculated based on the voltage and coolant temperature correction factor, and the minimum closing time and maximum closing time are set; During the engine operation phase, the operation closing time is calculated based on the operation closing time reference value and the correction factor, and its minimum and maximum values ​​are set; The final closing time is dynamically restricted by the closing time limit.

[0026] In specific implementation, the closing time calculation module calculates the initial closing time based on the voltage and coolant temperature correction factor during the engine startup phase, calculates the operating closing time based on the reference value and correction factor during the operation phase, and dynamically limits the final closing time by setting a limit value, thereby ensuring that the ignition coil can obtain the appropriate closing time under different engine operating conditions, ensuring the stable output of ignition energy, and improving ignition reliability. The closing time calculation module further includes: When the ignition coil voltage is lower than the threshold, the closing time is forced to a fixed value; When the engine state is switched, the closing time and its extreme value are dynamically constrained by the closing time limit.

[0027] In specific implementation, when the ignition coil voltage is lower than the threshold, the closing time is forcibly set to a fixed value. When the engine state switches, the closing time and its extreme value are dynamically constrained through the closing time limit, thereby preventing ignition system failure due to voltage abnormality, ensuring a smooth transition of the closing time when the engine state changes, and enhancing the adaptability and stability of the ignition system.

[0028] The activation conditions of the anti-shake retreat angle control module include: Coolant temperature ≥ preset threshold; The torque request type is driver request or cruise increment and the duration exceeds the delay threshold; The engine is running and the intake pressure is 0.

[0029] In specific implementation, when the coolant temperature, torque request type, engine operating status and intake pressure meet specific conditions, the anti-shake setback control module calculates the setback value and sets the attenuation step by looking up the table and the temperature correction factor. This effectively suppresses engine shake under specific operating conditions, improves the smoothness of engine operation, and reduces the adverse effects of vibration on the engine and vehicle.

[0030] The torque deviation compensation module uses the following logic when calculating the ignition angle deviation during the engine startup phase: When the engine speed overshoot condition is met, the final ignition angle is directly controlled by the calibration value; The transition factor is gradually reduced by attenuating the step size to achieve smooth switching from the startup phase to the normal phase.

[0031] In specific implementation, the torque deviation compensation module controls the final ignition angle through a calibration value when the speed overshoot condition is met during the engine startup phase. Then, the transition factor is reduced by the attenuation step to achieve a smooth switch from the startup to the normal phase. The engine speed overshoot is suppressed during the startup phase, and a smooth transition of the ignition angle deviation adjustment from the startup phase to the normal operating phase is ensured, thereby improving the stability of engine startup and operation.

[0032] like Figure 1 As shown, the automobile engine ignition system diagnosis and performance optimization method provided by the present invention includes the following steps: Dynamically calculate closing time based on engine status and constrain it based on voltage, temperature and time limits; The final ignition angle is generated by integrating the knock retreat angle, power off state and multi-parameter correction; Calculate ignition efficiency loss through table lookup method and optimize maximum torque ignition angle; Enable anti-vibration retreat control under certain operating conditions to dynamically adjust the ignition angle to suppress engine vibration; The torque deviation is calculated separately during the startup phase and the normal phase, and smooth compensation is achieved through the transition factor.

[0033] During specific implementation, the ignition system is comprehensively optimized through a series of steps, including calculating the closing time, determining the final ignition angle, calculating the ignition efficiency loss, enabling anti-shake retreat angle control, and calculating the torque deviation, thereby achieving the diagnosis and performance optimization of the automobile engine ignition system, improving the overall performance of the engine, reducing energy consumption, reducing emissions, and extending the engine life.

[0034] Specifically, the voltage value and coolant temperature data at engine startup are obtained, and the initial closing time is calculated using a preset coolant temperature correction factor. The minimum and maximum closing times are determined according to the rules set by the system.

[0035] Calculate the operation closing time based on the operation closing time reference value and the relevant correction factor. At the same time, set the minimum and maximum values ​​of the operation closing time.

[0036] The final closing time is dynamically adjusted based on the closing time limit. If the ignition coil voltage falls below the threshold, the closing time is forcibly set to a fixed value. The closing time limit is used to constrain the closing time and its extreme values ​​during engine state switching.

[0037] The final ignition angle of each cylinder is determined by integrating the knock recession angle data, power shutdown status information, startup phase ramp adjustment parameters, and corrections to multiple parameters such as intake temperature, coolant temperature, exhaust gas recirculation, and variable valve timing.

[0038] The difference between the reference ignition angle and the knock-back angle is calculated, and the ignition efficiency is obtained by querying a pre-set table. The ignition-back angle is calculated based on the maximum indicated mean effective pressure, thereby optimizing the ignition angle for maximum torque.

[0039] The module monitors coolant temperature, torque request type, engine operating status, and intake air pressure in real time. It activates when the coolant temperature is ≥ a preset threshold, the torque request type is driver-requested or cruise increment and its duration exceeds a delay threshold, the engine is running, and the intake air pressure is zero. The module dynamically calculates the setback value using a table lookup and a temperature correction factor, and sets the setback attenuation step size to dynamically adjust the ignition angle to suppress engine vibration.

[0040] Determine whether the engine speed overshoot condition is met. If so, directly control the final ignition angle through the calibration value. At the same time, set the attenuation step size to gradually reduce the transition factor.

[0041] Calculate the ignition efficiency loss and dynamically adjust the ignition angle deviation through a reverse lookup table. When switching from the startup phase to the normal phase, a transition factor is used to achieve a smooth transition of the ignition angle deviation adjustment.

[0042] In specific implementation, the closing time is dynamically calculated Calculation of closing time during the startup phase: When engine speed (sys_eng_spd)>0, StartDwell=IG_C_TD_ST×IG_M_TD_VLT_ECT_FAC; Otherwise, StartDwell=IG_V_TD_INIT; Set MinStartDwell=StartDwell-IG_V_TD_ST_BIAS_MIN, MaxStartDwell=StartDwell+IG_V_TD_ST_BIAS_MAX.

[0043] Calculation of closing time during operation phase: RunDwell=IG_M_TD_RUN×IG_M_TD_VLT_ECT_FAC; Set MinRunDwell=RunDwell-IG_V_TD_RUN_BIAS_MIN, MaxRunDwell=RunDwell+IG_V_TD_RUN_BIAS_MAX.

[0044] Closing time limit constraint: Calculate Dwelllimit=(IG_V_TD_LMT_FAC×sys_seg_dur / 8)-IG_V_TD_OFF_TM_MIN; Select the dwell time based on the ignition coil voltage and engine conditions, and ensure that it does not exceed the Dwelllimit.

[0045] Enable conditional detection: Coolant temperature ≥ 35°C (IG_V_IGA_AJ_RTD_ECT_THR); The torque request type is driver request and lasts for more than 200ms (IG_V_IGA_AJ_RTD_EN_DLY); The engine is running and the throttle is closed (sys_thro_cls=0).

[0046] Recession calculation and attenuation: The basic setback angle value is obtained from the table (IG_M_IGA_AJ_RTD), and the intake air temperature correction factor (IG_C_AJ_RTD_IAT_FAC) is adjusted; The decay duration is set to 50ms (IG_C_IGA_AJ_RTD_DUR), and then the decay value is reduced every 10ms decay step (IG_M_IGA_AJ_RTD_DCY_STP) until it reaches zero.

[0047] Startup phase compensation: When the engine is just started and meets the speed overshoot condition, ig_iga_tq_bias = knock back angle mean - IG_M_IGA_OVRSHT; The transition factor (ig_iga_tq_bias_fac) is initially 1 and gradually decays at 0.1 / loop (IG_V_TQ_BIAS_FAC_DCY_STP).

[0048] Compensation during normal operation: Calculate the fast ignition efficiency loss (100-ig_iga_eff_fast), and use the reverse table to get the setback angle value; The deviation values ​​of the startup phase and the normal phase are mixed by the transition factor to avoid mutations.

[0049] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. Automobile engine ignition system diagnosis and performance optimization system, characterized by: include: A closing time calculation module is used to dynamically calculate the closing time of the ignition coil according to the engine status; Ignition angle determination module, used to determine the final ignition angle of each cylinder by integrating the knock deceleration angle, power off status, ramp adjustment during the startup phase, and multi-parameter correction; The maximum torque ignition angle calculation module obtains the ignition efficiency by looking up the difference between the reference ignition angle and the knock recession angle, and calculates the ignition recession angle based on the maximum indicated mean effective pressure; The anti-shudder setback control module dynamically calculates the setback value by using a table lookup and a temperature correction factor, and sets the setback attenuation step size when coolant temperature thresholds, torque request type, engine operating status, and intake pressure conditions are met. The torque deviation compensation module is used to dynamically adjust the ignition angle deviation by looking up the ignition efficiency loss table during the engine startup speed surge phase or normal operation phase, and to achieve smooth switching through the transition factor.

2. The automobile engine ignition system diagnosis and performance optimization system according to claim 1, characterized in that: The closing time calculation module includes: During the engine startup phase, the initial closing time is calculated based on the voltage and coolant temperature correction factor, and the minimum closing time and maximum closing time are set; During the engine operation phase, the operation closing time is calculated based on the operation closing time reference value and the correction factor, and its minimum and maximum values ​​are set; The final closing time is dynamically restricted by the closing time limit.

3. The automobile engine ignition system diagnosis and performance optimization system according to claim 1, characterized in that: The closing time calculation module further includes: When the ignition coil voltage is lower than the threshold, the closing time is forced to a fixed value; When the engine state is switched, the closing time and its extreme value are dynamically constrained by the closing time limit.

4. The automobile engine ignition system diagnosis and performance optimization system according to claim 1, characterized in that: The activation conditions of the anti-shake retreat angle control module include: Coolant temperature ≥ preset threshold; The torque request type is driver request or cruise increment and the duration exceeds the delay threshold; The engine is running and the intake pressure is 0.

5. The automobile engine ignition system diagnosis and performance optimization system according to claim 1, characterized in that: The torque deviation compensation module uses the following logic when calculating the ignition angle deviation during the engine startup phase: When the engine speed overshoot condition is met, the final ignition angle is directly controlled by the calibration value; The transition factor is gradually reduced by attenuating the step size to achieve smooth switching from the startup phase to the normal phase.

6. The method for diagnosing and optimizing the automobile engine ignition system according to any one of claims 1 to 5, characterized in that: The following steps are involved: Dynamically calculate closing time based on engine status and constrain it based on voltage, temperature and time limits; The final ignition angle is generated by integrating the knock retreat angle, power off state and multi-parameter correction; Calculate ignition efficiency loss through table lookup method and optimize maximum torque ignition angle; Enable anti-vibration retreat control under certain operating conditions to dynamically adjust the ignition angle to suppress engine vibration; The torque deviation is calculated separately during the startup phase and the normal phase, and smooth compensation is achieved through the transition factor.

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