CN108278162B - Diesel oil and natural gas dual-fuel engine electric control unit supporting natural gas multi-point injection - Google Patents

Diesel oil and natural gas dual-fuel engine electric control unit supporting natural gas multi-point injection Download PDF

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CN108278162B
CN108278162B CN201810038230.5A CN201810038230A CN108278162B CN 108278162 B CN108278162 B CN 108278162B CN 201810038230 A CN201810038230 A CN 201810038230A CN 108278162 B CN108278162 B CN 108278162B
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module
natural gas
electromagnetic valve
injection
signal acquisition
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CN108278162A (en
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彭育辉
陈祥榛
汤家有
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Fuzhou University
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Fuzhou University
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
    • F02D19/0647—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions the gaseous fuel being liquefied petroleum gas [LPG], liquefied natural gas [LNG], compressed natural gas [CNG] or dimethyl ether [DME]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/401—Controlling injection timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/403—Multiple injections with pilot injections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Abstract

The invention relates to an electric control unit of a diesel oil and natural gas dual-fuel engine supporting natural gas multi-point injection. The device comprises a microprocessor, a peripheral circuit, a power management module, a crankshaft and camshaft position signal acquisition module, an exhaust temperature signal acquisition module, an analog signal acquisition module, an electromagnetic valve driving module, a low-side driving module, a current detection module and a communication module, wherein the power management module, the crankshaft and camshaft position signal acquisition module, the exhaust temperature signal acquisition module, the analog signal acquisition module, the electromagnetic valve driving module, the low-side driving module, the current detection module and the communication module are connected with an electric control unit. Compared with the prior art, the invention can simultaneously independently control the diesel injection solenoid valve and the natural gas injection solenoid valve without additionally arranging other equipment such as signal repeaters, improves the traditional solenoid valve driving circuit, increases a high-voltage driving power supply, reduces the opening time and the power consumption of the solenoid valve and ensures that the injection is more accurate; the invention can realize the timing supply of the pilot fuel oil quantity and the natural gas to each cylinder by adopting a multi-point sequential injection mode, thereby effectively improving the working performance of the natural gas/diesel dual-fuel engine.

Description

Diesel oil and natural gas dual-fuel engine electric control unit supporting natural gas multi-point injection
Technical Field
The invention relates to an electric control unit of a diesel oil and natural gas dual-fuel engine supporting natural gas multi-point injection.
Background
The natural gas/diesel dual-fuel engine is mostly modified from the original diesel engine at present. On the basis of reserving the original vehicle electric control unit, a set of natural gas injection control unit is additionally arranged, and the natural gas injection control unit comprises an additionally arranged electric control unit, a sensor signal transponder and the like. On one hand, most of the existing refitting schemes adopt a single-point injection mode of natural gas on an air inlet main pipe of an engine, the air injection time cannot be accurately controlled, and the combustion control is poor; on the other hand, the natural gas electric control unit for modification has the defects that the original vehicle signal cannot be directly acquired, the traditional electromagnetic valve driving mode is used, the control precision is poor and the like, so that the modification effect cannot be expected frequently, meanwhile, the electric control unit is additionally arranged, the overall complexity of the electric control unit is increased, and the popularization and the application of the diesel engine oil gas modification technology are not facilitated, so that the improvement and the innovation of the diesel-natural gas dual-fuel engine electric control unit supporting the natural gas multi-point injection are imperative.
Disclosure of Invention
The invention aims to overcome the defects of the prior art, provides the electric control unit of the diesel oil and natural gas dual-fuel engine supporting the multi-point injection of natural gas, and can effectively improve the working performance of the natural gas/diesel oil dual-fuel engine and reduce the complexity of the installation of the electric control unit.
In order to achieve the purpose, the technical scheme of the invention is as follows: an electric control unit of a diesel oil and natural gas dual-fuel engine supporting multi-point injection of natural gas comprises a microprocessor, and a memory module, a power management module, an electromagnetic valve driving module, a low-side driving module, a current detection module, a crankshaft and camshaft position signal acquisition module, an accelerator position signal acquisition module, a pressure signal acquisition module, a cooling water temperature signal acquisition module, an exhaust temperature signal acquisition module and a communication module which are connected with the microprocessor;
the microprocessor comprises a main central processing unit and a coprocessor; the main central processing unit is used for responding to task interruption, executing a control strategy and executing a communication task when the electric control unit is in a single fuel working mode; the co-processor is used for responding to the interruption of the diesel and natural gas injection task when the electric control unit is in a dual-fuel working mode;
the memory module comprises a Flash memory and is used for storing all MAP data required by the engine in a single fuel/dual fuel working mode so that the preset configuration information can be loaded when the electronic control unit is electrified again to carry out system initialization;
the power supply management module converts the voltage of the automobile storage battery into the voltage required by the working of each sensor, each actuator and each control chip; the Buck-Boost circuit comprises a Boost circuit, a Buck voltage reduction circuit and a linear stabilizing circuit; the input end of a peripheral power device of the Boost circuit is connected with an automobile storage battery, the power supply of the automobile storage battery is converted into a +60V high-voltage driving power supply, and the output end of the peripheral power device is connected with an electromagnetic valve driving module; the Buck voltage reduction circuit converts a power supply of the automobile storage battery into a 5V power supply and is used for supplying power to the active sensor, the microprocessor and the peripheral circuit; the linear voltage stabilizer circuit converts a power supply of an automobile storage battery into a 15V power supply to supply power to a high-low side driver of the electromagnetic valve driving module;
the solenoid valve driving module includes: the high-low side driver, the first peripheral circuit, a high side NMOS tube Q400, a high side NMOS tube Q402, a low side cylinder selection NMOS tube Q401, a low side cylinder selection NMOS tube Q403, an isolation diode D404, an isolation diode D405, and two load electromagnetic valves L400 and L401; the source electrode of the high-side NMOS tube Q400, the isolation diode D404, the sampling resistor R404 of the current detection module, the electromagnetic valve L400 and the low-side cylinder selection NMOS tube Q401 are sequentially connected in series to form a first load loop; the source electrode of the high-side NMOS tube Q402, the isolation diode D405, the sampling resistor R404 of the current detection module, the electromagnetic valve L401 and the low-side cylinder selection NMOS tube Q403 are sequentially connected in series to form a second load loop; the high-low side driver receives a high side control pulse A sent by a microprocessor h High side control pulse B h And a low side control pulse C l A high-side driving pulse A for turning on the high-voltage source is output through the high-side driver and the low-side driver H High-side drive pulse B for turning on low-voltage source H And for cylinder selection low side drive pulse C L Respectively to the gates of the high NMOS transistor Q400 and the high NMOS transistor Q405 and the gate of the low NMOS transistor Q401 or Q403; the drain electrode of the high-order NMOS tube Q400 is connected with the output end of the Boost power supply module, and the drain electrode of the high-order NMOS tube Q402 is connected with the output end of the automobile storage battery;
the low-side driving module comprises a low-side driver, a second peripheral circuit, a power NMOS tube and a freewheeling diode;
the current detection module comprises a sampling resistor R404, a current detection amplifier and a third peripheral circuit; the sampling resistor R404 is arranged on the high side of the electromagnetic valve and is used for detecting the working current of the electromagnetic valve; the current detection amplifier amplifies the differential voltage at two sides of the sampling resistor R404 and then transmits the amplified differential voltage to the microprocessor;
the crankshaft and camshaft position signal acquisition module is used for conditioning the position signals of the upper teeth of the crankshaft and the camshaft of the engine;
the throttle position signal acquisition module, the pressure signal acquisition module, the cooling water temperature signal acquisition module and the exhaust temperature signal acquisition module are respectively used for conditioning a throttle position signal, a pressure signal, a cooling water temperature signal and an exhaust temperature signal of the engine;
the communication module comprises a CAN bus communication module which is used for carrying out bidirectional communication with calibration software of the engine, so that the control parameter monitoring and calibration of the engine are facilitated.
In one embodiment of the invention, the electric control unit receives signals of all the acquisition modules by the main central processing unit in a diesel single-fuel working mode, calculates control parameters according to a control strategy, and controls an oil injection electromagnetic valve to realize supply of corresponding oil injection quantity; in the natural gas/diesel dual-fuel working mode, the main central processing unit of the electric control unit acquires sensor signals, the main central processing unit controls the diesel injection electromagnetic valve to work according to a control strategy, and the coprocessor controls the natural gas injection electromagnetic valve to work, so that the fuel injection amount and the natural gas supply are realized.
In one embodiment of the invention, the microprocessor judges the working timing sequence and duration of two paths of high-level control pulse signals and one path of low-level control pulse signals in the electromagnetic valve driving module according to a corresponding algorithm by collecting position signals of a crankshaft and a camshaft.
In an embodiment of the present invention, when the electromagnetic valve driving module drives the electromagnetic valve, the microprocessor collects an electromagnetic valve working current signal of the current detection module, configures different driving voltages for the electromagnetic valve at different time periods according to corresponding control strategies, and controls the opening time and the opening duration of the electromagnetic valve.
In one embodiment of the invention, the electronic control unit is provided with 6 paths of electromagnetic valve driving modules, wherein every 2 paths of electromagnetic valve driving modules form a group, and one group of electromagnetic valve driving modules can drive a diesel oil injection electromagnetic valve and a natural gas injection electromagnetic valve corresponding to one cylinder of an engine; the microprocessor calculates the start-up time of the Xth cylinder of the engine and the injection amount of the diesel oil and the natural gas, controls the working time of the diesel oil injection electromagnetic valve and the working time of the natural gas injection electromagnetic valve through the electromagnetic valve driving module corresponding to the cylinder, and enables the diesel oil injection electromagnetic valve and the natural gas injection electromagnetic valve of each cylinder to perform sequential multi-point injection in one engine working cycle.
Compared with the prior art, the invention has the following beneficial effects: compared with the prior art, the invention can independently control the diesel injection solenoid valve and the natural gas injection solenoid valve without additionally installing other signal repeaters and other equipment, improves the traditional solenoid valve driving circuit, increases a high-voltage driving power supply, reduces the opening time and the power consumption of the solenoid valve and ensures that the injection is more accurate; the invention can realize the timing supply of the pilot fuel oil quantity and the natural gas to each cylinder by adopting a multi-point sequential injection mode, thereby effectively improving the working performance of the natural gas/diesel dual-fuel engine.
Drawings
Fig. 1 is a schematic structural view of the connection between the electronic control unit and other parts of the electronic control unit.
Fig. 2 is a schematic view of the internal structure of the present invention.
FIG. 3 is a schematic diagram of a Buck voltage reduction circuit and a linear voltage regulator circuit in the power management module of the present invention.
Fig. 4 is a schematic diagram of a Boost circuit in the power management module of the present invention.
FIG. 5 is a circuit schematic of the solenoid driver module and current sense module of the present invention.
FIG. 6 is a timing diagram of the operation of the solenoid driver module of the present invention.
Fig. 7 is a circuit schematic of the low side driver module of the present invention.
FIG. 8 is a schematic circuit diagram of a crankshaft and camshaft signal acquisition module of the present invention.
Fig. 9 is a schematic diagram of an analog signal input circuit of the present invention.
FIG. 10 is a schematic circuit diagram of an exhaust temperature signal acquisition module of the present invention.
Fig. 11 is a schematic diagram of a switching value signal input circuit of the present invention.
Fig. 12 is a schematic circuit diagram of a CAN bus module of the present invention.
Detailed Description
The technical scheme of the invention is specifically explained in the following by combining the attached drawings.
The invention discloses a diesel oil and natural gas dual-fuel engine electric control unit supporting natural gas multi-point injection, which comprises a microprocessor, and a memory module, a power management module, an electromagnetic valve driving module, a low-side driving module, a current detection module, a crankshaft and camshaft position signal acquisition module, an accelerator position signal acquisition module, a pressure signal acquisition module, a cooling water temperature signal acquisition module, an exhaust temperature signal acquisition module and a communication module which are connected with the microprocessor;
the microprocessor comprises a main central processing unit and a coprocessor; the main central processing unit is used for responding to task interruption, executing a control strategy and executing a communication task when the electric control unit is in a single fuel working mode; the coprocessor is used for responding to the interruption of the diesel and natural gas injection task when the electric control unit is in a dual-fuel working mode;
the memory module comprises a Flash memory and is used for storing all MAP data required by the engine in a single fuel/dual fuel working mode so that the preset configuration information can be loaded when the electronic control unit is electrified again to carry out system initialization;
the power management module converts the voltage of the automobile storage battery into the voltage required by the working of each sensor, each actuator and each control chip; the Buck-Boost circuit comprises a Boost circuit, a Buck voltage reduction circuit and a linear stabilizing circuit; the input end of a peripheral power device of the Boost circuit is connected with an automobile storage battery, the power supply of the automobile storage battery is converted into a +60V high-voltage driving power supply, and the output end of the peripheral power device is connected with a solenoid valve driving module; the Buck voltage reduction circuit converts a power supply of the automobile storage battery into a 5V power supply and is used for supplying power to the active sensor, the microprocessor and the peripheral circuit; the linear voltage stabilizer circuit converts a power supply of an automobile storage battery into a 15V power supply to supply power to a high-low side driver of the electromagnetic valve driving module;
the solenoid valve driving module includes: the high-low side driver, the first peripheral circuit, a high side NMOS tube Q400, a high side NMOS tube Q402, a low side cylinder selection NMOS tube Q401, a low side cylinder selection NMOS tube Q403, an isolation diode D404, an isolation diode D405, and two load electromagnetic valves L400 and L401; the source electrode of the high-side NMOS tube Q400, the isolation diode D404, the sampling resistor R404 of the current detection module, the electromagnetic valve L400 and the low-side cylinder selection NMOS tube Q401 are sequentially connected in series to form a first load loop; the source electrode of the high-side NMOS tube Q402, the isolation diode D405, the sampling resistor R404 of the current detection module, the electromagnetic valve L401 and the low-side cylinder selection NMOS tube Q403 are sequentially connected in series to form a second load loop; the high-low side driver receives a high side control pulse A sent by the microprocessor h High side control pulse B h And low side control pulse C l A high-side driving pulse A for switching on the high-voltage source is output through the high-side driver and the low-side driver H High-side drive pulse B for turning on low-voltage source H And for cylinder selection low side drive pulse C L Respectively to the gates of the high NMOS transistor Q400 and the high NMOS transistor Q405 and the gate of the low NMOS transistor Q401 or Q403; the drain electrode of the high-order NMOS tube Q400 is connected with the output end of the Boost power supply module, and the drain electrode of the high-order NMOS tube Q402 is connected with the output end of the automobile storage battery;
the low-side driving module comprises a low-side driver, a second peripheral circuit, a power NMOS tube and a freewheeling diode;
the current detection module comprises a sampling resistor R404, a current detection amplifier and a third peripheral circuit; the sampling resistor R404 is arranged on the high side of the electromagnetic valve and is used for detecting the working current of the electromagnetic valve; the current detection amplifier amplifies the differential voltage at the two sides of the sampling resistor R404 and then transmits the amplified differential voltage to the microprocessor;
the crankshaft and camshaft position signal acquisition module is used for conditioning the position signals of the teeth on the crankshaft and camshaft of the engine;
the throttle position signal acquisition module, the pressure signal acquisition module, the cooling water temperature signal acquisition module and the exhaust temperature signal acquisition module are respectively used for conditioning a throttle position signal, a pressure signal, a cooling water temperature signal and an exhaust temperature signal of the engine;
the communication module comprises a CAN bus communication module which is used for carrying out bidirectional communication with calibration software of the engine, so that the control parameter monitoring and calibration of the engine are facilitated.
The following are specific implementation examples of the present invention.
As shown in fig. 1, the present invention provides an electronic control unit for a diesel-natural gas dual fuel engine supporting multiple injection of natural gas. When the vehicle is powered on, the electric control unit 8 is powered by the automobile storage battery 7. The electric control unit 8 collects signals of each sensor, the signals comprise a camshaft position signal sensor 1, an accelerator position signal sensor 2, a pressure signal sensor 3, a temperature signal sensor 4 and a crankshaft position signal sensor 6, the signals are conditioned through different signal processing circuits respectively and are finally received by the microprocessor, control signals are sent to the diesel injection electromagnetic valve 10 and the natural gas injection electromagnetic valve 11 according to corresponding control strategies, and each electromagnetic valve works according to the signals. The diesel oil-natural gas dual-fuel engine electric control unit 8 supporting the multi-point injection of the natural gas carries out two-way communication with the PC end calibration software 9 through the CAN bus module, and is convenient for carrying out on-line calibration work.
As shown in fig. 2, the diesel-natural gas dual-fuel engine electronic control unit supporting the multi-point injection of natural gas is an integrated circuit board, and the integrated circuit board includes a microprocessor chip 7 and an external memory module 10, and a crankshaft and camshaft position signal acquisition module 1, an accelerator position signal acquisition module 2, a pressure signal acquisition module 3, a temperature signal acquisition module 4, an exhaust temperature signal acquisition module 5, a CAN bus module 6, an electromagnetic valve driving module 8, a current detection module 9, and a low-side driving module 11, which are connected to the microprocessor; the microprocessor chip 7 receives signals conditioned by the crankshaft and camshaft position signal acquisition module 1, the accelerator position signal acquisition module 2, the pressure signal acquisition module 3, the temperature signal acquisition module 4 and the exhaust temperature signal acquisition module 5, and also acquires a current signal fed back by the current detection module 9 when the electromagnetic valve works; the microprocessor chip 7 outputs signals to control the electromagnetic valve driving module 8 and the low-side driving module 11; the microprocessor chip 7 reads and stores information from and in the peripheral memory module 10 by means of the SPI communication protocol; the microprocessor chip 7 is a MC9S12XET256 singlechip of S12 series of the Shecaier company, the memory chip 10 is W25Q40228, and the message transceiver of the CAN bus module is TJA1050.
Fig. 3 is a schematic diagram of a Buck voltage reduction circuit and a linear voltage regulation circuit, and fig. 4 is a schematic diagram of a Boost voltage Boost circuit. The power management module mainly comprises a Buck voltage reduction circuit, a linear voltage stabilizing circuit and a Boost voltage boosting circuit, and is used for providing power for a microprocessor, a peripheral circuit, sensors and actuators. The positive electrode and the negative electrode of the automobile storage BATTERY power supply are respectively connected into a power supply management module of the electric control unit through BATTERY + and BATTERY-, the power supply management module is divided into two paths, one path of BATTERY power supply is connected to the Boost voltage boosting circuit, and the positive electrode of the other path of BATTERY power supply is connected to the Buck voltage reducing circuit and the linear voltage stabilizing circuit.
As shown in fig. 3, the positive electrode of the battery power supply is first connected to one end of the cathode of the TVS diode D103 to protect the rear-end components, then connected to the large electrolytic capacitor C108 to absorb the peak pulses of the automobile battery, and then connected to the common mode filter L101 to obtain a 24V power supply with less ripples, the 24V power supply is divided into three paths, the first path is led to the 1 pin of U101 (model number LM 2596), the second path is led to the 3 pin of U100, and the third path is led to the solenoid valve driving module as a low-voltage driving power supply. U101 (model No. LM 2596) is selected from a 24V to 5V Buck voltage reduction circuit as a control chip of the circuit, and the output 5V voltage mainly supplies power to a microprocessor, a peripheral circuit and a sensor connected with an electric control unit. The U101 (model number is LM 317) is selected as a control chip of the circuit for the 24V-to-15V linear voltage stabilizing circuit, and the output 15V voltage supplies power to a high-side driver and a low-side driver in the electromagnetic valve driving module.
As shown in fig. 4, the Boost circuit selects U103 (model LM 3488) as the Boost circuit control chip. The peripheral power device of Boost circuit includes: input capacitors C104 and C106, an inductor L101, a diode D107, an NMOS transistor Q402, output capacitors C113, C115, and C117, and a resistor R117. One end of the inductor L101 is connected to the battery voltage positive electrode, and the other end is connected to the 3 rd pin (drain) of the NMOS transistor Q402. The anode of the diode D107 is connected to the high voltage power output of the solenoid driver module, while the cathode is connected to ground through output capacitors C113, C115, and C117. The gate of the NMOS transistor Q402 is connected to pin 6 (DR) of the control chip U103 (LM 3488), the source is connected to pin 1 (ISEN) of the control chip U103 through an RC filter circuit, and the source is grounded through a resistor R117. The vehicle battery input voltage is connected to ground via capacitors C104 and C106.
As shown in fig. 5, the circuit schematic diagram of the solenoid valve driving module and the current detection module of the present invention mainly includes two high-low side driving circuits and a load circuit. The invention has 2-path diesel injection electromagnetic valve driving modules and 2-path natural gas injection electromagnetic valve driving modules, wherein each electromagnetic valve module can drive 2 electromagnetic valves. Because the principle is the same, only one solenoid valve module is listed in the figure for explanation. As shown in fig. 5, the two-way high-low side driving circuit, the load circuit and the current sampling circuit are included, and can drive two solenoid valves L400 and L401; wherein: a pin 1 (VCC) of a high-low side driver U400 (the model is selected as IR 2101S) is connected with an external power supply +15V, a pin 2 (HIN) is connected with a control pulse signal source output pin PA1_, a pin 3 (LIN) is connected with a control pulse signal source output pin PA0_, a pin 4 (COM) is connected with the Ground (GND) of the circuit board, a pin 5 (LO) is connected with a resistor R100, a pin 6 (VS) is connected with a capacitor C401, a pin 7 (HO) is connected with a resistor R401, and a pin 8 (VB) is connected with the cathode of a diode D400; one end of the capacitor C400 is connected with an external power supply with +15V, and the other end of the capacitor C is grounded; the anode of the diode D400 is connected with +15V of an external power supply, and the cathode of the diode D400 is connected with the port 8 of the high-low side driver U400; the anode of the capacitor C401 is connected with a pin 8 (VB) of the high-low side driver U400, and the cathode is connected with a pin 6 (VS) of the U400; the anode of the diode D402 is connected with the 1 pin (grid) of the NMOS tube Q400, and the cathode is connected with the 7 pin (HO) of the U400; the anode of the diode D401 is connected with a pin 1 (grid) of the NMOS tube Q4001, and the cathode of the diode D401 is connected with a pin 5 (LO) of the U400; one end of the resistor R401 is connected with a pin 7 (HO) of the U400, and the other end is connected with a pin 1 (grid) of the NMOS tube Q400; one end of the resistor R400 is connected with a pin 5 (LO) of the U400, and the other end of the resistor R400 is connected with a pin 1 (grid) of the NMOS tube Q401; the cathode of the common anode diode D404 is connected with one end of the sampling resistor R404; a pin 2 (drain) of the NMOS tube Q400 is connected with a high-voltage driving power supply +60V, and a pin 3 (source) is connected with the anode of the common anode diode D104; a pin 2 (drain) of the NMOS tube Q401 is connected with a pin 1 of the electromagnetic valve L400, and a pin 3 (source) is connected with GND (power supply cathode) of the circuit board; one end of the capacitor C406 is connected with an external power supply +15V, and the other end is grounded. A pin 1 (VCC) of the high-low side driver U402 is connected with an external power supply +15V, a pin 2 (HIN) is connected with a PWM signal source output pin PWM0_, a pin 3 (LIN) is connected with a control pulse signal source output pin PA2_, a pin 4 (COM) is connected with the Ground (GND) of the circuit board, a pin 5 (LO) is connected with a resistor R405, a pin 6 (VS) is connected with the cathode of a capacitor C405, a pin 7 (HO) is connected with the resistor R405, and a pin 8 (VB) is connected with the cathode of a diode D409; the anode of the diode D409 is connected with +15V of an external power supply, and the cathode is connected with the port 8 of the high-low side driver U402; the anode of the capacitor C405 is connected with the pin 8 (VB) of the high-low side driver U402, and the cathode is connected with the pin 6 (VS) of the U402; the anode of the diode D407 is connected with the 1 pin (grid) of the NMOS tube Q402, and the cathode is connected with the 7 pin (HO) of the U402; the anode of the diode D408 is connected with a pin 1 (grid) of the NMOS tube Q403, and the cathode is connected with a pin 5 (LO) of the U402; one end of the resistor R405 is connected with a pin 7 (HO) of the U402, and the other end is connected with a pin 1 (grid) of the NMOS tube Q402; one end of the resistor R406 is connected with a pin 5 (LO) of the U402, and the other end is connected with a pin 1 (grid) of the NMOS tube Q403; the cathode of the common anode diode D405 is connected with one end of the sampling resistor R404; a pin 2 (drain) of the NMOS tube Q402 is connected with a low-voltage driving power supply +24V, a pin 3 (source) is connected with the anode of the common anode diode D405; pin 2 (drain) of the NMOS transistor Q403 is connected to pin 1 of the solenoid valve L400, and pin 3 (source) is connected to GND (power supply negative electrode) of the circuit board.
In the current detection module shown in fig. 5, the resistor R404 is a sampling resistor, and one end of the resistor R is connected to the pin 6 (VS) of the high-low side driver (U400 and U402) and the pin 1 (cathode) of the common anode diode (D404 and D405); one end of the resistor R403 is connected with the 8 pin (+ IN) of the U401, and the other end of the resistor R403 is connected with the sampling resistor R404; one end of the resistor R402 is connected with a1 pin (-IN) of the U401, and the other end of the resistor R402 is connected with the sampling resistor R404; one end of the capacitor C404 is connected with the 8 pin (+ IN) of the U401, and the other end of the capacitor C404 is connected with the 1 pin (-IN) of the U401; one end of the capacitor C402 is connected with a pin (+ VS) 6 of the U401, and the other end of the capacitor C402 is connected with GND (negative pole of the power supply) of the circuit board; a pin 1 (-IN) of the U401 is connected with one end of the resistor R402, and a pin 2 (GND) is connected with a GND (power supply cathode) of the circuit board; the pin 3 (VREF 2) is connected with the pin 2 (GND); 4 pin (NC) is not connected with other devices; a pin 5 (OUT) is connected with an analog-to-digital conversion channel AD00 of the computing unit; a pin 6 (+ VS) is connected with an external +5V power supply; the 7 pin (VREF 1) is connected with the 6 pin (+ VS); pin 8 (+ IN) is connected with one end of the resistor R103;
the working process of the electromagnetic valve driving module is described by taking the working of the electromagnetic valve L400 as an example:
firstly, in the internal program setting of the microprocessor, different control parameters can be set for the diesel injection solenoid valve and the natural gas injection solenoid valve, and the control parameters can be adjusted in real time according to the working condition of the engine.
The sequence of the operation is shown in FIG. 6, T 1 At any moment, the PA0_ pin of the microprocessor sends out C l The pulse signal is converted into C by a high-low side driver U400 L The pulse signal is transmitted to the 1 pin (gate) of Q400, and at this time, the field effect transistor Q401 is turned on. At T 2 At any moment, the PA1_ pin of the microprocessor sends out A h Pulse signal, converted into A by U400 H The pulse signal is transmitted to pin 1 (gate) of Q400, and Q400 is turned on. The conduction of the Q400 and the Q400 enables the electromagnetic valve L400 to be connected with a +60V high-voltage driving power supply, and the +60V high-voltage driving power supply quickly increases the working current of the electromagnetic valve and opens the electromagnetic valve in a short time. From T 1 From moment to moment, the microprocessor starts to continuously acquire the working current of the electromagnetic valve through the current detection module at T 3 At the moment, when the current value reaches a certain threshold value, the microprocessor stops sending A h The control signal, at this time, the field effect transistor Q400 is turned off, the +60V high-voltage driving power supply is disconnected with the electromagnetic valve, the working current of the electromagnetic valve is rapidly reduced, and at T 4 At that moment, the current value drops to a certain threshold value at T 5 At that time, the PWM0_ pin of the microprocessor sends out B h Pulse signal, converted into B by U402 H The pulse signal being transmitted to Q4021 pin (gate), when field effect transistor Q402 is on, +24V low voltage drive power is applied to solenoid valve L400, since the solenoid valve is already at T 2 -T 3 The electromagnetic valve is opened in the time interval, so that the +24V low-voltage driving power supply can keep the opening state of the electromagnetic valve at the moment, the working current of the electromagnetic valve is switched from larger opening current to smaller holding current, the power consumption is reduced, and the service life of the electromagnetic valve is prolonged. At T 6 Time, B H The pulse signal ends, the +24V low voltage driving power source is disconnected from the solenoid valve, and then, at T 7 At time, the microprocessor turns off PA0_ Pin, C L And ending, wherein the driving current passes through a freewheeling diode D49, the current rapidly drops to zero, and the driving working process of the solenoid valve is ended.
As shown in the schematic diagram of the low-side driving module circuit in fig. 7, the low-side driving module includes: the low-side driving chip, the power NMOS tube and the freewheeling diode. This module chooses for use U404 (the model is chosen as A3944) as the low side driver chip, pin 23 (CSN), pin 24 (SI), pin 25 (SCK), pin 26 (SO) is connected with microprocessor's SPI module, pin 27 is connected with microprocessor's ordinary IO mouth, pin 17 (IN 0), 18 (IN 1), 19 (IN 2), 20 (IN 3), 21 (IN 4), 22 (IN 5) respectively with microprocessor's PB0, PB1, PB2, PB3, PB4, PB5 pin joint, receive the pulse control signal that microprocessor sent. The pin GATx (x represents 0-5) of the U404 is connected with the grid electrode of an NMOS tube Q40x (x represents 4-9, and the model is Auirfr540 z) through a peak suppression resistor, and the GDRNx (x represents 0-5) is a fault diagnosis signal feedback pin corresponding to the GATx respectively and is connected with the low-side pin of the actuator through a current limiting resistor. The invention has 6 paths of low-side driving, and the principle is the same, and the invention is explained by a driving actuator CON 400: when the microcontroller inputs a pulse control signal to an input end INx (x represents 0-5) of the U404, the pulse control signal is converted by the U404 and is output to the grid electrode of the NMOS tube Q402 through a GATx (x represents 0-5) pin, so that the NMOS tube Q404 is conducted, the actuator is connected with a +24V power supply, the actuator starts to work, when the control signal of the microprocessor stops, the NMOS tube Q404 is closed immediately, the working current flows through the freewheeling diode D410 and rapidly drops to zero, and the working process is finished. The microprocessor can inquire whether the 6-path low-side driving circuit controlled by the U404 is in a normal, short-circuit, open-circuit or open-circuit state in real time through the SPI communication module.
As shown IN the schematic circuit diagram of the crankshaft and camshaft signal acquisition module of fig. 8, the signal output terminal CRANKSHIFT of the crankshaft position signal sensor is connected to pin 2 (IN 1) of U201 (the model is NCV 1124) via a resistor R203, the signal output terminal CAMSHIFT of the camshaft position signal sensor is connected to pin 3 (IN 2) of U201 via a resistor R204, and the capacitor C202 is a filter capacitor. A6 pin (OUT 1) of the U201 is connected with an IOC0_ of the microprocessor, so that the conditioned crankshaft position signal is transmitted to the microprocessor, and a 7 pin (OUT 1) of the U201 is connected with an IOC1_ of the microprocessor, so that the conditioned camshaft position signal is transmitted to the microprocessor.
As shown in the schematic diagram of the analog signal input circuit of fig. 9, since the characteristics of the cooling water temperature signal, the intake air temperature signal, and the accelerator position signal are the same, the circuits are also consistent, and the input signal of the cooling water temperature sensor will now be described as an example. The cooling water temperature signal is sent from NTC (negative temperature coefficient) thermistor temperature sensor, the resistance value of the thermistor changes with the temperature and is converted into corresponding output voltage, and the sensor signal is transmitted to the analog-to-digital conversion channel of the microprocessor after passing through the filter circuit composed of the resistor R213 and the capacitor C207.
As shown in the schematic circuit diagram of the exhaust temperature signal acquisition module of fig. 10, an engine exhaust temperature signal is sent by a K-type thermocouple, so that the exhaust temperature signal acquisition module selects U204 (the model is selected as MAX 6675) for acquiring and processing signals, the signals of the K-type thermocouple are transmitted into U204 from two ends of themou-and themou + and then transmitted to a microprocessor through an SPI communication module.
As shown in the schematic diagram of the switching value signal input circuit of fig. 11, the present invention supports five switching value inputs, and one of the two circuits is now described because the circuit principles are the same. The external signal 24IN _1passes through a voltage division circuit composed of a resistor R232 and a resistor R233, then passes through a filter circuit composed of a resistor R237 and a capacitor C220, and finally the converted level signal is input to an IN _ PB2 pin of the microprocessor.
As shown in the schematic diagram of the CAN bus module circuit in fig. 12, U200 (the model is TJA 1050) is selected as a transceiver of a CAN bus message, a TXCAN pin and an RXCAN pin of a microprocessor are connected to a1 pin (TXD) and a 4 pin (RXD) of U200, respectively, a 7 pin (CANH) and a 6 pin (CANL) of U3 are connected to a CAN bus outside an electronic control unit, and a resistor R207 with a resistance of 120 ohms is provided between the 7 pin and the 6 pin according to the CAN bus principle. After the CAN bus message is sent out by the microprocessor, the message is finally sent to the bus network through the level conversion of the U200.
The above-mentioned preferred embodiments, further illustrating the objects, technical solutions and advantages of the present invention, should be understood that the above-mentioned are only preferred embodiments of the present invention and should not be construed as limiting the present invention, and any modifications, equivalents, improvements and the like made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (5)

1. The utility model provides a support diesel oil natural gas dual fuel engine electric control unit of natural gas multiple spot injection which characterized in that: the device comprises a microprocessor, and a memory module, a power management module, an electromagnetic valve driving module, a low-side driving module, a current detection module, a crankshaft and camshaft position signal acquisition module, an accelerator position signal acquisition module, a pressure signal acquisition module, a cooling water temperature signal acquisition module, an exhaust temperature signal acquisition module and a communication module which are connected with the microprocessor;
the microprocessor comprises a main central processing unit and a coprocessor; the main central processing unit is used for responding to task interruption, executing a control strategy and executing a communication task when the electric control unit is in a single fuel working mode; the co-processor is used for responding to the interruption of the diesel and natural gas injection task when the electric control unit is in a dual-fuel working mode;
the memory module comprises a Flash memory and is used for storing all MAP data required by the engine in a single fuel/dual fuel working mode so that the preset configuration information can be loaded when the electronic control unit is electrified again to carry out system initialization;
the power supply management module converts the voltage of the automobile storage battery into the voltage required by the working of each sensor, each actuator and each control chip; the Buck-Boost circuit comprises a Boost circuit, a Buck voltage reduction circuit and a linear stabilizing circuit; the input end of a peripheral power device of the Boost circuit is connected with an automobile storage battery, the power supply of the automobile storage battery is converted into a +60V high-voltage driving power supply, and the output end of the peripheral power device is connected with a solenoid valve driving module; the Buck voltage reduction circuit converts a power supply of an automobile storage battery into a 5V power supply and is used for supplying power to the active sensor, the microprocessor and the peripheral circuit; the linear voltage stabilizer circuit converts the power supply of the automobile storage battery into a 15V power supply to supply power to a high-low side driver of the electromagnetic valve driving module;
the solenoid valve driving module includes: the high-low side driver, the first peripheral circuit, a high side NMOS tube Q400, a high side NMOS tube Q402, a low side cylinder selection NMOS tube Q401, a low side cylinder selection NMOS tube Q403, an isolation diode D404, an isolation diode D405, and two load electromagnetic valves L400 and L401; the source electrode of the high-side NMOS tube Q400, the isolation diode D404, the sampling resistor R404 of the current detection module, the electromagnetic valve L400 and the low-side cylinder selection NMOS tube Q401 are sequentially connected in series to form a first load loop; the source electrode of the high-side NMOS tube Q402, the isolation diode D405, the sampling resistor R404 of the current detection module, the electromagnetic valve L401 and the low-side cylinder selection NMOS tube Q403 are sequentially connected in series to form a second load loop; the high-low side driver receives a high side control pulse A sent by a microprocessor h High-side control pulse B h And low side control pulse C l A high-side driving pulse A for switching on the high-voltage source is output through the high-side driver and the low-side driver H High-side drive pulse B for turning on low-voltage source H And for cylinder selection low side driving pulse C L Respectively to the gates of the high NMOS transistor Q400 and the high NMOS transistor Q405 and the gate of the low NMOS transistor Q401 or Q403; the drain electrode of the high-order NMOS tube Q400 is connected with the output end of the Boost power supply module, and the drain electrode of the high-order NMOS tube Q402 is connected with the output end of the automobile storage battery;
the low-side driving module comprises a low-side driver, a second peripheral circuit, a power NMOS tube and a freewheeling diode;
the current detection module comprises a sampling resistor R404, a current detection amplifier and a third peripheral circuit; the sampling resistor R404 is arranged on the high side of the electromagnetic valve and is used for detecting the working current of the electromagnetic valve; the current detection amplifier amplifies the differential voltage at two sides of the sampling resistor R404 and then transmits the amplified differential voltage to the microprocessor;
the crankshaft and camshaft position signal acquisition module is used for conditioning the position signals of the upper teeth of the crankshaft and the camshaft of the engine;
the throttle position signal acquisition module, the pressure signal acquisition module, the cooling water temperature signal acquisition module and the exhaust temperature signal acquisition module are respectively used for conditioning a throttle position signal, a pressure signal, a cooling water temperature signal and an exhaust temperature signal of the engine;
the communication module comprises a CAN bus communication module which is used for carrying out bidirectional communication with calibration software of the engine, so that the control parameter monitoring and calibration of the engine are facilitated.
2. The natural gas multi-injection enabled diesel natural gas dual fuel engine electronic control unit of claim 1, characterized in that: the electric control unit receives signals of all the acquisition modules by the main central processing unit in a diesel single-fuel working mode, calculates control parameters according to a control strategy, and controls an oil injection electromagnetic valve to realize the supply of corresponding oil injection quantity; the electric control unit is in a natural gas/diesel oil dual-fuel working mode, the main central processing unit collects sensor signals, the main central processing unit controls the diesel oil injection electromagnetic valve to work according to a control strategy, and the coprocessor controls the natural gas injection electromagnetic valve to work, so that the fuel injection amount and the natural gas supply are realized.
3. The natural gas multi-injection enabled diesel natural gas dual fuel engine electronic control unit of claim 1, characterized in that: the microprocessor judges the working time sequence and the duration time of two paths of high-level control pulse signals and one path of low-level control pulse signals in the electromagnetic valve driving module according to a corresponding algorithm by collecting position signals of a crankshaft and a camshaft.
4. The natural gas multi-injection enabled diesel natural gas dual fuel engine electronic control unit of claim 1, characterized in that: when the electromagnetic valve driving module drives the electromagnetic valve, the microprocessor collects electromagnetic valve working current signals of the current detection module, configures different driving voltages for the electromagnetic valve at different time intervals according to corresponding control strategies, and controls the opening time and the opening duration of the electromagnetic valve.
5. The natural gas multi-injection enabled diesel natural gas dual fuel engine electronic control unit of claim 1, characterized in that: the electronic control unit is provided with 6 paths of electromagnetic valve driving modules, wherein each 2 paths of electromagnetic valve driving modules form a group, and one group of electromagnetic valve driving modules can drive a diesel oil injection electromagnetic valve and a natural gas injection electromagnetic valve corresponding to one cylinder of the engine; the microprocessor calculates the start-up time of the Xth cylinder of the engine and the injection amount of the diesel oil and the natural gas, controls the working time of the diesel oil injection electromagnetic valve and the working time of the natural gas injection electromagnetic valve through the electromagnetic valve driving module corresponding to the cylinder, and enables the diesel oil injection electromagnetic valve and the natural gas injection electromagnetic valve of each cylinder to perform sequential multi-point injection in one engine working cycle.
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