CN108661816B - Electric control injection control method for high-pressure common-rail diesel engine - Google Patents

Electric control injection control method for high-pressure common-rail diesel engine Download PDF

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Publication number
CN108661816B
CN108661816B CN201710196766.5A CN201710196766A CN108661816B CN 108661816 B CN108661816 B CN 108661816B CN 201710196766 A CN201710196766 A CN 201710196766A CN 108661816 B CN108661816 B CN 108661816B
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basic
diesel engine
rail pressure
pressure
value
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CN108661816A (en
Inventor
朱奎
苏晓明
王金亭
黄伟
王昌庆
李静芬
刘佳彬
顾林林
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Shanghai Qiyao Heavy Industry Co ltd
711th Research Institute of CSIC
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SHANGHAI QIYAO SYSTEM ENGINEERING CO LTD
711th Research Institute of CSIC
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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
    • 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
    • F02D41/3809—Common rail control systems
    • F02D41/3827—Common rail control systems for diesel engines
    • 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
    • F02D41/3809—Common rail control systems
    • F02D41/3836—Controlling the fuel pressure
    • F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0414—Air temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—Engine speed

Abstract

The invention discloses an electronic control injection control method of a high-pressure common rail diesel engine, which is used for controlling common rail pressure, oil injection pulse width and oil injection timing of the high-pressure common rail diesel engine.

Description

Electric control injection control method for high-pressure common-rail diesel engine
Technical Field
The invention relates to the technical field of diesel engine oil injection control, in particular to a high-pressure common rail diesel engine electric control method applicable to a wide backpressure range.
Background
The high-pressure common rail electric injection technology refers to an oil supply mode which completely separates the generation of injection pressure and the injection process from each other in a closed-loop system consisting of a high-pressure oil pump, a pressure sensor and an electronic control unit. The high-pressure fuel oil is delivered to the public fuel oil supply pipe by the high-pressure oil pump, and the oil pressure in the public fuel oil supply pipe is accurately controlled, so that the pressure of the high-pressure fuel oil pipe is irrelevant to the rotating speed of the engine, and the degree of the change of the fuel supply pressure of the diesel engine along with the rotating speed of the engine can be greatly reduced. The high-pressure common rail diesel engine adopts the high-pressure common rail electronic injection technology, not only retains the advantages of large torque output and low fuel consumption of the diesel engine, but also is beneficial to reducing the tail gas emission of the diesel engine and improving the noise of the engine.
Parameters for controlling the oil injection process of the high-pressure common rail diesel engine are stored in an Electronic Control Unit (ECU) in the form of data files (MAPs, Curves and Constants), and corresponding data are read according to each working condition during operation to control an execution unit in real time. In the existing oil injection control strategy, a basic rail pressure MAP, a basic oil injection quantity MAP, an oil injection pulse width MAP, a basic oil injection timing MAP and the like are drawn by taking a rotating speed and a load as initial variables, the basic variables such as the rail pressure, the oil injection quantity, the oil injection timing and the like are corrected according to compensation values calculated by parameters such as fuel oil temperature, cooling water temperature, supercharging pressure, air inlet temperature, engine oil temperature and the like, a target rail pressure, a target oil injection pulse width and a target oil injection timing are finally obtained, and the control of an oil injection process is completed through an actuator.
Some diesel engines with special purposes operate under different exhaust back pressures according to the requirements of environmental conditions and application occasions, the related exhaust back pressure has the characteristics of high and low back pressures, wide range, large fluctuation and the like, and the change of the exhaust back pressure has great influence on key performances of oil consumption, emission, working capacity and the like of the diesel engine. The exhaust back pressure variation range of a conventional high-pressure common-rail diesel engine is narrow, and the control strategy of the conventional electronic control injection system is not designed according to the working condition of the wide back pressure range, so that when the back pressure is greatly changed, the optimal matching control of oil injection cannot be performed according to the back pressure variation by the conventional control strategy, and the diesel engine cannot efficiently run in the whole wide back pressure range.
Disclosure of Invention
In this summary, concepts in a simplified form are introduced that are further described in the detailed description section. This summary of the invention is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.
In order to at least partially solve the above problems, the present invention provides an electronically controlled injection control method for a high pressure common rail diesel engine for controlling a common rail pressure of the high pressure common rail diesel engine, the control method comprising: obtaining basic parameters of the diesel engine, wherein the basic parameters comprise throttle position, exhaust back pressure and rotating speed; obtaining a rail pressure basic value according to the relation between the basic parameter and the rail pressure basic value and the obtained basic parameter of the current diesel engine; obtaining a rail pressure correction value according to an environmental parameter and a relation between the environmental parameter and the rail pressure correction value; and obtaining the sum of the rail pressure basic value and the rail pressure correction value, comparing the sum with the maximum rail pressure value corresponding to the current diesel engine rotating speed, and taking the smaller value of the two as the initial target rail pressure.
Preferably, the control method further includes: and obtaining a maximum rail pressure value corresponding to the current rotating speed of the diesel engine according to the rotating speed of the diesel engine and the relation between the rotating speed and the maximum rail pressure.
Preferably, the control method further includes: obtaining the maximum rail pressure change rate according to the relation between the basic parameters and the target rail pressure change rate and the obtained basic parameters of the current diesel engine; and acquiring the current final target rail pressure based on the maximum rail pressure change rate, the last final target rail pressure and the initial target rail pressure.
Preferably, the environmental parameters include intake air temperature, intake air pressure, and cooling water temperature.
Preferably, the control method further includes: establishing a relation between the basic parameters and the rail pressure basic values; and establishing a relation between the basic parameters and the target rail pressure change rate.
Preferably, the control method further includes: obtaining a basic value of the opening duration of the oil pump control valve according to the relation between the basic parameter and the opening time of the oil pump control valve and the obtained basic parameter of the current diesel engine; obtaining a proportional constant and an integral constant according to the relation between the basic parameters and the proportional constant and the integral constant and the obtained basic parameters of the current diesel engine; obtaining a correction value of the opening duration of the oil pump control valve according to the final target rail pressure, the current actual rail pressure, the proportional constant and the integral constant; and obtaining a set value of the opening duration of the oil pump control valve according to the basic value of the opening duration of the oil pump control valve and the corrected value of the opening duration of the oil pump control valve, and controlling the opening duration of the oil pump control valve according to the set value, so as to control the rail pressure and realize closed-loop control.
Preferably, the control method further includes: establishing a relation between the basic parameters and the opening time of the oil pump control valve; and establishing the relation between the basic parameters and a proportional constant and an integral constant.
According to the electric control injection control method for the high-pressure common rail diesel engine, rail pressure control is performed based on the accelerator position, the rotating speed of the diesel engine and exhaust back pressure, and compared with the prior art in which rail pressure control is performed only based on the accelerator position and the rotating speed of the diesel engine, the electric control injection control method for the high-pressure common rail diesel engine is applicable to operation conditions in a wide back pressure range, and can perform optimized control in the whole wide back pressure range, so that the power of the diesel engine can be improved, the combustion in a cylinder can be optimized, and the oil consumption and the emission can be reduced in the.
In order to at least partially solve the above problems, the present invention further provides an electronically controlled injection control method for a high-pressure common rail diesel engine, for controlling an injection quantity of the high-pressure common rail diesel engine, the control method comprising: obtaining basic parameters of the diesel engine, wherein the basic parameters comprise throttle position, exhaust back pressure and rotating speed; obtaining an oil injection quantity basic value according to the relation between the basic parameter and the oil injection quantity basic value and the obtained basic parameter of the current diesel engine; obtaining an oil injection quantity correction value according to the environmental parameter and the relation between the environmental parameter and the oil injection quantity correction value; and obtaining the sum of the basic value of the fuel injection quantity and the corrected value of the fuel injection quantity, comparing the sum with the maximum fuel injection quantity corresponding to the current rotating speed of the diesel engine, and taking the smaller value of the sum and the maximum fuel injection quantity as the target fuel injection quantity.
Preferably, the control method further includes: and obtaining the maximum fuel injection quantity corresponding to the current rotating speed of the diesel engine according to the rotating speed of the diesel engine and the relation between the rotating speed and the maximum fuel injection quantity.
Preferably, the control method further includes: obtaining the current actual rail pressure of the diesel engine; obtaining the oil injection pulse width according to the rail pressure, the relation between the oil injection quantity and the oil injection pulse width and the obtained current actual rail pressure and the obtained target oil injection quantity; and controlling the electromagnetic valve of the oil injector based on the obtained oil injection pulse width.
Preferably, the environmental parameters include intake air temperature, intake air pressure, and cooling water temperature.
Preferably, the control method further includes: and establishing a relation between the basic parameters and the basic value of the fuel injection quantity.
According to the electric control injection control method for the high-pressure common rail diesel engine, the injection pulse width control is performed based on the accelerator position, the diesel engine rotating speed and the exhaust back pressure, compared with the prior art in which the injection pulse width control is performed only based on the accelerator position and the diesel engine rotating speed, the electric control injection control method for the high-pressure common rail diesel engine is applicable to the operation working condition of a wide back pressure range, and can perform optimized control in the whole wide back pressure range, so that the diesel engine power can be improved, the in-cylinder combustion can be optimized, and the oil consumption and the emission can be reduced in the whole.
In order to solve the above problem at least partially, the present invention also provides a control method for controlling injection timing of the high pressure common rail diesel engine, the control method comprising: obtaining basic parameters of the diesel engine and a current target fuel injection quantity, wherein the basic parameters comprise exhaust back pressure and rotating speed; acquiring an oil injection timing basic value according to the oil injection quantity, the relation between the basic parameter and the oil injection timing basic value, the acquired current target oil injection quantity of the diesel engine and the basic parameter; acquiring an oil injection timing correction value according to the environmental parameter and the relation between the environmental parameter and the oil injection timing correction value; and obtaining the sum of the basic value of the fuel injection timing and the corrected value of the fuel injection timing as a target fuel injection timing.
Preferably, the control method further includes: and converting the oil injection timing into the number of the crankshaft teeth which need to rotate and the delay time based on the current instantaneous rotating speed of the diesel engine, so as to trigger the output of oil injection pulse and complete the oil injection timing control.
Preferably, the environmental parameters include intake air temperature, intake air pressure, and cooling water temperature.
Preferably, the control method further includes: and establishing a relation between the fuel injection quantity, the exhaust back pressure and the rotation speed of the diesel engine and the fuel injection timing basic value.
According to the electric control injection control method for the high-pressure common rail diesel engine, the injection timing is controlled based on the injection quantity, the rotating speed of the diesel engine and the exhaust back pressure, compared with the prior art that the injection timing control is carried out only based on the injection quantity and the rotating speed of the diesel engine, the method is suitable for the operation working condition of a wide back pressure range, and the optimization control can be carried out in the whole wide back pressure range, so that the power of the diesel engine can be improved, the combustion in a cylinder can be optimized, and the oil consumption and the emission can be reduced in the whole wide back pressure range.
Drawings
The following drawings of embodiments of the invention are included as part of the present invention for an understanding of the invention. The drawings illustrate embodiments of the invention and, together with the description, serve to explain the principles of the invention. In the drawings, there is shown in the drawings,
fig. 1 is a schematic flow chart of an electronic control injection control method for a high-pressure common rail diesel engine according to a first embodiment of the invention;
fig. 2 is a schematic flow chart of an electronic control injection control method for a high-pressure common rail diesel engine according to a second embodiment of the invention;
fig. 3 is a schematic flowchart of an electronic control injection control method for a high-pressure common rail diesel engine according to a third embodiment of the invention.
DETAILED DESCRIPTION OF EMBODIMENT (S) OF INVENTION
In the following description, numerous specific details are set forth in order to provide a more thorough understanding of the present invention. It will be apparent, however, to one skilled in the art, that embodiments of the invention may be practiced without one or more of these specific details. In other instances, well-known features have not been described in detail so as not to obscure the embodiments of the invention.
It is to be understood that the present invention may be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art. In the drawings, the size and relative sizes of components, elements, and the like may be exaggerated for clarity. Like reference numerals refer to like elements throughout.
As described above, the exhaust back pressure range of the conventional high-pressure common rail diesel engine is narrow, and therefore when the rail pressure, the injection pulse width and the injection timing are controlled without considering the exhaust back pressure variation, this control strategy will only perform the injection optimal matching control under a certain limited back pressure when the diesel engine is applied in the wide exhaust back pressure range, and the injection optimal matching control cannot be performed under other back pressures in the wide exhaust back pressure range, that is, the diesel engine cannot operate efficiently in the whole back pressure range. The invention provides an electronic control injection control method for a high-pressure common-rail diesel engine with a wide backpressure range, which is carried out based on exhaust backpressure when rail pressure, oil injection pulse width and oil injection timing control are carried out, and different rail pressure, oil injection pulse width and oil injection timing which are suitable for the exhaust backpressure are adopted aiming at different exhaust backpressure, so that the optimal control of the oil injection pulse width, the oil injection timing and the oil injection rail pressure when the diesel engine operates in the working condition with the wide backpressure range is met, the power of the diesel engine is improved in the whole backpressure range, the combustion in a cylinder is optimized, and the oil consumption and the emission are reduced.
In order to make the objects, technical solutions and advantages of the present invention more apparent, exemplary embodiments according to the present invention will be described in detail below with reference to the accompanying drawings. It is to be understood that the described embodiments are merely a subset of embodiments of the invention and not all embodiments of the invention, with the understanding that the invention is not limited to the example embodiments described herein. All other embodiments, which can be derived by a person skilled in the art from the embodiments of the invention described herein without inventive step, shall fall within the scope of protection of the invention.
Example one
Fig. 1 is a schematic flow chart of an electronic control injection control method for a high-pressure common rail diesel engine according to a first embodiment of the invention.
As shown in fig. 1, an electronically controlled injection control method for a high-pressure common rail diesel engine of a wide back pressure range according to the present embodiment is used for controlling a common rail pressure of the high-pressure common rail diesel engine, and the control method includes:
first, basic parameters of the diesel engine, which illustratively include a diesel throttle position, an exhaust back pressure, and a rotation speed, are obtained. The basic parameters of the diesel engine can be obtained by a control unit of the diesel engine, for example, an electronic control unit obtains the position of an accelerator, and the like, and a method commonly used in the art is adopted, and is not described herein again.
Then, a rail pressure basic value P is obtained according to the relation between the basic parameters and the rail pressure basic value and the obtained basic parameters of the current diesel enginebasic。
For example, the relationship between the basic parameter and the rail pressure basic value is obtained according to a data file stored in an electronic control unit of the diesel engine, and the relationship between the basic parameter and the rail pressure basic value is used for expressing the corresponding relationship between the rail pressure basic value and the basic parameter, such as the accelerator position, the exhaust back pressure and the rotating speed, namely, the rail pressure basic value P required to be adopted for different accelerator positions, exhaust back pressures and rotating speeds can be obtained according to the relationshipbasic. The relationship between the basic parameter and the rail pressure basic value can be in various forms, such as a functional relationship, a chart relationship and the like. For example, in the present embodiment, the relationship between the basic parameter and the rail pressure basic value is a MAP, and is referred to as a rail pressure basic value MAP.
Further, the relationship between the basic parameter and the rail pressure basic value may be mapped in advance and stored in an electronic control unit of the diesel engine. In the present embodiment, in order to be wideThe back pressure range is controlled according to the change of the exhaust back pressure, the relation between basic parameters including the exhaust back pressure and the rail pressure basic value can be established in advance and stored in an electronic control unit of the diesel engine. For example, a plurality of sets of relations between the rail pressure basic value and the accelerator position and the rotation speed may be pre-established or drawn, each set of relation representing the relation between the rail pressure basic value and the accelerator position and the rotation speed under a certain exhaust back pressure or a certain range of exhaust back pressures, such that after obtaining the basic parameters including the accelerator position, the exhaust back pressure and the rotation speed, firstly, a suitable relation between the rail pressure basic value and the accelerator position and the rotation speed is selected according to the exhaust back pressure, and then, the rail pressure basic value P is obtained according to the relation and the obtained accelerator position and the obtained rotation speedbasicThe rail pressure basic value PbasicI.e. the basic value P of the rail pressure suitable for the position and the rotating speed of the accelerator under the exhaust back pressurebasic。
Then, an environmental parameter is acquired, and a rail pressure correction value Pcmp is obtained according to the relationship between the environmental parameter and the rail pressure correction value.
Illustratively, in the present embodiment, the environmental parameters include an intake air temperature, an intake air pressure, and a cooling water temperature of the diesel engine. The environmental parameters can be obtained by various sensors arranged in the diesel engine, and are not described in detail herein. It is understood that in other embodiments, the environmental parameter may also include other parameters such as fuel temperature, oil temperature, etc.
The relationship of the environmental parameter and the rail pressure correction value is used to indicate the correspondence relationship of the rail pressure correction value and the environmental parameter, such as the intake air temperature, the intake air pressure, and the cooling water temperature, from which the rail pressure correction value Pcmp to be used for different intake air temperatures, intake air pressures, and cooling water temperatures can be obtained. The relationship between the environmental parameter and the rail pressure correction value can be in various forms, such as a functional relationship, a chart relationship and the like. For example, in the present embodiment, the relationship between the environmental parameter and the rail pressure correction value is a MAP, and is referred to as a rail pressure correction value MAP. The rail pressure correction value MAP may be previously created or drawn and stored in an electronic control unit of the diesel engine, and when the environmental parameter is obtained, the rail pressure correction value Pcmp may be obtained by querying the rail pressure correction value MAP.
And then, obtaining the sum of the rail pressure basic value and the rail pressure correction value, comparing the sum with the maximum rail pressure value Pmax corresponding to the current diesel engine rotating speed, and taking the smaller value of the two as the initial target rail pressure P'.
That is, when the rail pressure correction value Pcmp is obtained, first, the rail pressure basic value P is referenced based on the rail pressure correction value PcmpbasicMake a correction, i.e. PbasicAdding to Pcmp so that the rail pressure setting takes into account the influence of environmental parameters, then the corrected rail pressure (P) needs to be adjusted since the rail pressure has a limited value (i.e. maximum value) at different rotational speedsbasic+ Pcmp) is compared with the maximum rail pressure Pmax at the current rotational speed, and the smaller value of the two is taken as the initial target rail pressure P'. I.e. if the corrected rail pressure (P)basicIf the + Pcmp) is less than the maximum rail pressure Pmax, the corrected rail pressure (P) is takenbasic+ Pcmp) as the initial target rail pressure P'; if the corrected rail pressure (P)basicAnd + Pcmp) is larger than the maximum rail pressure Pmax, the maximum rail pressure Pmax is taken as the initial target rail pressure P' to prevent the rail pressure from exceeding the rail pressure limit value and damaging the diesel engine.
Further, as shown in fig. 1, the maximum rail pressure Pmax may be obtained from the rotation speed of the diesel engine and the relationship between the rotation speed and the maximum rail pressure. The relationship between the rotating speed and the maximum rail pressure is used for representing the corresponding relationship between the maximum rail pressure Pmax and the rotating speed, namely the maximum rail pressure Pmax which can be adopted at different rotating speeds can be obtained according to the relationship. The relationship between the rotating speed and the maximum rail pressure can be in various forms, such as a functional relationship, a chart relationship and the like. In the present embodiment, for example, the relationship between the rotation speed and the maximum rail pressure is a MAP, and is referred to as a maximum rail pressure MAP. The maximum rail pressure MAP graph can be pre-established or drawn and stored in an electric control unit of the diesel engine, and after the rotating speed of the diesel engine is obtained, the maximum rail pressure MAP graph can be inquired to obtain the maximum rail pressure value Pmax allowed by the rail pressure at the rotating speed.
In order to make the diesel engine longerIn the efficient operation, the rail pressure change rate is generally limited to prevent the adjacent target negative pressure from changing too much, for example, the initial target rail pressure P' cannot change too much from the last final target rail pressure, so the last final target rail pressure P is referred to when determining the final target rail pressure pset in the present embodimentlastAnd the maximum rail pressure change rate P corresponding to the current basic parameter_chan_max。
Specifically, as shown in fig. 1, first, a maximum rail pressure change rate P is obtained according to the relationship between the basic parameter and a target rail pressure change rate and the obtained basic parameter of the current diesel engine_chan_max。
The relationship between the basic parameter and the target rail pressure change rate is used to represent a corresponding relationship between the target rail pressure change rate and the basic parameter, and the corresponding relationship may be a functional relationship, a graph relationship, or other suitable relationships. In the present embodiment, the relationship between the basic parameter and the target rail pressure change rate is a MAP, and is referred to as a target rail pressure change rate MAP. The target rail pressure change rate MAP may be previously established or drawn and stored in an electronic control unit of the diesel engine. After the basic parameters of the diesel engine are obtained, the maximum rail pressure change rate P allowed by the current basic parameters can be obtained by inquiring a target rail pressure change rate MAP graph_chan_max。
Further, in the present embodiment, in order to perform control in accordance with changes in exhaust back pressure within a wide back pressure range, a target rail pressure change rate MAP indicating a relationship between basic parameters including exhaust back pressure and a target rail pressure change rate may be established in advance and stored in the electronic control unit of the diesel engine. For example, a plurality of target rail pressure change rate MAP MAPs may be pre-established or plotted, each target rail pressure change rate MAP representing a relationship between a target rail pressure change rate and a throttle position and a rotation speed under a certain exhaust back pressure or a certain range of exhaust back pressures, such that when basic parameters including the throttle position, the exhaust back pressure and the rotation speed are obtained, a suitable target rail pressure change rate MAP is first selected according to the exhaust back pressure, and then the target rail pressure change rate MAP and the obtained target rail pressure change rate MAP are usedObtaining maximum rail pressure change rate P by accelerator position and rotating speed_chan_maxThe maximum rate of change P of rail pressure_chan_maxI.e. the maximum rate of change of rail pressure allowed by the throttle position and speed under the exhaust back pressure.
Then, based on the maximum rail pressure change rate P_chan_maxLast final target rail pressure PlastAnd the initial target rail pressure P' obtains the current final target rail pressure Pset.
Illustratively, the last final target rail pressure P is first obtainedlastWith the maximum rate of change P of rail pressure_chan_maxAdded up and then compared to the initial target rail pressure P', both taken small. I.e. if (P)last+P_chan_max) If less than P', then (P) is takenlast+P_chan_max) (ii) a If (P)last+P_chan_max) If the value is larger than P ', P' is taken, so that the increase of the rail pressure is prevented from exceeding the limit of the maximum rail pressure change rate. Then the last final target rail pressure P is addedlastWith the maximum rate of change P of rail pressure_chan_maxAre subtracted from each other and are (P)last+P_chan_max) And selecting a larger value as the final target rail pressure Pset compared with the smaller value of the P'. I.e. if (P)last-P_chan_max) Greater than (P)last+P_chan_max) And P', the smaller of the two, then (P) is selectedlast-P_chan_max) As a final target rail pressure Pset; if (P)last-P_chan_max) Is less than (P)last+P_chan_max) And P', the smaller of the two, then (P) is selectedlast+P_chan_max) And the smaller of P' is the final target rail pressure Pset. This prevents the rail pressure from decreasing beyond the limit of the maximum rate of change of rail pressure. By reacting P', with (P)last-P_chan_max) And (P)last+P_chan_max) The comparison can avoid the increase or decrease in the rail pressure from exceeding the limit of the maximum rail pressure change rate, thereby setting the target rail pressure Pset more optimally.
It will be appreciated that the above is based on the maximum rate of change of rail pressure P_chan_maxLast final target rail pressure PlastAnd the initial target railObtaining the current final target rail pressure Pset from the pressure P' is merely an example, and may be based on the maximum rail pressure change rate P in other embodiments_chan_maxLast final target rail pressure PlastAnd determining the final target rail pressure Pset by adopting other methods according to the initial target rail pressure P', as long as the final target rail pressure Pset is relative to the last final target rail pressure PlastThe rail pressure change rate of not more than the maximum rail pressure change rate P_chan_maxAnd (4) finishing.
And after the final target rail pressure Pset is obtained, the common rail pressure can be controlled through an actuator. It can be understood that, in the rail pressure control process, the target rail pressure Pset and the actual rail pressure Pactual are generally different, and in order to make the actual rail pressure Pactual approach the target rail pressure Pset, the control method of the embodiment includes performing closed-loop control on the target rail pressure Pset and the actual rail pressure Pactual.
Referring again to fig. 1, in the present embodiment, the control method employs PID (proportional-derivative-integral) control, which includes:
firstly, a basic value Ton _ basic of the opening duration of the oil pump control valve is obtained according to the relation between the basic parameter and the opening time of the oil pump control valve and the obtained basic parameter of the current diesel engine.
The relationship between the basic parameter and the opening time of the oil pump control valve may be various suitable relationships, such as a functional relationship, a graph relationship, and the like. In the present embodiment, the relationship of the basic parameter and the oil pump control valve-opening time employs a MAP, which is referred to herein as an oil pump control valve-opening time MAP. The oil pump control valve opening time MAP may be previously created/plotted and stored in the electronic control unit of the diesel engine. For example, a plurality of oil pump control valve opening time MAP MAPs are established/drawn in advance, each oil pump control valve opening time MAP represents the relation between the oil pump control valve opening time and the accelerator position and the rotating speed under a certain exhaust back pressure or a certain range of exhaust back pressures, after the basic parameters are obtained, firstly, the proper oil pump control valve opening time MAP is selected through the exhaust back pressure, and then the selected oil pump control valve opening time MAP is inquired to obtain the basic value Ton _ basic of the oil pump control valve opening duration, wherein Ton _ basic represents the basic opening duration of the oil pump control valve suitable for the current exhaust back pressure, the accelerator position and the rotating speed.
And then, obtaining a proportional constant and an integral constant according to the relation between the basic parameters and the proportional constant and the integral constant and the obtained basic parameters of the current diesel engine.
The relationships between the basic parameters and the proportionality constant and the integral constant are similar to the relationships described above, and are not described herein again. Further, for example, for the constants, KP _ PL, and KP _ NL can be respectively selected for small deviation, positive large deviation, and negative large deviation according to the relationship between the basic parameters and the proportionality constants; similarly, for the integral constant, KI _ PL, and KI _ NL may be respectively taken for the minor deviation, the positive major deviation, and the negative major deviation according to the relationship between the basic parameter and the integral constant.
And then, obtaining a correction value Ton _ cmp of the opening duration time of the oil pump control valve according to the final target rail pressure Pset, the current actual rail pressure Pactual, and the proportional constant and the integral constant.
Specifically, according to the difference between the final target rail pressure Pset and the current actual rail pressure Pactual, an appropriate proportional constant and integral constant are selected from the proportional constant (KP, KP _ PL, and KP _ NL) and the integral constant (KI, KI _ PL, and KI _ NL), and then a correction value Ton _ cmp of the oil pump control valve opening duration is obtained according to the proportional constant and the integral constant. That is, in this embodiment, the closed-loop rail pressure control adopts an adjustable parameter increment PID algorithm, and selects an appropriate proportionality constant and integral constant according to the difference range between the actual rail pressure and the target rail pressure, so as to meet the requirements of fast response and high precision of the system.
And finally, obtaining a set value Ton _ set of the opening duration time of the oil pump control valve according to the basic value Ton _ basic of the opening duration time of the oil pump control valve and the corrected value Ton _ cmp of the opening duration time of the oil pump control valve, and controlling the opening duration time of the oil pump control valve according to the set value Ton _ set so as to control the rail pressure and realize closed-loop control.
Specifically, the basic value Ton _ basic of the oil pump control valve opening duration and the correction value Ton _ cmp of the oil pump control valve opening duration are added to obtain a set value Ton _ set of the oil pump control valve opening duration, and then the opening duration of the oil Pump Control Valve (PCV) or the fuel metering unit (MeUn) is controlled by an actuator.
In addition, when the diesel engine is started, the oil control Pump Control Valve (PCV) or the fuel metering unit (MeUn) can be directly controlled based on the maximum value Ton _ max of the opening duration time of the oil pump control valve, so that the aim of quickly establishing oil pressure is fulfilled, and the diesel engine can be started quickly. The maximum value Ton _ max of the oil pump control valve opening duration may be obtained based on the relationship of the oil pump control valve maximum opening time and the rotation speed. The relationship between the maximum opening time of the oil pump control valve and the rotation speed may be various relationships, such as a functional relationship, a graph relationship, etc., and in the present embodiment, the relationship between the maximum opening time of the oil pump control valve and the rotation speed is a MAP, which is referred to as the maximum opening time MAP of the oil pump control valve, for example, and after the rotation speed of the diesel engine is obtained, the maximum value Ton _ max of the opening duration time of the oil pump control valve may be obtained by querying the maximum opening time MAP of the oil pump control valve.
According to the electric control injection control method for the high-pressure common rail diesel engine with the wide backpressure range, after three input signals of an accelerator, exhaust backpressure and a rotating speed of the diesel engine are collected, a rail pressure basic value is obtained by inquiring a pre-drawn/established rail pressure basic value MAP, the rail pressure basic value is corrected by combining environmental parameters, a set rail pressure is determined by referring to a rail pressure limit value and a rail pressure change rate limit value, and finally PID calculation is carried out between the set rail pressure and an actual rail pressure to complete control of the common rail pressure.
Example two
Fig. 2 is a schematic flowchart of an electronic control injection control method for a high-pressure common rail diesel engine according to a second embodiment of the invention.
As shown in fig. 2, the method for controlling electronically controlled injection of a high-pressure common rail diesel engine with a wide backpressure range according to the present embodiment is used for controlling the injection amount of the high-pressure common rail diesel engine, and the method comprises:
first, basic parameters of the diesel engine are obtained, wherein the basic parameters comprise throttle position, exhaust back pressure and rotating speed. The basic parameters are similar to those in the first embodiment, and are not described in detail herein.
And then, obtaining an oil injection quantity basic value Qbasic according to the relation between the basic parameters and the oil injection quantity basic value and the obtained basic parameters of the current diesel engine.
The relationship between the basic parameter and the basic value of the fuel injection quantity may be any suitable relationship, such as a functional relationship, a graph relationship, etc., and in this embodiment, the relationship between the basic parameter and the basic value of the fuel injection quantity is MAP, which is referred to as a MAP of the basic value of the fuel quantity MAP. And after the basic parameters are obtained, the basic value Qbasic of the fuel injection quantity applicable to the current basic parameters can be obtained by inquiring the MAP of the basic value MAP of the fuel quantity.
Further, an oil amount basic value MAP may be previously created/plotted and stored in the electronic control unit of the diesel engine. Illustratively, a plurality of oil mass basic value MAP graphs are established/drawn in advance, each oil mass basic value MAP graph represents the relation between an oil mass basic value and an accelerator position and a rotating speed under a certain exhaust back pressure or a certain range of exhaust back pressure, after the basic parameters are obtained, firstly, the corresponding oil mass basic value MAP graph is selected through the exhaust back pressure, then, the selected oil mass basic value MAP graph is inquired to obtain an oil injection mass basic value Qbasic value, and the Qbasic value represents the oil mass basic value which is suitable for being adopted by the current exhaust back pressure, the accelerator position and the rotating speed.
And then, acquiring an oil injection correction value according to the environmental parameter and the relation between the environmental parameter and the oil injection correction value.
Illustratively, in the present embodiment, the environmental parameters include an intake air temperature, an intake air pressure, and a cooling water temperature of the diesel engine. The environmental parameters can be obtained by various sensors arranged in the diesel engine, and are not described in detail herein. It is understood that in other embodiments, the environmental parameter may also include other parameters such as fuel temperature, oil temperature, etc.
The relationship between the environmental parameter and the injection quantity correction value is used to indicate the correspondence relationship between the injection quantity correction value and the environmental parameter, such as the intake air temperature, the intake air pressure, and the cooling water temperature, i.e., the injection quantity correction value Qcmp required to be used for different intake air temperatures, intake air pressures, and cooling water temperatures can be obtained from the relationship. The relationship between the environmental parameter and the fuel injection correction value can be in various forms, such as a functional relationship, a chart relationship and the like. In the present exemplary embodiment, MAP MAPs, referred to herein as fuel quantity correction MAP MAPs, are used to relate the environmental parameters to the fuel injection quantity correction values. The oil quantity correction value MAP can be pre-established or drawn and stored in an electronic control unit of the diesel engine, and when the environmental parameters are obtained, the oil quantity correction value Qcmp can be obtained by inquiring the oil quantity correction value MAP.
And then, obtaining the sum of the basic value of the fuel injection quantity and the corrected value of the fuel injection quantity, comparing the sum with the maximum fuel injection quantity corresponding to the current rotating speed of the diesel engine, and taking the smaller value of the sum and the maximum fuel injection quantity as the target fuel injection quantity.
And when the basic value Qbasic of the fuel injection quantity and the correction value Qcmp of the fuel injection quantity are obtained, adding the basic value Qbasic and the correction value Qcmp of the fuel injection quantity to be used as an initial target fuel injection quantity Q', and in order to avoid the fuel injection quantity exceeding the limit, comparing the initial target fuel injection quantity with the maximum fuel injection quantity Qmax, and selecting the smaller value of (Qbasic + Qcmp) and Qmax to be used as a final target fuel injection quantity Qset.
The maximum fuel injection amount Qmax may be obtained based on the relationship between the maximum fuel injection amount Qmax and the rotation speed. In this embodiment, for example, a MAP, called a maximum fuel injection MAP, is used to describe the relationship between the maximum fuel injection Qmax and the rotation speed, and after the rotation speed of the diesel engine is obtained, the maximum fuel injection Qmax allowed by the current rotation speed of the diesel engine is obtained by querying the maximum fuel injection MAP, and the maximum value of the initial target fuel injection Q' (i.e., Qbasic + Qcmp) is defined by the maximum fuel injection Qmax.
Further, the high-pressure common rail system is used as a time-pressure type control system, and the magnitude of the injected fuel quantity is actually determined by the width of an injection pulse acting on an electromagnetic valve of the fuel injector under a certain rail pressure. Therefore, when the final target fuel injection quantity Qset is obtained, the fuel injection pulse width T is obtained based on the final target fuel injection quantity Qset.
Referring to fig. 2 again, after the final target fuel injection quantity Qset is obtained, the fuel injection pulse width T is obtained according to the relationship between the rail pressure and the fuel injection quantity and the fuel injection pulse width, and the obtained current actual rail pressure and the target fuel injection quantity.
The actual rail pressure Pactual defines the flow rate of the fuel in the fuel line, so that the actual rail pressure Pactual and the target fuel injection quantity Qset jointly determine the fuel injection pulse width T. The relationship between the rail pressure and the target fuel injection quantity and the fuel injection pulse width is exemplarily realized by adopting MAP, which is called as a fuel injection pulse width MAP, and the fuel injection pulse width T can be obtained by inquiring the fuel injection pulse width MAP after the current actual rail pressure Pactual and the target fuel injection quantity Qset are obtained. Likewise, the MAP of the injection pulse width MAP can be pre-established/plotted and stored in the electronic control unit of the diesel engine.
And after the oil injection pulse width T is obtained, the electromagnetic valve of the oil injector can be controlled according to the oil injection pulse width T, so that the control of the oil injection quantity is realized.
According to the electric control injection control method for the high-pressure common rail diesel engine with the wide backpressure range, after three input signals of an accelerator, exhaust backpressure and a rotating speed of the diesel engine are collected, an oil injection quantity basic value is obtained by inquiring a pre-established oil injection quantity basic value MAP, the oil injection quantity basic value is corrected by combining environmental parameters, and a target oil injection quantity is determined by referring to an oil injection quantity limiting value. And inquiring an oil injection pulse width map by taking the target oil injection quantity and the actual rail pressure as input values to obtain an oil injection pulse width value, and performing control injection corresponding to the oil injection quantity after obtaining an oil injection pulse width signal.
It is understood that the electronically controlled injection control method for a high-pressure common rail diesel engine with a wide backpressure range according to the present embodiment is also applicable to a diesel engine with pre-injection control, and the pre-injection and main injection pulse widths after oil amount distribution can also be obtained by pulse width conversion according to the electronically controlled injection control method for a high-pressure common rail diesel engine with a wide backpressure range according to the present embodiment.
EXAMPLE III
Fig. 3 is a schematic flowchart of an electronic control injection control method for a high-pressure common rail diesel engine according to a third embodiment of the invention.
As shown in fig. 3, the electronically controlled injection control method for a high pressure common rail diesel engine with a wide back pressure range according to the present embodiment is used for controlling injection timing of the high pressure common rail diesel engine, and includes:
firstly, basic parameters of the diesel engine and a current target fuel injection quantity are obtained, wherein the basic parameters comprise exhaust back pressure and rotating speed.
And then, obtaining an injection timing basic value theta basic according to the fuel injection quantity and the relation between the basic parameters and the injection timing basic value, the obtained current target fuel injection quantity of the diesel engine and the obtained basic parameters.
The fuel injection quantity and the relationship between the basic variable and the basic injection timing value are represented by way of example by a MAP, referred to here as basic timing value MAP, which can be pre-established or mapped and stored in the electronic control unit of the diesel engine. Illustratively, a plurality of timing basic values MAP are established/drawn in advance, each timing basic value MAP represents the relation between an oil injection timing basic value and a target oil injection quantity and a rotating speed under a certain exhaust back pressure or a certain range of exhaust back pressures, after the basic parameters are obtained, firstly, the corresponding timing basic value MAP is selected through the exhaust back pressure, then, the selected timing basic value MAP is inquired to obtain an oil injection timing basic value theta basic, and the theta basic represents the timing basic value which is suitable for the current exhaust back pressure, the rotating speed and the target oil injection quantity.
It is understood that the target fuel injection amount may be the current target fuel injection amount Qset of the diesel engine obtained by implementing the control method described in the second or other suitable method.
And then, acquiring an oil injection timing correction value theta cmp according to the environmental parameters and the relation between the environmental parameters and the oil injection timing correction value.
Illustratively, in the present embodiment, the environmental parameters include an intake air temperature, an intake air pressure, and a cooling water temperature of the diesel engine. The environmental parameters can be obtained by various sensors arranged in the diesel engine, and are not described in detail herein. It is understood that in other embodiments, the environmental parameter may also include other parameters such as fuel temperature, oil temperature, etc.
The relationship of the environmental parameter and the injection timing correction value is used to indicate the correspondence relationship of the injection timing correction value and the environmental parameters, such as the intake air temperature, the intake air pressure, and the cooling water temperature, from which the injection timing correction value θ cmp required to be employed for different intake air temperatures, intake air pressures, and cooling water temperatures can be obtained. The relationship of the environmental parameter to the injection timing correction value may take various forms, such as a functional relationship, a graphical relationship, and the like. In the present exemplary embodiment, the relationship between the ambient parameter and the injection timing correction value is represented by a MAP, which is referred to as a timing correction value MAP. The timing correction value MAP can be pre-established or drawn and stored in an electronic control unit of the diesel engine, and when the environmental parameters are obtained, the timing correction value theta cmp of oil injection can be obtained by inquiring the timing correction value MAP.
And finally, obtaining the sum of the basic fuel injection timing value theta basic and the corrected fuel injection timing value theta cmp as the target fuel injection timing theta set.
That is, the injection timing basic value θ basic and the injection timing correction value θ cmp are added to be the target injection timing θ set.
Further, since the injection timing is determined by the injection pulse timing acting on the injector solenoid valve in the high pressure common rail system, after the target injection timing θ set is obtained, as shown in fig. 3, the injection timing is converted into the number n of crank teeth required to rotate and the delay time T-delay based on the current instantaneous rotational speed of the diesel engine, thereby triggering the output of the injection pulse and completing the injection timing control.
According to the electric control injection control method for the high-pressure common rail diesel engine with the wide backpressure range, after three input signals of the final injection quantity, the exhaust backpressure and the diesel engine rotating speed are collected, the injection basic value timing is obtained by inquiring the pre-established injection timing basic value MAP, and the injection timing basic value is corrected by combining the environmental parameters to obtain the target injection timing. Then converting the target oil injection timing into an integer number of crankshaft teeth and delay time according to the current instantaneous rotating speed of the diesel engine, thereby triggering the output of oil injection pulse and finishing the oil injection timing control.
It is understood that, for a diesel engine with pilot injection control, the pilot injection interval and the main injection timing can be obtained also according to the control method of the present embodiment.
Although the illustrative embodiments have been described herein with reference to the accompanying drawings, it is to be understood that the foregoing illustrative embodiments are merely exemplary and are not intended to limit the scope of the invention thereto. Various changes and modifications may be effected therein by one of ordinary skill in the pertinent art without departing from the scope or spirit of the present invention. All such changes and modifications are intended to be included within the scope of the present invention as set forth in the appended claims.
Those of ordinary skill in the art will appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
In the several embodiments provided in the present application, it should be understood that the disclosed apparatus and method may be implemented in other ways. For example, the above-described device embodiments are merely illustrative, and for example, the division of the units is only one logical functional division, and other divisions may be realized in practice, for example, a plurality of units or components may be combined or integrated into another device, or some features may be omitted, or not executed.
In the description provided herein, numerous specific details are set forth. It is understood, however, that embodiments of the invention may be practiced without these specific details. In some instances, well-known methods, structures and techniques have not been shown in detail in order not to obscure an understanding of this description.
Similarly, it should be appreciated that in the description of exemplary embodiments of the invention, various features of the invention are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the invention and aiding in the understanding of one or more of the various inventive aspects. However, the method of the present invention should not be construed to reflect the intent: that the invention as claimed requires more features than are expressly recited in each claim. Rather, as the following claims reflect, inventive aspects lie in less than all features of a single disclosed embodiment. Thus, the claims following the detailed description are hereby expressly incorporated into this detailed description, with each claim standing on its own as a separate embodiment of this invention.
It will be understood by those skilled in the art that all of the features disclosed in this specification (including any accompanying claims, abstract and drawings), and all of the processes or elements of any method or apparatus so disclosed, may be combined in any combination, except combinations where such features are mutually exclusive. Each feature disclosed in this specification (including any accompanying claims, abstract and drawings) may be replaced by alternative features serving the same, equivalent or similar purpose, unless expressly stated otherwise.
Furthermore, those skilled in the art will appreciate that while some embodiments described herein include some features included in other embodiments, rather than other features, combinations of features of different embodiments are meant to be within the scope of the invention and form different embodiments. For example, in the claims, any of the claimed embodiments may be used in any combination.
The various component embodiments of the invention may be implemented in hardware, or in software modules running on one or more processors, or in a combination thereof. It will be appreciated by those skilled in the art that a microprocessor or Digital Signal Processor (DSP) may be used in practice to implement some or all of the functionality of some of the modules in an item analysis apparatus according to embodiments of the present invention. The present invention may also be embodied as apparatus programs (e.g., computer programs and computer program products) for performing a portion or all of the methods described herein. Such programs implementing the present invention may be stored on computer-readable media or may be in the form of one or more signals. Such a signal may be downloaded from an internet website or provided on a carrier signal or in any other form.
It should be noted that the above-mentioned embodiments illustrate rather than limit the invention, and that those skilled in the art will be able to design alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. The word "comprising" does not exclude the presence of elements or steps not listed in a claim. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The invention may be implemented by means of hardware comprising several distinct elements, and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by one and the same item of hardware. The usage of the words first, second and third, etcetera do not indicate any ordering. These words may be interpreted as names.
The above description is only for the specific embodiment of the present invention or the description thereof, and the protection scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present invention, and the changes or substitutions should be covered within the protection scope of the present invention. The protection scope of the present invention shall be subject to the protection scope of the claims.

Claims (16)

1. An electronic control injection control method for a high-pressure common rail diesel engine, which is used for controlling the common rail pressure of the high-pressure common rail diesel engine, is characterized by comprising the following steps:
obtaining basic parameters of the diesel engine, wherein the basic parameters comprise throttle position, exhaust back pressure and rotating speed;
obtaining a rail pressure basic value according to the relation between the basic parameter and the rail pressure basic value and the obtained basic parameter of the current diesel engine;
obtaining a rail pressure correction value according to an environmental parameter and a relation between the environmental parameter and the rail pressure correction value;
and obtaining the sum of the rail pressure basic value and the rail pressure correction value, comparing the sum with the maximum rail pressure value corresponding to the current diesel engine rotating speed, and taking the smaller value of the two as the initial target rail pressure.
2. The control method according to claim 1, characterized by further comprising:
and obtaining a maximum rail pressure value corresponding to the current rotating speed of the diesel engine according to the rotating speed of the diesel engine and the relation between the rotating speed and the maximum rail pressure.
3. The control method according to claim 1, characterized by further comprising:
obtaining the maximum rail pressure change rate according to the relation between the basic parameters and the target rail pressure change rate and the obtained basic parameters of the current diesel engine;
and acquiring the current final target rail pressure based on the maximum rail pressure change rate, the last final target rail pressure and the initial target rail pressure.
4. The control method according to any one of claims 1 to 3, characterized in that the environmental parameters include an intake air temperature, an intake air pressure, and a cooling water temperature.
5. The control method according to claim 4, characterized by further comprising:
establishing a relation between the basic parameters and the rail pressure basic values;
and establishing a relation between the basic parameters and the target rail pressure change rate.
6. The control method according to claim 3, characterized by further comprising:
obtaining a basic value of the opening duration of the oil pump control valve according to the relation between the basic parameter and the opening time of the oil pump control valve and the obtained basic parameter of the current diesel engine;
obtaining a proportional constant and an integral constant according to the relation between the basic parameters and the proportional constant and the integral constant and the obtained basic parameters of the current diesel engine;
obtaining a correction value of the opening duration of the oil pump control valve according to the current final target rail pressure, the current actual rail pressure, the proportional constant and the integral constant;
and obtaining a set value of the opening duration of the oil pump control valve according to the basic value of the opening duration of the oil pump control valve and the corrected value of the opening duration of the oil pump control valve, and controlling the opening duration of the oil pump control valve according to the set value, so as to control the rail pressure and realize closed-loop control.
7. The control method according to claim 6, characterized by further comprising:
establishing a relation between the basic parameters and the opening time of the oil pump control valve;
and establishing the relation between the basic parameters and a proportional constant and an integral constant.
8. An electronic control injection control method for a high-pressure common rail diesel engine, which is used for controlling the oil injection quantity of the high-pressure common rail diesel engine, is characterized by comprising the following steps:
obtaining basic parameters of the diesel engine, wherein the basic parameters comprise throttle position, exhaust back pressure and rotating speed;
obtaining an oil injection quantity basic value according to the relation between the basic parameter and the oil injection quantity basic value and the obtained basic parameter of the current diesel engine;
obtaining an oil injection quantity correction value according to the environmental parameter and the relation between the environmental parameter and the oil injection quantity correction value;
and obtaining the sum of the basic value of the fuel injection quantity and the corrected value of the fuel injection quantity, comparing the sum with the maximum fuel injection quantity corresponding to the current rotating speed of the diesel engine, and taking the smaller value of the sum and the maximum fuel injection quantity as the target fuel injection quantity.
9. The control method according to claim 8, characterized by further comprising:
and obtaining the maximum fuel injection quantity corresponding to the current rotating speed of the diesel engine according to the rotating speed of the diesel engine and the relation between the rotating speed and the maximum fuel injection quantity.
10. The control method according to claim 8, characterized by further comprising:
obtaining the current actual rail pressure of the diesel engine;
obtaining the oil injection pulse width according to the relation between the rail pressure and the oil injection quantity and the oil injection pulse width and the obtained current actual rail pressure and the target oil injection quantity;
and controlling the electromagnetic valve of the oil injector based on the obtained oil injection pulse width.
11. The control method according to any one of claims 8 to 10, characterized in that the environmental parameters include an intake air temperature, an intake air pressure, and a cooling water temperature.
12. The control method according to claim 11, characterized by further comprising:
and establishing a relation between the basic parameters and the basic value of the fuel injection quantity.
13. An electronic control injection control method for a high-pressure common rail diesel engine, which is used for controlling the injection timing of the high-pressure common rail diesel engine, is characterized by comprising the following steps:
obtaining basic parameters of the diesel engine and a current target fuel injection quantity, wherein the basic parameters comprise exhaust back pressure and rotating speed;
acquiring an oil injection timing basic value according to the relation between the oil injection quantity and the basic parameter and the oil injection timing basic value, the acquired current target oil injection quantity of the diesel engine and the basic parameter;
acquiring an oil injection timing correction value according to the environmental parameter and the relation between the environmental parameter and the oil injection timing correction value;
and obtaining the sum of the basic value of the fuel injection timing and the corrected value of the fuel injection timing as a target fuel injection timing.
14. The control method according to claim 13, characterized by further comprising:
and converting the oil injection timing into the number of the crankshaft teeth which need to rotate and the delay time based on the current instantaneous rotating speed of the diesel engine, so as to trigger the output of oil injection pulse and complete the oil injection timing control.
15. The control method according to claim 13 or 14, characterized in that the environmental parameters include an intake air temperature, an intake air pressure, and a cooling water temperature.
16. The control method according to claim 13, characterized by further comprising:
and establishing a relation between the fuel injection quantity, the exhaust back pressure and the rotation speed of the diesel engine and the fuel injection timing basic value.
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