CN116335819B

CN116335819B - A fuel information processing method, engine management device, medium and controller

Info

Publication number: CN116335819B
Application number: CN202310128520.XA
Authority: CN
Inventors: 兰江明; 田良云
Original assignee: United Automotive Electronic Systems Co Ltd
Current assignee: United Automotive Electronic Systems Co Ltd
Priority date: 2023-02-17
Filing date: 2023-02-17
Publication date: 2025-12-12
Anticipated expiration: 2043-02-17
Also published as: CN116335819A

Abstract

This invention belongs to the field of engine fuel control technology, and particularly relates to a fuel information processing method, engine management device, medium, and controller. By zoning and calibrating engine operating conditions and combining them with preset reference physical quantity threshold conditions, the control unit utilizes the detection and response information of knocking phenomena caused by inferior fuel to process fuel quality information under preset operating conditions. Furthermore, by combining the collection and processing of fuel filling information, the fuel information discrimination is improved, and the engine operating status is further improved by integrating operating condition information and adjusting the ignition angle. The method and product of this invention can improve the engine's adaptability to fuel quality and maintain a high level of fuel economy and engine safety while meeting the requirements of on-board diagnostics (OBD) capabilities. Moreover, by upgrading the control strategy based on existing hardware, the noise, vibration, and harshness (NVH) performance of the vehicle and the robustness of the engine can be improved.

Description

Fuel oil information processing method, engine management device, medium and controller

Technical Field

The invention belongs to the technical field of engine fuel control, and particularly relates to a fuel information processing method, an engine management device, a medium and a controller.

Background

Oil quality differences are prevalent and even if the standards required by regulations are updated over and over again, geographically related fluctuations in oil quality are still difficult to avoid. In general, during poor oil use, adverse operating conditions of the engine, represented by knocking and pre-ignition, are extremely liable to occur and pose serious hazards to safe and durable operation of the vehicle.

As shown in fig. 1, in order to obtain a partial photograph of an engine damaged by knocking, it is highly probable that the knock relief angle increases sharply due to bad oil on the existing engine control logic, thereby triggering the relevant protection measures of the electronic control unit ECU (Electronic Control Unit). For example, a maximum knock suppression limit (-9 or-12 crank angle degrees) is employed, which in turn results in an inability to further reduce the ignition angle, such that knock control does not achieve the desired effect.

In addition, the maximum load limit of the engine is triggered due to the fact that the ignition angle is more, and therefore the power output of the vehicle can be affected, or the limit of the exhaust gas recirculation EGR (Exhaust Gas Recirculation) rate is triggered due to the fact that the ignition angle is more, and therefore the fuel economy index is lowered.

Disclosure of Invention

The embodiment of the invention discloses a fuel oil information processing method which comprises a first working condition partition calibration step, a second parameter acquisition and synthesis step and a fourth oil quality comprehensive judgment step, wherein the first working condition partition calibration step partitions an engine rotating speed N and a load R and calibrates a preset number of working condition states so that each working condition state corresponds to a testing condition of fuel oil information processing, the second parameter acquisition and synthesis step acquires a preset number of reference physical quantities and confirms that the value of the reference physical quantities falls into a preset calibration interval, the calibration interval is formed and/or defined by a preset value range of the reference physical quantities, the fourth oil quality comprehensive judgment step utilizes a control unit to detect and respond to an engine knocking phenomenon under the working condition states according to the partition of the working condition states given by the first working condition partition calibration step, and reflects quality change of fuel oil used by an engine according to the offset of an engine ignition angle and/or the value of a knocking withdrawal angle in response.

The partitions of the working condition state can comprise rotating speed partitions N1, N2, N3 and N4 to NX, the partitions of the working condition state can also comprise load partitions R1, R2, R3 and R4 to RY, X and Y are positive integers, X and Y are subscripts used for representing the number of corresponding partitions, in addition, the rotating speed partitions and/or the load partitions can be calibrated according to the working condition of the engine, the working condition state can be provided with rotating speed hysteresis NZ and/or load hysteresis RZ when being partitioned, and the rotating speed hysteresis NZ and/or the load hysteresis RZ are used for preventing the change of the rotating speed N and/or the load R from influencing a test process and can be used for avoiding the generation of misoperation and/or abnormal detection process.

The reference physical quantity can be at least one of the ambient temperature T0, the intake manifold temperature T1, the main water temperature T2, the cylinder head temperature T3 and the humidity signal P0 of the engine, and correspondingly, when the value of the reference physical quantity correspondingly belongs to the following intervals, the second parameter acquisition comprehensive step is considered to acquire the reference physical quantity meeting the test requirement, wherein the intervals to be calibrated of the reference physical quantity comprise DeltaT 0 epsilon-KK 0, KK0], deltaT1 epsilon-KK 1, KK1], deltaT2 epsilon-KK 2, KK2], deltaT3 epsilon-KK 3, KK3], deltaP0 epsilon-KK 4, KK2, KK3 and KK4 are the enabling thresholds to be calibrated.

If the rotation speed N > =c0, the load R > =c1, the main water temperature T2 or the cylinder head temperature T3> =c2, the knock control function of the engine is normal, the engine is not in a fault state, and/or the engine is in a non-strong dynamic working condition, i.e. the intake manifold pressure gradient Dp/Dt < =c3, the rotation speed gradient Dn/Dt < =c4, the fuel oil of the engine is considered to be in accordance with a bad oil or bad oil identification is enabled, and the parameters C0, C1, C2, C3 and C4 are bad oil enabling parameters, which can be obtained after calibration test.

The fuel oil information processing method further comprises a third fuel oil signal calibration step, wherein the first liquid level A and the second liquid level B of the fuel oil tank after the fuel oil tank cover opening signal is valid are logically judged by collecting and/or identifying the fuel oil tank cover opening information.

Wherein, if the first liquid level A < =x1 and the first liquid level A and the second liquid level B satisfy (B-A) > =y1, or A > =x1 and (B-A) > =y1, and simultaneously satisfy (B-A)/A > =z1, the fueling signal is enabled and/or the fueling completion flag is set.

Specifically, kk0=5, kk1=5, kk2=5, kk3=5, kk4=30%, x1=15 liters, y1=5 liters, z1=5%, kf1= -4.5 degrees of crank angle, c0=600 revolutions/minute, c1=30, c2=60 degrees, C3 based on a rotational speed load MAP calibration, C4 based on a rotational speed curve calibration may be taken.

If the values are not satisfied, the reference physical quantity can be at least one of ambient pressure, exhaust temperature, piston top temperature, engine oil pressure and engine oil temperature, and the arrangement and combination of the inferior oil enabling parameters can also be used for confirming that the fuel oil of the engine accords with inferior oil products and/or enabling the bad oil identification.

Specifically, the above-mentioned arrangement combination may be that only the load R, the main water temperature T2 and the knock control function are used, and these arrangement combinations may be that the load R, the cylinder head temperature T3 and the knock control function are normal, or may be that the rotation speed N, the load R, the main water temperature T2 and the intake manifold pressure gradient are combined, where the inferior oil enabling parameters may also be the engine oil temperature, the piston top temperature and/or the vehicle speed, and these inferior oil enabling parameters may be used to replace one or several of the foregoing parameters, and the reference physical quantity may be that a decision quantity is formed by the arrangement combination, and this decision quantity is used to generate the relevant enabling conditions.

On the other hand, the fuel information processing method can be further provided with a fifth delay feedback treatment step, wherein the fifth delay feedback treatment step delays an ignition angle according to the partition of the working condition state, avoids continuous knocking and/or overexplosion processes of the engine from being induced, and avoids the control unit from triggering a system protection process due to knocking angle withdrawal.

And if the quality change information or data acquired in the fourth oil quality comprehensive judging step exceeds a preset bad oil threshold, limiting the engine to work in a preset safety range and/or limiting the load R in a range smaller than the preset load threshold.

Specifically, if the third fueling signal calibration step gives fueling signal enabling and/or fueling completion flag setting information, and the knock-retarding ignition angle average DZ is smaller than a preset threshold KF1 and lasts for a delay time T1, a correction offset dzw is added to the basic ignition angle, and in addition, correction of the bad oil ignition angle can be performed for a non-knock area, and the correction of the ignition angle is kept consistent with the bad oil self-learning ignition angle of an adjacent knock area.

If the ignition angle is retarded, the air input of the engine is limited to be smaller than an air inlet threshold value, a first load threshold value MAP1 based on the engine rotating speed N and outputting the ignition angle retardation angle relative to the basic ignition angle is given, and meanwhile, a second load threshold value MAP2 can be given according to the rotating speed N and the air inlet manifold temperature T1, and further a load limit value constrained by the first load threshold value MAP1 and the second load threshold value MAP2 is outputted.

Further, the ignition angle of the vehicle can adopt a self-learning strategy of working condition partition or perform self-learning of the full MAP according to the rotating speed load of the basic ignition angle on the basis of information processing of the vehicle control unit, the self-learning process is limited by the ignition angle variation KF caused by the steady-state oil product difference of the rack, and the self-learning value < = KF is achieved.

The ignition angle variation KF is a difference value obtained by testing the basic ignition angle of the bench based on the normal oil and the bad oil under the condition of the same condition or the constraint of the reference physical quantity, and in addition, the bad oil ignition angle correction value of the non-knocking area can be an average value obtained by multiplying the working condition data corresponding to KF by the ratio coefficient of the corresponding working condition in the real bad oil correction angle and ignition angle variation KF value table based on the knocking area.

Correspondingly, the embodiment of the invention also discloses an engine management device which comprises a first working condition partition calibration unit, a second parameter acquisition comprehensive unit and a fourth oil quality comprehensive judgment unit; the method comprises the steps of dividing an engine rotating speed N and a load R by a first working condition dividing and calibrating unit, calibrating a preset number of working condition states, enabling each working condition state to correspond to a testing condition of fuel oil information processing, acquiring a preset number of reference physical quantities by a second parameter acquisition comprehensive unit, confirming that values of the reference physical quantities fall into preset calibrating intervals, forming and/or defining the calibrating intervals by a value range preset by the reference physical quantities, and detecting and responding the knocking phenomenon of the engine by a fourth oil comprehensive judging unit according to the dividing of the working condition states given by the first working condition dividing and calibrating unit by utilizing a control unit under the working condition states, and reflecting the quality change of fuel oil used by the engine according to the offset of an engine ignition angle and/or the value of a knocking relief angle in response.

The partitions of the working condition state can be rotational speed partitions N1, N2, N3 and N4 to NX, the partitions of the working condition state can be load partitions R1, R2, R3 and R4 to RY, X and Y are positive integers, X, Y are used for representing the number of corresponding partitions, the rotational speed partitions and/or the load partitions are calibrated according to the working condition of the engine, in addition, rotational speed hysteresis NZ and/or load hysteresis RZ can be arranged in the process of the partition of the working condition state, and the rotational speed hysteresis NZ and/or the load hysteresis RZ are used for preventing the change of the rotational speed N and/or the load R from influencing a test process so as to avoid misoperation and/or abnormal detection process.

The reference physical quantity can be at least one of the ambient temperature T0, the intake manifold temperature T1, the main water temperature T2, the cylinder head temperature T3 and the humidity signal P0 of the engine, and correspondingly, when the value of the reference physical quantity correspondingly belongs to the following intervals, the second parameter acquisition comprehensive step is considered to acquire the reference physical quantity meeting the test requirement, wherein the intervals to be calibrated of the reference physical quantity comprise DeltaT 0 epsilon-KK 0, KK0], deltaT1 epsilon-KK 1, KK1], deltaT2 epsilon-KK 2, KK2], deltaT3 epsilon-KK 3, KK3], deltaP0 epsilon-KK 4, and KK0, KK2, KK3 and KK4 are the enabling thresholds to be calibrated.

Further, the engine management device can further comprise A third fueling signal calibration unit, the third fueling signal calibration unit is used for collecting and/or identifying fueling cap opening information, logic judgment is carried out on A first liquid level A and A second liquid level B of the fueling cap after the fueling cap opening signal is valid, and if the first liquid level A < = X1 and the first liquid level A and the second liquid level B meet (B-A) > = Y1 or A > = X1 and (B-A) > = Y1 and meet (B-A)/A > = Z1, the fueling signal is enabled and/or A fueling completion mark is set.

Wherein optionally kk0=5, kk1=5, kk2=5, kk3=5, kk4=30%, x1=15 liters, y1=5 liters, z1=5%, kf1= -4.5 degrees of crank angle, c0=600 revolutions/minute, c1=30, c2=60 degrees, C3 based on a rotational speed load MAP calibration, C4 based on a rotational speed curve calibration.

In addition, if the values are not satisfied at the same time, the reference physical quantity can be at least one of ambient pressure, exhaust temperature, piston top temperature, engine oil pressure and engine oil temperature, and the arrangement and combination of the inferior oil enabling parameters can also be used for confirming that the fuel oil of the engine accords with inferior oil products and/or enabling the bad oil identification.

The above-mentioned arrangement and combination may use only load R, main water temperature T2 and knock control function normal condition information, or load R, cylinder head temperature T3 and knock control function normal information, or rotational speed N, load R, main water temperature T2 and intake manifold pressure gradient condition, and further, its inferior oil enabling parameters may be engine oil temperature, piston top temperature and/or vehicle speed, and similarly, it refers to physical quantity to constitute decision quantity by arrangement and combination, and the decision quantity is used for generation of related enabling conditions.

On the other hand, the engine management device can be further provided with a fifth delay feedback treatment unit for correspondingly adjusting under the working condition of bad oil use, so that the running state of the engine is improved.

Specifically, the fifth delay feedback treatment unit delays the ignition angle according to the partition of the working condition state, avoids the continuous knocking and/or overexplosion process of the engine from being induced, and avoids the control unit from triggering the system protection process due to knocking angle withdrawal.

If the third fueling signal calibration unit gives fueling signal enabling and/or fueling completion flag setting information, and the average value DZ of the knocking retarding ignition angle is smaller than a preset threshold KF1 and lasts for a period of delay time T1, a correction offset dzw1 can be added to the basic ignition angle, and in addition, the correction of the bad oil ignition angle can be carried out for a non-knocking area and the correction of the ignition angle is kept consistent with the bad oil self-learning ignition angle of an adjacent knocking area.

The method comprises the steps of limiting the air inflow of an engine if an ignition angle is retarded, enabling the air inflow to be smaller than an air inflow threshold value, giving a first load threshold value MAP1 based on the engine rotating speed N and the output ignition angle relative to a basic ignition angle retardation angle, simultaneously giving a second load threshold value MAP2 according to the rotating speed N and the air inflow manifold temperature T1, further outputting a load limit value constrained by the first load threshold value MAP1 and the second load threshold value MAP2, enabling the ignition angle to adopt a self-learning strategy of a working condition partition or perform self-learning of a full MAP MAP according to the rotating speed load of the basic ignition angle on the basis of information processing of a vehicle control unit, enabling the self-learning process to be limited by an ignition angle change amount KF caused by steady-state oil difference of a bench, enabling the self-learning value < = KF to be obtained by testing the basic ignition angle under the condition that the bench is constrained by the same condition or a reference physical quantity, and enabling bad oil ignition angle correction values of a non-knocking region to be the working condition data corresponding to the KF to be multiplied by the working condition data corresponding to the bad oil correction values of the non-region to obtain the working condition coefficient corresponding to the knock region.

Correspondingly, the embodiment of the invention also discloses a computer storage medium and a controller, wherein the computer storage medium comprises a storage medium body for storing a computer program, the computer program can realize any fuel oil information processing method when being executed by a microprocessor, and similarly, the controller also comprises any engine management device and/or any computer storage medium, and the realization process is similar and is not repeated.

According to the invention, the engine working condition is calibrated in a partitioning manner and combined with a preset reference physical quantity threshold condition, the detection and response information of the control unit on the knocking phenomenon of the inferior oil product are utilized, the fuel quality information is processed under the preset working condition, the fuel information is further improved in discrimination by combining the acquisition and processing of the fuel filling information, and the running state of the engine is further improved by combining the working condition information and the adjustment of the ignition angle; the method and the product of the invention can improve the adaptability of the engine to the oil product and maintain higher fuel economy level and engine safety level while meeting the capacity of vehicle-mounted diagnosis OBD (On Board Diagnostic), and can improve the noise, vibration and harshness NVH (Noise, vibration, harshness) performance of the vehicle and the robustness of the engine by upgrading the control strategy on the basis of the existing hardware.

It should be noted that, the terms "first", "second", and the like are used herein merely to describe each component in the technical solution, and are not limited to the technical solution, nor should they be construed as indicating or implying importance of the corresponding component, and the component with the terms "first", "second", and the like is indicated in the corresponding technical solution, and at least one component is included in the corresponding technical solution.

Drawings

In order to more clearly illustrate the technical solution of the present invention, the technical effects, technical features and objects of the present invention will be further understood, and the present invention will be described in detail below with reference to the accompanying drawings, which form a necessary part of the specification, and together with the embodiments of the present invention serve to illustrate the technical solution of the present invention, but not to limit the present invention.

Like reference numerals in the drawings denote like parts, in particular:

FIG. 1 is an example of the hazard of knock to an engine.

Fig. 2 is an embodiment of a second parameter acquisition integration step.

FIG. 3 is an embodiment of a third fueling signal calibration step.

FIG. 4 shows an embodiment of a fourth oil quality integrated determination step.

Fig. 5 is a fifth delay feedback handling step embodiment.

Fig. 6 is a fifth delayed feedback handling step detail embodiment.

FIG. 7 is a flow chart of an embodiment of the method of the present invention.

FIG. 8 is a schematic diagram of the structure of an embodiment of the device of the present invention.

Fig. 9 is a schematic diagram of a layout structure of a product according to the present invention.

FIG. 10 is a schematic diagram of a layout structure of a product according to the present invention.

FIG. 11 is a schematic diagram of a layout structure of a product according to the present invention.

Wherein:

010-example photographs of knock versus engine hazard.

100-A first working condition partition calibration step;

200-a second parameter acquisition and synthesis step;

210-parameter acquisition;

220-calibrating the interval;

230-a second information synthesis step;

300-a third fueling signal calibration step;

310-fuel tank cap opening information;

320-tank level information;

330-the first liquid level A and the second liquid level B are logically judged;

331-fueling identification information true;

332-fake fueling identification information;

333-first flag;

400-fourth oil quality comprehensive judgment step;

420-bad oil identification logic operation;

430-enabling the bad oil identification;

444-second flag;

500-a fifth delay feedback handling step;

510-ignition correction additional conditions;

520-partition self-learning strategy;

530-an ignition angle correction step;

540-an ignition angle output step;

551—working condition example one;

552-load limit 1;

553-a first load threshold MAP1;

554-second load threshold MAP2;

555-load condition operation;

556—load limit;

700-engine management device;

710—a first operating mode partition calibration unit;

720-a second parameter acquisition comprehensive unit;

730-a third fueling signal calibration unit;

740-fourth oil quality comprehensive judging unit;

750-a fifth delay feedback handling unit;

900-vehicle;

901-a controller;

903-computer storage media.

Description of the embodiments

The present invention will be described in further detail with reference to the accompanying drawings and examples. Of course, the following specific examples are set forth only to illustrate the technical solution of the present invention, and are not intended to limit the present invention. Furthermore, the parts expressed in the examples or drawings are merely illustrative of the relevant parts of the present invention, and not all of the present invention.

The fuel information processing method shown in fig. 7 comprises a first working condition partition calibration step 100, a second parameter acquisition and synthesis step 200 and a fourth oil quality comprehensive judgment step 400, wherein the first working condition partition calibration step 100 partitions the engine speed N and the load R and calibrates a preset number of working condition states, so that each working condition state corresponds to a testing condition of fuel information processing.

As shown in FIG. 2, the second parameter collecting and integrating step 200 collects a preset number of reference physical quantities 210, and confirms that the values of the reference physical quantities 210 fall into a preset calibration interval 220, wherein the calibration interval 220 is formed and/or defined by a value range preset by the reference physical quantities 210, and the fourth oil quality integrating and judging step 400 utilizes the detection and response of a control unit to the engine knocking phenomenon in the working condition state according to the working condition state partition given by the first working condition partition calibration step 100, and reflects the quality change of the fuel oil used by the engine according to the offset of the engine ignition angle and/or the value of the knocking withdrawal angle in the response.

The working condition state partition comprises rotating speed partitions N1, N2, N3 and N4 till NX, the working condition state partition further comprises load partitions R1, R2, R3 and R4 till RY, X and Y are positive integers, X, Y is used for representing the number of corresponding partitions, the rotating speed partitions and/or the load partitions are calibrated according to the working condition of the engine, rotating speed hysteresis NZ and/or load hysteresis RZ are arranged in the working condition state when the partitions are carried out, and the rotating speed hysteresis NZ and/or the load hysteresis RZ are used for preventing the influence of changes of the rotating speed N and/or the load R on a testing process so as to avoid misoperation and/or abnormal detection process.

As shown in FIG. 2, the reference physical quantity 210 includes at least one of an ambient temperature T0, an intake manifold temperature T1, a main water temperature T2, a cylinder head temperature T3 and a humidity signal P0 of the engine, and correspondingly, when the value of the reference physical quantity 210 correspondingly belongs to the following intervals, the second parameter acquisition and synthesis step 200 is considered to acquire the reference physical quantity 210 meeting the test requirement, and the interval 220 to be calibrated of the reference physical quantity 210 includes DeltaT 0 epsilon-KK 0, KK0], deltaT1 epsilon-KK 1, KK1], deltaT2 epsilon-KK 2, KK2], deltaT3 epsilon-KK 3, KK3], deltaP0 epsilon-KK 4, where KK0, KK1, KK2, KK3 and KK4 are enabled thresholds to be calibrated.

Further, as shown in fig. 4, if the rotation speed N > =c0, the load R > =c1, the main water temperature T2 or the cylinder head temperature T3> =c2, and the knock control function of the engine is normal, the engine is not in a fault state, and/or the engine is in a non-strong dynamic working condition, that is, the intake manifold pressure gradient Dp/Dt < =c3, the rotation speed gradient Dn/Dt < =c4, the fuel of the engine is considered to be in accordance with the poor oil or the poor oil is identified for enabling, wherein the parameters C0, C1, C2, C3, and C4 are the poor oil enabling parameters 410, and the poor oil enabling parameters 410 can be obtained after the calibration test.

As shown in fig. 7, the embodiment further includes A third fueling signal calibration step 300, in which the tank cap opening information 310 shown in fig. 3 is collected and/or identified, and logic determination is performed on the first liquid level A and the second liquid level B of the tank after the tank cap opening signal is valid, and if the first liquid level A < = X1 and the first liquid level A and the second liquid level B satisfy (B-A) > = Y1, or A > = X1 and (B-A) > = Y1, and simultaneously satisfy (B-A)/A > = Z1, the fueling signal is enabled and/or the fueling completion flag is set.

Specifically, optional kk0=5, kk1=5, kk2=5, kk3=5, kk4=30%, x1=15 liters, y1=5 liters, z1=5%, kf1= -4.5 degrees of crank angle, c0=600 revolutions/minute, c1=30, c2=60 degrees, C3 based on a rotational speed load MAP calibration, C4 based on a rotational speed curve calibration.

If the above values are not satisfied, the reference physical quantity 210 may be at least one of ambient pressure, exhaust temperature, piston top temperature, engine oil pressure, and engine oil temperature, and the arrangement and combination of the inferior oil enabling parameters 410 may also be used for confirming that the fuel oil of the engine meets the inferior oil and/or enabling the bad oil identification.

Specifically, the arrangement combination comprises that only the load R, the main water temperature T2 and the knocking control function are used normally, and further comprises that the load R, the cylinder head temperature T3 and the knocking control function are used normally, or comprises that the rotating speed N, the load R, the main water temperature T2 and the pressure gradient of the intake manifold are met simultaneously.

The inferior oil enabling parameter 410 may also use other physical quantities or detection values such as engine oil temperature, piston top temperature and/or vehicle speed, and the reference physical quantity 210 thereof may form a decision quantity by permutation and combination, and the decision quantity is used for generating related enabling conditions.

Further, the fuel information processing method as shown in fig. 7 further includes a fifth delay feedback treatment step 500, wherein the ignition angle 530 can be retarded according to the partition of the working condition state, so as to avoid continuous knocking and/or overexplosion of the engine from being induced and avoid the control unit triggering the system protection process due to knocking angle withdrawal.

Specifically, if the quality change information or data obtained in the fourth oil quality comprehensive determination step 400 exceeds a preset bad oil threshold, the engine is limited to work in a preset safe range and/or the load R is limited to be in a range smaller than the preset load threshold, wherein if the third fueling signal calibration step 300 gives fueling signal enable and/or fueling completion flag setting information, and the average value DZ of the knock-postponed ignition angle is smaller than a preset threshold KF1 and lasts for a period of delay time T1, a correction offset dzw1 is added to the basic ignition angle, and in addition, the correction of the bad oil ignition angle can be performed for the non-knock area, and the correction of the ignition angle is kept consistent with the bad oil self-learning ignition angle of the adjacent knock area.

If the ignition angle is retarded, the air input of the engine is limited to be smaller than an air inlet threshold value, a first load threshold value MAP1 based on the engine rotating speed N and outputting the ignition angle retardation angle relative to the basic ignition angle is given, and meanwhile, a second load threshold value MAP2 is given according to the rotating speed N and the air inlet manifold temperature T1, and then a load limit value 556 constrained by the first load threshold value MAP1 and the second load threshold value MAP2 is outputted.

Specifically, as shown in fig. 5, the ignition angle can adopt a zoned self-learning strategy 520 of working conditions or perform self-learning of a full MAP according to the rotational speed load of a basic ignition angle on the basis of information processing of a vehicle control unit, the self-learning process is limited by an ignition angle variation KF caused by a steady-state oil product difference of a bench, so that a self-learning value < = KF is obtained by testing the basic ignition angle of the bench under the condition that a normal oil product and a bad oil product are under the same condition or the condition that a reference physical quantity 210 is constrained, the ignition angle variation KF is a difference value obtained by multiplying working condition data corresponding to KF by a ratio coefficient of an actual bad oil correction angle based on the knocking region and the corresponding working condition in a value table of the ignition angle variation KF.

Correspondingly, the engine management device 700 shown in fig. 8 comprises a first working condition partition calibration unit 710, a second parameter acquisition and synthesis unit 720 and a fourth oil quality comprehensive judgment unit 740, wherein the first working condition partition calibration unit 710 partitions the engine speed N and the load R and calibrates a preset number of working condition states so that each working condition state corresponds to a test condition of fuel oil information processing, the second parameter acquisition and synthesis unit 720 acquires a preset number of reference physical quantities 210 and confirms that the value of the reference physical quantities 210 falls into a preset calibration interval 220, and the calibration interval 220 is formed and/or defined by a value range preset by the reference physical quantities 210.

The fourth oil quality comprehensive determination unit 740 uses the detection and response of the control unit to the knocking phenomenon of the engine under the working condition according to the partition of the working condition state given by the first working condition partition calibration unit 710, and reflects the quality change of the fuel used by the engine according to the offset of the ignition angle and/or the knock return angle of the engine in the response.

Specifically, the working condition states of the engine can be divided into rotating speed partitions N1, N2, N3 and N4 to NX, and can be divided into load partitions R1, R2, R3 and R4 to RY, X and Y are positive integers, X, Y are used for representing the number of corresponding partitions, wherein the rotating speed partitions and/or the load partitions can be calibrated according to the working condition of the engine, rotating speed hysteresis NZ and/or load hysteresis RZ are arranged when the engine is in the working condition states, and the rotating speed hysteresis NZ and/or the load hysteresis RZ can be used for preventing the influence of changes of the rotating speed N and/or the load R on a test process so as to avoid misoperation and/or abnormal detection process.

The reference physical quantity 210 includes at least one of an ambient temperature T0, an intake manifold temperature T1, a main water temperature T2, a cylinder head temperature T3, and a humidity signal P0 of the engine, and correspondingly, when the value of the reference physical quantity 210 correspondingly belongs to the following intervals, the second parameter acquisition comprehensive step 200 is considered to acquire the reference physical quantity 210 meeting the test requirement, wherein the interval 220 to be calibrated of the reference physical quantity 210 includes Δt0ε -KK0, KK0], Δt1ε -KK1, KK1], Δt2ε -KK2, KK2], Δt3ε -KK3, KK3], Δp0ε -KK4, KK0, KK1, KK2, KK3, and KK4 as enabling thresholds to be calibrated.

Specifically, as shown in fig. 4, if the rotation speed N > =c0, the load R > =c1, the main water temperature T2, or the cylinder head temperature T3> =c2, and the knock control function of the engine is normal, the engine is not in a fault state, and/or the engine is in a non-strong dynamic working condition, i.e. the intake manifold pressure gradient Dp/Dt < =c3, the rotation speed gradient Dn/Dt < =c4, the fuel of the engine is considered to be in accordance with an inferior oil or to perform the enabling process 430 on a bad oil mark, wherein the parameters C0, C1, C2, C3, C4 are inferior oil enabling parameters 410, and the inferior oil enabling parameters 410 may be obtained after the calibration test.

As shown in fig. 8, the engine management apparatus 700 further includes A third fueling signal calibration unit 730, and is capable of acquiring and/or identifying the fuel tank cap opening information 310 shown in fig. 3, and logically determining 330 the first liquid level A and the second liquid level B of the fuel tank after the fuel tank cap opening signal is valid, and if the first liquid level A < = X1 and the first liquid level A and the second liquid level B satisfy (B-A) > = Y1, or A > = X1, and (B-A) > = Y1, and satisfy (B-A)/A > = Z1, enabling the fueling signal and/or setting the fueling completion flag.

Optionally kk0=5, kk1=5, kk2=5, kk3=5, kk4=30%, x1=15 liters, y1=5 liters, z1=5%, kf1= -4.5 degrees of crank angle, c0=600 revolutions/minute, c1=30%, c2=60 degrees, C3 based on the rotational speed load MAP calibration, C4 based on the rotational speed curve calibration.

Specifically, the arrangement and combination thereof include using only the load R, the main water temperature T2, and the knock control function normal condition, or may be the load R, the cylinder head temperature T3, and the knock control function normal condition information, or the rotation speed N, the load R, the main water temperature T2, and the intake manifold pressure gradient are satisfied simultaneously.

In addition, the inferior oil enabling parameter 410 may be the engine oil temperature, the piston top temperature and/or the vehicle speed, and the above reference physical quantities 210 may be arranged and combined to form a decision quantity, wherein the decision quantity is used for generating the related enabling condition.

Further, the engine management apparatus 700 as shown in fig. 8 further comprises a fifth retard feedback treatment unit 750, wherein the fifth retard feedback treatment unit 750 can retard the ignition angle according to the partition of the working condition state, avoid continuous knocking and/or overexplosion of the engine from being induced, and avoid the control unit triggering the system protection process due to knocking withdrawal.

Specifically, if the quality change information or data obtained by the fourth oil quality comprehensive determination unit 740 exceeds the preset bad oil threshold, the engine is limited to operate in the preset safe range and/or the load R is limited to be within the range smaller than the preset load threshold.

If the third fueling signal calibration unit 730 gives the fueling signal enabling and/or fueling completion flag setting information, and the knock-retarding ignition angle average DZ is smaller than the preset threshold KF1 and lasts for a delay time T1, the correction offset dzw1 can be added to the basic ignition angle, and in addition, the correction of the bad-oil ignition angle can be performed for the non-knock area, and the correction of the ignition angle is consistent with the bad-oil self-learning ignition angle of the adjacent knock area.

Specifically, if the ignition angle is retarded, the intake air amount of the engine is limited to be smaller than the intake air threshold, a first load threshold MAP1 based on the engine speed N and the output ignition angle retardation angle relative to the basic ignition angle is given, and meanwhile, a second load threshold MAP2 can be given according to the engine speed N and the intake manifold temperature T1, and then a load limit constrained by the first load threshold MAP1 and the second load threshold MAP2 can be further output.

The ignition angle of the engine is shown in fig. 5, and the ignition angle can be self-learned by a self-learning strategy 520 with working condition partition or based on information processing of a vehicle control unit, according to the rotational speed load of the basic ignition angle, the self-learning process is limited by an ignition angle variation KF caused by the steady-state oil product difference of the bench, so that the self-learning value < = KF is obtained by testing the basic ignition angle of the bench under the condition that the normal oil product and the bad oil are under the same condition or the constraint condition of the reference physical quantity 210, and in addition, the bad oil ignition angle correction value of the non-detonation area is the average value obtained by multiplying the working condition data corresponding to the KF by the ratio coefficient of the corresponding working condition in the actual bad oil correction angle and ignition angle variation KF value table based on the detonation area.

Accordingly, the computer storage medium 903 as shown in fig. 9 to 11 comprises a storage medium body for storing a computer program, which when executed by a microprocessor, can implement any of the fuel information processing methods as described above, and similarly, the controller 901 comprises any of the engine management devices 700 and/or any of the computer storage media 903 as described above, and thus also has corresponding data processing capabilities

In summary, the technical effects brought by the invention include:

1) By means of bad oil identification and control strategy upgrading, the ignition angle is advanced, continuous knocking and early combustion aggravation caused by bad oil are actively avoided, and NVH and passenger comfort are facilitated;

2) Serious faults such as knocking, excessive pre-ignition and the like are treated in a layering way through a bad oil identification strategy, the damage of the engine is avoided under the limited maximum load of the engine, and the engine is protected by reducing the load;

3) The vehicle can be operated in different areas or oil environments, the adaptability of the engine to various areas of oil is effectively improved through the self-learning of the bad oil area, the operation robustness is improved, and the competitiveness of related equipment in different areas is improved.

It should be noted that the foregoing examples are merely for clarity of illustration of the technical solution of the present invention, and those skilled in the art will understand that the embodiments of the present invention are not limited to the foregoing, and that obvious changes, substitutions or alterations made herein do not depart from the scope of the present invention without departing from the spirit of the present invention.

Claims

1. A fuel oil information processing method is characterized by comprising a first working condition partition calibration step (100), a second parameter acquisition and synthesis step (200) and a fourth oil quality comprehensive judgment step (400), wherein the first working condition partition calibration step (100) is used for partitioning an engine rotating speed N and a load R, and calibrating a preset number of working condition states, so that each working condition state corresponds to a test condition of fuel oil information processing, the second parameter acquisition and synthesis step (200) is used for acquiring a preset number of reference physical quantities (210) and confirming that the value of the reference physical quantities (210) falls into a preset calibration interval (220), the calibration interval (220) is formed and/or defined by a preset value range of the reference physical quantities (210), and the fourth oil quality comprehensive judgment step (400) is used for reflecting the change of the used fuel oil according to the detection and response of an engine knocking phenomenon under the working condition states by a control unit and according to the value of an ignition angle of the engine in the response;

The reference physical quantity (210) comprises at least one of an ambient temperature T0, an intake manifold temperature T1, a main water temperature T2, a cylinder head temperature T3 and a humidity signal P0 of the engine, and correspondingly, when the value of the reference physical quantity (210) correspondingly belongs to the following intervals, the second parameter acquisition and synthesis step (200) is considered to acquire the reference physical quantity (210) meeting the test requirement, and the interval (220) to be calibrated of the reference physical quantity (210) comprises:

delta T0 epsilon [ -KK0, KK0], deltaT 1 epsilon [ -KK1, KK1], deltaT 2 epsilon [ -KK2, KK2], deltaT 3 epsilon [ -KK3, KK3], deltaP 0 epsilon [ -KK4, KK4], where KK0, KK1, KK2, KK3, KK4 are the enabling thresholds to be calibrated;

If the rotation speed N > =c0, the load R > =c1, the main water temperature T2 or the cylinder head temperature T3> =c2, the knock control function of the engine is normal, the engine is not in a fault state, and the engine is in a non-strong dynamic working condition, namely, the pressure gradient Dp/Dt < =c3 and the rotation speed gradient Dn/Dt < =c4 of the intake manifold, the fuel oil of the engine is considered to be in accordance with a bad oil or the bad oil identification is enabled, parameters C0, C1, C2, C3 and C4 are bad oil enabling parameters (410), and the bad oil enabling parameters (410) are obtained after a calibration test;

The method comprises A first fueling signal calibration step (300), A second fueling signal calibration step (300), A third fueling signal calibration step (300) and A first control step, wherein the first fueling signal calibration step (300) is used for acquiring and/or identifying fueling cap opening information (310) and logically judging A first liquid level A and A second liquid level B of A fueling tank after the fueling cap opening signal is valid, and if the first liquid level A=y1 or A > =x1 and (B-A) > =y1 is satisfied, the fueling signal is enabled and/or A fueling completion mark is set;

kk0=5, kk1=5 kk2=5 kk2= 5 x1=15 liters, y1=5 liters z1=5%; kf1= -4.5 degrees of crank angle, c0=600 revolutions per minute, c1=30%, c2=60 degrees, C3 based on a rotational speed load MAP calibration, C4 based on a rotational speed curve calibration, if the above values are not satisfied at the same time, the reference physical quantity (210) further includes at least one of an ambient pressure, an exhaust temperature, a piston top temperature, an engine oil pressure, and an engine oil temperature, a permutation and combination of the inferior oil enabling parameters (410) is used for confirmation that the fuel oil of the engine meets an inferior oil and/or enabling a bad oil identification, the permutation and combination includes using only the load R, the main water temperature T2, and the knock control function to be normal, the permutation and combination further includes the load R, the cylinder head temperature T3, and the knock control function to be normal, the permutation and combination further includes the rotational speed N, the load R, the main water temperature T2, and the manifold pressure gradient to be satisfied at the same time, the oil enabling parameters (410) further includes an engine oil top temperature, a piston top temperature, and/or a decision making a decision that the reference physical quantity (210) is used for generating a correlation condition of the permutation and the vehicle speed quantity.

2. The fuel information processing method according to claim 1, wherein the partitions of the working condition state comprise rotating speed partitions N1, N2, N3 and N4 up to NX, the partitions of the working condition state further comprise load partitions R1, R2, R3 and R4 up to RY, X and Y are positive integers, the X and the Y are used for representing the number of the corresponding partitions, the rotating speed partitions and/or the load partitions are calibrated according to the working condition of the engine, rotating speed hysteresis NZ and/or load hysteresis RZ are arranged in the process of partitioning the working condition state, and the rotating speed hysteresis NZ and/or the load hysteresis RZ are used for preventing the change of the rotating speed N and/or the load R from affecting a test process so as to avoid misoperation and/or abnormal detection process.

3. The fuel information processing method according to claim 1, further comprising a fifth retard feedback processing step (500), the fifth retard feedback processing step (500) retarding the ignition angle according to the division of the operating condition state, avoiding that the continuous knocking and/or overexposure of the engine is induced and avoiding that the control unit triggers a system protection process due to knocking, if the quality change information or data acquired by the fourth oil quality comprehensive decision step (400) exceeds a preset bad oil threshold, limiting the engine operation to a preset safe range and/or limiting the load R to a range smaller than a preset load threshold, wherein if the third fueling signal calibration step (300) gives the fueling signal enabling and/or the fueling completion flag setting information and the average value DZ of the knocking retarded ignition angle is smaller than a preset threshold KF1 for a certain delay time T1, adding a correction offset amount dzw to a basic ignition angle, and also making a correction of a bad oil ignition angle to a non-region and making the ignition angle to coincide with a second ignition angle, and keeping a knocking threshold value N, and keeping a knocking angle of the engine speed of the engine being retarded from a certain threshold based on a second engine speed N, and keeping a value N, and a value of the engine speed of the intake air1, based on a second engine speed being set according to the engine speed when the engine speed is lower than a second threshold, the method further comprises the steps of outputting a load limit value constrained by the first load threshold MAP1 and the second load threshold MAP2, wherein the ignition angle adopts a zoned self-learning strategy (520) of the working condition or performs self-learning of a full MAP MAP according to the rotating speed load of a basic ignition angle on the basis of information processing of a vehicle control unit, the self-learning process is limited by an ignition angle change KF caused by steady-state oil product difference of a bench, so that a self-learning value < = KF, the ignition angle change KF is a difference value obtained by testing the basic ignition angle of the bench based on normal oil products and bad oil under the same condition or the constraint condition of the reference physical quantity (210), and a bad oil ignition angle correction value of a non-detonation region is an average value obtained by multiplying working condition data corresponding to the KF by a ratio coefficient based on the actual bad oil correction angle of the detonation region and the corresponding working condition in an ignition angle change KF value table.

4. An engine management device (700) comprises a first working condition partition calibration unit (710), a second parameter acquisition comprehensive unit (720) and a fourth oil quality comprehensive judgment unit (740), wherein the first working condition partition calibration unit (710) partitions an engine rotating speed N and a load R and calibrates a preset number of working condition states so that each working condition state corresponds to a test condition of fuel oil information processing, the second parameter acquisition comprehensive unit (720) acquires a preset number of reference physical quantities (210) and confirms that the value of the reference physical quantities (210) falls into a preset calibration interval (220), the calibration interval (220) is formed and/or defined by a preset value range of the reference physical quantities (210), and the fourth oil quality comprehensive judgment unit (740) utilizes a control unit to detect and respond to the engine knocking phenomenon under the working condition states and reflects the quality change of the knocking engine according to the value of an ignition angle and/or a withdrawal angle of the engine in the response;

If the rotation speed N > =c0, the load R > =c1, the main water temperature T2 or the cylinder head temperature T3> =c2, the knock control function of the engine is normal, the engine is not in a fault state, and/or the engine is in a non-strong dynamic working condition, namely, an intake manifold pressure gradient Dp/Dt < =c3 and a rotation speed gradient Dn/Dt < =c4, the fuel of the engine is considered to be in line with a bad oil or bad oil identification is enabled, the parameters C0, C1, C2, C3 and C4 are bad oil enabling parameters (410), and the bad oil enabling parameters (410) are obtained after calibration test;

The system further comprises A third fueling signal calibration unit (730), wherein the third fueling signal calibration unit (730) acquires and/or identifies the fuel tank cover opening information (310) and logically judges the first liquid level A and the second liquid level B of the fuel tank after the fuel tank cover opening signal is valid, and if the first liquid level A=Y1 or A > =X1 and (B-A) > =Y1, and simultaneously (B-A)/A > =Z1 is satisfied, the fueling signal is enabled and/or A fueling completion mark is set;

wherein: kk0=5, kk1=5, kk2=5 kk3=5, kk4=30%; x1=15 liters y1=5 liters z1=5%;

Kf1= -4.5 degrees of crank angle, c0=600 revolutions per minute, c1=30%, c2=60 degrees, C3 based on a rotational speed load MAP calibration, C4 based on a rotational speed curve calibration, if the above values are not satisfied at the same time, the reference physical quantity (210) further includes at least one of an ambient pressure, an exhaust temperature, a piston top temperature, an engine oil pressure, and an engine oil temperature, a permutation and combination of the inferior oil enabling parameters (410) is used for confirmation that the fuel oil of the engine meets an inferior oil and/or enabling a bad oil identification, the permutation and combination includes using only the load R, the main water temperature T2, and the knock control function to be normal, the permutation and combination further includes the load R, the cylinder head temperature T3, and the knock control function to be normal, the permutation and combination further includes the rotational speed N, the load R, the main water temperature T2, and the manifold pressure gradient to be satisfied at the same time, the oil enabling parameters (410) further includes an engine oil top temperature, a piston top temperature, and/or a decision making a decision that the reference physical quantity (210) is used for generating a correlation condition of the permutation and the vehicle speed quantity.

5. The engine management device (700) according to claim 4, wherein the partitions of the working condition state comprise rotational speed partitions N1, N2, N3 and N4 up to NX, the partitions of the working condition state further comprise load partitions R1, R2, R3 and R4 up to RY, X and Y are positive integers, the X and the Y are used for representing the number of the corresponding partitions, the rotational speed partitions and/or the load partitions are calibrated according to the working condition of the engine, and rotational speed hysteresis NZ and/or load hysteresis RZ are arranged when the partitions are carried out in the working condition state, and the rotational speed hysteresis NZ and/or the load hysteresis RZ are used for preventing the change of the rotational speed N and/or the load R from influencing a test process so as to avoid misoperation and/or abnormal detection process.

6. The engine management apparatus (700) according to claim 5, further comprising a fifth retard feedback treatment unit (750), the fifth retard feedback treatment unit (750) retards the ignition angle according to the division of the operating condition state, avoids the continuous knocking and/or overexposure of the engine from being induced and avoids the control unit triggering a system protection process due to knocking, if quality change information or data acquired by the fourth oil quality comprehensive decision unit (740) exceeds a preset bad oil threshold, limits the engine to operate in a preset safety range and/or limits the load R to a range smaller than a preset load threshold, wherein if the third fueling signal calibration unit (730) gives the fueling signal enable and/or the fueling completion flag set information and the average value DZ of the knock retard ignition angle is smaller than a preset threshold KF1 for a certain delay time T1, adds a correction offset amount dzw to a basic ignition angle, further corrects a bad ignition angle for a non-knocking region and makes the ignition angle of the engine work in a preset safety range and/or limits the load R to a range smaller than a preset load threshold, if the engine intake air intake amount is retarded by a threshold value N, and an intake air amount is kept smaller than a preset threshold value N, based on a second engine intake air intake amount is set by a threshold, and a threshold is set according to a second engine intake air amount is kept constant, the method further comprises the steps of outputting a load limit value constrained by the first load threshold MAP1 and the second load threshold MAP2, wherein the ignition angle adopts a zoned self-learning strategy (520) of the working condition or performs self-learning of a full MAP MAP according to the rotating speed load of a basic ignition angle on the basis of information processing of a vehicle control unit, the self-learning process is limited by an ignition angle change KF caused by steady-state oil product difference of a bench, so that a self-learning value < = KF, the ignition angle change KF is a difference value obtained by testing the basic ignition angle of the bench based on normal oil products and bad oil under the same condition or the constraint condition of the reference physical quantity (210), and a bad oil ignition angle correction value of a non-detonation region is an average value obtained by multiplying working condition data corresponding to the KF by a ratio coefficient based on the actual bad oil correction angle of the detonation region and the corresponding working condition in an ignition angle change KF value table.

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

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