CN111102092B - Common rail fuel system driving method and device, vehicle and storage medium - Google Patents
Common rail fuel system driving method and device, vehicle and storage medium Download PDFInfo
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- CN111102092B CN111102092B CN201911272051.9A CN201911272051A CN111102092B CN 111102092 B CN111102092 B CN 111102092B CN 201911272051 A CN201911272051 A CN 201911272051A CN 111102092 B CN111102092 B CN 111102092B
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- 239000000446 fuel Substances 0.000 title claims abstract description 73
- 238000000034 method Methods 0.000 title claims abstract description 33
- 238000005086 pumping Methods 0.000 claims abstract description 103
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- 238000002347 injection Methods 0.000 claims description 14
- 239000007924 injection Substances 0.000 claims description 14
- 238000012544 monitoring process Methods 0.000 claims description 4
- 238000004590 computer program Methods 0.000 claims description 2
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- 230000009286 beneficial effect Effects 0.000 description 1
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Classifications
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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
- F02D41/3809—Common rail control systems
- F02D41/3827—Common rail control systems for diesel engines
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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
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
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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
- F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
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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
- F02D41/0097—Electrical control of supply of combustible mixture or its constituents using means for generating speed signals
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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
- F02D41/3082—Control of electrical fuel pumps
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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
- F02D41/3809—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
- F02D41/3854—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped with elements in the low pressure part, e.g. low pressure pump
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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
- 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 embodiment of the invention discloses a common rail fuel system driving method and device, a vehicle and a storage medium. The method comprises the following steps: when the engine is started and a first oil pumping instruction is generated, driving a first monomer pump and a second monomer pump to start oil pumping work simultaneously according to the first oil pumping instruction; and when a crankshaft target disc signal and a camshaft target disc signal of the engine are monitored to be synchronous and a second oil pumping instruction is generated, driving the first unit pump and the second unit pump to alternately start oil pumping according to the second oil pump instruction. When the engine is started, the unit pump I and the unit pump II are started to work according to the first oil pumping instruction, the problem that the unit pump starts to pump oil after the common rail fuel system is synchronized is solved, and the time for establishing the rail pressure of the common rail fuel system is shortened.
Description
Technical Field
The embodiment of the invention relates to a vehicle starting technology, in particular to a common rail fuel system driving method, a common rail fuel system driving device, a vehicle and a storage medium.
Background
The diesel engine of the traditional vehicle has the characteristics of high thermal efficiency, low unit power weight, few faults, easy maintenance, difficult occurrence of power failure, high safety, high reliability and the like, is deeply accepted by the market, and has an unfortunate position particularly in the fields of heavy vehicles, ships, large engineering devices and the like of commercial vehicles.
The starting time of the diesel engine is an important index for evaluating the starting performance of the whole vehicle, and is a parameter basis for evaluating the whole vehicle by a commercial vehicle user. To meet increasingly stringent emission legislation requirements, diesel engine fuel systems typically employ high pressure common rail fuel systems. The start time of a diesel engine depends on the build-up time of the rail pressure in the high pressure common rail fuel system. The high-pressure pump controls an oil inlet common rail fuel system through an oil quantity metering unit, and the oil quantity metering unit starts to work when an engine controller is powered on. As the starter cranking speed increases, the high pressure rail in the common rail fuel system begins to accumulate pressure. When the high-pressure oil rail reaches 150bar to 200bar (different working environments, such as high cold and plateau, different pressure values), the diesel engine performs compression ignition to do work. When the engine starts to charge the storage battery, the engine is judged to be started successfully. The common rail fuel system with the electric control monoblock pump as the high-pressure pump does not directly drive the electric control monoblock pump after an engine controller is powered on, but the electric control monoblock pump pumps oil at the high-pressure end only after the system is synchronized. Due to the control modes of different common rail fuel systems, the common rail fuel system with the electronic unit pump as the high-pressure pump has a slow rail pressure building compared with the common rail fuel system with the fuel metering unit.
Disclosure of Invention
The invention provides a common rail fuel system driving method, a common rail fuel system driving device, a common rail fuel system driving vehicle and a common rail fuel system storage medium, and aims to realize rapid oil pumping of a unit pump when the common rail fuel system is started.
In a first aspect, an embodiment of the present invention provides a common rail fuel system driving method, where the common rail fuel system driving method includes:
when the engine is started and a first oil pumping instruction is generated, driving a first monomer pump and a second monomer pump to start oil pumping work simultaneously according to the first oil pumping instruction;
and when a crankshaft target disc signal and a camshaft target disc signal of the engine are monitored to be synchronous and a second oil pumping instruction is generated, driving the first unit pump and the second unit pump to alternately start oil pumping according to the second oil pump instruction.
In a second aspect, an embodiment of the present invention further provides a common rail fuel system driving apparatus, including:
the unit pump common starting module is used for driving a first unit pump and a second unit pump to start oil pumping work simultaneously according to a first oil pumping instruction when the engine is started and the generation of the first oil pumping instruction is monitored;
and the monoblock pump alternating module is used for monitoring that a crankshaft target disc signal and a camshaft target disc signal of the engine are synchronous and generating a second oil pumping instruction, and driving the first monoblock pump and the second monoblock pump to alternately start oil pumping according to the second oil pumping instruction.
In a third aspect, an embodiment of the present invention further provides a vehicle, including:
an engine comprising a crankshaft target disk and a camshaft target disk;
one or more controllers;
a storage device for storing one or more programs,
when the one or more programs are executed by the one or more controllers, the one or more controllers implement a common rail fuel system driving method according to any one of the embodiments of the invention.
In a fourth aspect, the embodiments of the present invention further provide a computer-readable storage medium, on which a computer program is stored, and the program, when executed by a processor, implements a common rail fuel system driving method according to any one of the embodiments of the present invention.
According to the embodiment of the invention, when the engine is started and a first oil pumping instruction is generated, a first monomer pump and a second monomer pump are driven to start oil pumping work simultaneously according to the first oil pumping instruction; and when a crankshaft target disc signal and a camshaft target disc signal of the engine are monitored to be synchronous and a second oil pumping instruction is generated, driving the first unit pump and the second unit pump to alternately start oil pumping according to the second oil pump instruction. When the engine is started, the first monomer pump and the second monomer pump are started simultaneously to work according to the first oil pumping instruction, the problem that the monomer pumps start to pump oil after the common rail fuel system is synchronized is solved, and the time for establishing rail pressure of the common rail fuel system is shortened.
Drawings
FIG. 1 is a flow chart of a common rail fuel system driving method according to one embodiment of the invention;
FIG. 2 is a diagram illustrating an example of a common rail fuel system configuration in accordance with one embodiment of the present invention;
FIG. 3 is a flowchart of a common rail fuel system driving method according to a second embodiment of the present disclosure;
fig. 4 is an example diagram of the lift of the single pump drive cam in the second embodiment of the invention;
FIG. 5 is a diagram illustrating an example of the operation principle of a monoblock pump in the second embodiment of the present invention;
fig. 6 is a structural diagram of a common rail fuel system driving apparatus according to a third embodiment of the present invention;
fig. 7 is a schematic structural diagram of an engine according to a fourth embodiment of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.
Example one
Fig. 1 is a flowchart illustrating a method for driving a common rail fuel system according to an embodiment of the present invention, and fig. 2 is an exemplary diagram illustrating a structure of a common rail fuel system, in which oil stored in an oil tank is filtered by a filter, and is pumped by a unit pump, and the oil in a low-pressure oil line is pumped into a high-pressure oil rail, and the high-pressure oil rail supplies an oil injector to inject oil. The monoblock pump is when pumping oil, only need open the monoblock pump and just can pump oil, when the monoblock pump does not open, carries out the oil extraction, and the oil of oil extraction in-process returns the hydraulic fluid port through the monoblock pump and returns the oil return, flows back to in the oil tank. The pressure relief valve is used for protecting the oil rail from being damaged when the fuel pressure in the oil rail is too high. The embodiment can be applied to the case of driving a common rail fuel system, and the method can be executed by a common rail fuel system driving device, and specifically comprises the following steps:
and step 110, when the engine is started and a first oil pumping instruction is generated, driving a first unit pump and a second unit pump to start oil pumping work simultaneously according to the first oil pumping instruction.
The first oil pumping instruction can be specifically understood as an instruction for controlling the unit pump to start to pump oil, and is used for controlling the first unit pump and the second unit pump to start to pump oil simultaneously.
Specifically, the first oil pumping command generation mode may be determined according to an electric signal sent by an engine controller; and controlling the first monomer pump and the second monomer pump to be started simultaneously through a first oil pumping instruction, and pumping oil from the oil pressure to the high-pressure oil rail.
When the engine is started, the unit pump I and the unit pump II are started to work according to the first oil pumping instruction, the problem that the unit pump starts to pump oil after the common rail fuel system is synchronized is solved, and the time for establishing the rail pressure of the common rail fuel system is shortened.
And 120, when a crankshaft target disc signal and a camshaft target disc signal of the engine are monitored to be synchronous and a second oil pumping instruction is generated, driving the first unit pump and the second unit pump to alternately start oil pumping according to the second oil pump instruction.
The second oil pumping instruction can be specifically understood as an instruction for controlling the unit pumps to start to pump oil, and is used for controlling the first unit pumps and the second unit pumps to pump oil alternately.
Specifically, the second oil pumping command generation mode may be determined according to an electric signal sent by an engine controller; and after a crankshaft target disc signal and a camshaft target disc signal of the engine are synchronous, the first monoblock pump and the second monoblock pump are controlled by a second oil pumping instruction to alternately pump oil.
According to the embodiment of the invention, when the engine is started and a first oil pumping instruction is generated, a first monomer pump and a second monomer pump are driven to start oil pumping work simultaneously according to the first oil pumping instruction; and when a crankshaft target disc signal and a camshaft target disc signal of the engine are monitored to be synchronous and a second oil pumping instruction is generated, driving the first unit pump and the second unit pump to alternately start oil pumping according to the second oil pump instruction. When the engine is started, the first monomer pump and the second monomer pump are started simultaneously to work according to the first oil pumping instruction, the problem that the monomer pumps start to pump oil after the common rail fuel system is synchronized is solved, and the time for establishing rail pressure of the common rail fuel system is shortened.
Example two
Fig. 3 is a flowchart of a common rail fuel system driving method according to a second embodiment of the present invention. The technical scheme of the embodiment is further refined on the basis of the technical scheme, and specifically mainly comprises the following steps:
and 210, determining an oil pumping working parameter so that the first unit pump and/or the second unit pump oil according to the oil pumping working parameter.
The pump oil working parameters can be specifically understood as parameters of the working of the unit pump, and at least include: the method comprises the steps of starting peak current of an electric control unit pump, starting maintenance current of the electric control unit pump, starting peak current duration of the electric control unit pump, starting maintenance current duration of the electric control unit pump, maximum limit value of total starting time of the electric control unit pump, starting peak driving period of the electric control unit pump, starting peak driving duty ratio of the electric control unit pump, starting maintenance driving period of the electric control unit pump and starting maintenance driving duty ratio of the electric control unit pump.
Specifically, before the unit pump works, the system has set the working parameters for it, and for example, the working parameter setting may be: the peak value current of the electric control monoblock pump is 18A, the maintaining current of the electric control monoblock pump is 5.5A, the duration of the peak value current of the electric control monoblock pump is 450 mu s, the duration of the maintaining current of the electric control monoblock pump is 9.55ms, the maximum limit of the total time of the electric control monoblock pump is 3ms, the driving period of the peak value of the electric control monoblock pump is 400 mu s, the driving duty ratio of the peak value of the electric control monoblock pump is 5%, the driving period of the maintaining pump of the electric control monoblock pump is 200 mu s, and the driving duty ratio of the maintaining pump of the electric control monoblock pump is 5%.
And step 220, when the engine is started and a first oil pumping instruction is generated, driving the first unit pump and the second unit pump to start oil pumping work simultaneously according to the first oil pumping instruction.
Specifically, when the first unit pump and the second unit pump start to work simultaneously, the continuous working time is set for the first unit pump and the second unit pump, and when the first unit pump and the second unit pump work, the first unit pump and the second unit pump work according to the set continuous working time.
Illustratively, the average starting rotating speed of a starter is 200r/min, and the theoretical maximum driving time of an oil supply stroke of a 4-cylinder electromechanical control unit pump is 150 ms; the theoretical maximum driving time of the oil supply stroke of the 6-cylinder electromechanical control unit pump is 100 ms. Considering the service life of the electric control monoblock pump and the processing precision of the oil supply cam row line of the monoblock pump, the duration time of the electric control monoblock pump is set to be 10ms, the monoblock pump continuously works for 10ms when working every time, and the work is finished.
Further, the first pumping command is generated under the conditions: the rotation degree of the engine camshaft is within a first preset degree threshold range.
The first preset degree threshold range can be specifically understood as a degree range set according to the actual working condition of the engine camshaft.
Specifically, during the rotation of the engine camshaft, the cam lift is changed along with the change of the rotation angle. Only when the cam rotates to a certain angle, the cam reaches a certain lift range, the single pump can pump oil, and the oil is pressed to a high-pressure oil rail.
For example, fig. 4 is a diagram illustrating the lift of a cam driven by a single pump, where the horizontal axis represents the cam angle degrees and the vertical axis represents the cam lift. The cam lift is also continuously changed as the degree of the cam angle is increased. FIG. 5 is a schematic diagram illustrating the operation of a monoblock pump, which can pump oil and discharge oil when operating; along with the change of camshaft rotation number of degrees, after camshaft rotation reaches certain angle, the monoblock pump just can carry out the pump oil, and the monoblock pump begins the pump oil after receiving the pump oil instruction this moment, and the monoblock pump divide into pump oil and two kinds of mode of oil extraction at the during operation, and the monoblock pump need just can carry out the pump oil after opening, when the monoblock pump does not open, carries out the oil extraction.
And step 230, monitoring the synchronization of a crankshaft target disc signal and a camshaft target disc signal of the engine.
Specifically, the method for monitoring the synchronization of the crankshaft target disc and the camshaft target disc can be to detect the crankshaft target disc and the camshaft target disc through a sensor; the sensor detects the rising edge or the falling edge of the camshaft and the crankshaft gear, the detected signal is sent to the engine controller for analysis, and the engine controller judges whether the crankshaft signal and the camshaft signal are synchronous or not.
And 240, acquiring the rotating speed and the fuel injection quantity of the engine, searching a preset rail pressure controller output table, and determining the corresponding rail pressure controller output value under the rotating speed and the fuel injection quantity of the engine.
The output value of the rail pressure controller can be specifically understood as a numerical value of 0% -100%, and is used for determining a second oil pumping instruction; the rail pressure controller output table can be specifically understood as a relation table of a rail pressure controller output value, an engine rotating speed and an oil injection quantity; knowing two of the values, the third value can be determined.
Specifically, the engine speed and the fuel injection quantity can be obtained according to a sensor of the engine; the preset rail pressure controller output table may be searched in a manner that the corresponding rail pressure controller output value is determined in a sequential searching manner.
For example, table 1 shows a rail pressure controller output table, where the abscissa of the rail pressure controller output table is the engine speed and the ordinate is the final fuel injection amount, and when the engine speed and the final fuel injection amount are known, the rail pressure controller output value can be determined by querying a two-dimensional graph. For example, when the engine speed is 700r/min and the final fuel injection amount is 30mg/st, the controller output value is 15% by inquiring the rail pressure controller output table.
TABLE 1
And step 250, determining the difference value between the upper limit number threshold and the lower limit number threshold in the second preset number threshold range.
The second preset degree threshold range can be specifically understood as a degree range set according to the actual working condition of the engine camshaft.
Specifically, the second preset degree threshold range has an upper limit and a lower limit, and the upper limit degree threshold minus the lower limit degree threshold obtains two threshold difference values.
And step 260, determining the product of the output value of the rail pressure controller and the difference value as a first degree, and taking the sum of the lower degree threshold and the first degree as a second degree.
The first degree and the second degree can be specifically understood as degree values, and are used for determining the sending time of the second oil pumping command with a lower degree threshold.
Specifically, a first degree is determined according to the product of the output value of the rail pressure controller and the difference value, and a second degree is determined according to the sum of a lower degree threshold and the first degree.
Step 270 is to set the time when the number of degrees of rotation of the engine camshaft reaches the second number of degrees as the generation time of the second oil pumping command.
Specifically, when the engine camshaft reaches a second degree in the rotation process, a second oil pumping instruction is generated at the time, and the first unit pump and the second unit pump are controlled to alternately pump oil through the second oil pumping instruction.
After a crankshaft target disc signal and a camshaft target disc signal of the engine are synchronous, two monoblock pumps do not need to work simultaneously at the moment, and only the first monoblock pump and the second monoblock pump need to work alternately. And at the moment, the oil pumping amount of the single pump is judged according to the difference value of the target rail pressure and the actual rail pressure. The target rail pressure is a rail pressure value to be achieved, and the actual rail pressure is the rail pressure value achieved at present. The amount of pump oil needed to achieve the target rail pressure value can be determined through the engine speed and the amount of injected oil, and the rail pressure controller output table. And determining the output value of the rail pressure controller through the rotating speed of the engine, the fuel injection quantity and the output table of the rail pressure controller, determining the generation time of a second oil pumping instruction through performing mathematical operation on the output value of the rail pressure controller, and controlling the single pump to pump oil at the time.
According to the embodiment of the invention, when the engine is started and a first oil pumping instruction is generated, a first monomer pump and a second monomer pump are driven to start oil pumping work simultaneously according to the first oil pumping instruction; and when a crankshaft target disc signal and a camshaft target disc signal of the engine are monitored to be synchronous and a second oil pumping instruction is generated, driving the first unit pump and the second unit pump to alternately start oil pumping according to the second oil pump instruction. When the engine is started, the first monomer pump and the second monomer pump are started simultaneously to work according to the first oil pumping instruction, the problem that the monomer pumps start to pump oil after the common rail fuel system is synchronized is solved, and the time for establishing rail pressure of the common rail fuel system is shortened.
EXAMPLE III
Fig. 6 is a structural diagram of a common rail fuel system driving apparatus according to a third embodiment of the present invention, where the apparatus includes: a unit pump common start module 31 and a unit pump alternate module 32.
The unit pump common start module 31 is used for driving a first unit pump and a second unit pump to start oil pumping work simultaneously according to a first oil pumping instruction when the engine is started and the generation of the first oil pumping instruction is monitored; and the unit pump alternating module 32 is configured to drive the first unit pump and the second unit pump to alternately start oil pumping according to the second oil pump instruction when a crankshaft target disc signal and a camshaft target disc signal of the engine are monitored to be synchronous and a second oil pumping instruction is generated.
According to the embodiment of the invention, when the engine is started and a first oil pumping instruction is generated, a first monomer pump and a second monomer pump are driven to start oil pumping work simultaneously according to the first oil pumping instruction; and when a crankshaft target disc signal and a camshaft target disc signal of the engine are monitored to be synchronous and a second oil pumping instruction is generated, driving the first unit pump and the second unit pump to alternately start oil pumping according to the second oil pump instruction. When the engine is started, the first monomer pump and the second monomer pump are started simultaneously to work according to the first oil pumping instruction, the problem that the monomer pumps start to pump oil after the common rail fuel system is synchronized is solved, and the time for establishing rail pressure of the common rail fuel system is shortened.
Further, the first pumping instruction is generated under the conditions that: the rotation degree of the engine camshaft is within a first preset degree threshold range.
Further, the apparatus further comprises:
and the determining module is used for determining the working parameters of the pump oil so as to enable the first unit pump and/or the second unit pump to pump the pump oil according to the working parameters of the pump oil.
Further, the apparatus further comprises:
the acquisition module is used for acquiring the rotating speed and the fuel injection quantity of the engine, searching a preset rail pressure controller output table and determining the corresponding rail pressure controller output value under the rotating speed and the fuel injection quantity of the engine.
And the generating module is used for determining the generating time of the second oil pumping instruction according to the output value of the rail pressure controller.
Further, a generation module comprising:
and the difference determining unit is used for determining the difference between the upper limit number threshold and the lower limit number threshold in the second preset number threshold range.
And the degree determining unit is used for determining the product of the output value of the rail pressure controller and the difference value as a first degree, and taking the sum of the lower degree threshold and the first degree as a second degree.
And a generation unit configured to set a timing at which a rotation degree of an engine camshaft reaches the second degree as a generation timing of the second oil pumping command.
The common rail fuel system driving device provided by the embodiment of the invention can execute the common rail fuel system driving method provided by any embodiment of the invention, and has corresponding functional modules and beneficial effects of the execution method.
Example four
Fig. 7 is a schematic structural diagram of a vehicle according to a fourth embodiment of the present invention, as shown in fig. 7, the vehicle includes an engine 40, a controller 41, a memory 42, an input device 43, and an output device 44; the number of the controllers 41 in the vehicle may be one or more, and one controller 41 is illustrated in fig. 7; the controller 41, the memory 42, the input device 43, and the output device 44 in the vehicle may be connected by a bus or other means, and the bus connection is exemplified in fig. 7.
The engine 40 includes a crankshaft target disk and a camshaft target disk. The memory 42 is a computer readable storage medium, and can be used for storing software programs, computer executable programs, and modules, such as program instructions/modules corresponding to the common rail fuel system driving method in the embodiment of the present invention (for example, the unit pump common start module 31 and the unit pump alternate module 32 in the common rail fuel system driving apparatus). The controller 41 executes various functional applications and data processing of the vehicle by executing software programs, instructions, and modules stored in the memory 42, that is, implements the common rail fuel system driving method described above.
The memory 42 may mainly include a storage program area and a storage data area, wherein the storage program area may store an operating system, an application program required for at least one function; the storage data area may store data created according to the use of the terminal, and the like. Further, the memory 42 may include high speed random access memory, and may also include non-volatile memory, such as at least one magnetic disk storage device, flash memory device, or other non-volatile solid state storage device. In some examples, memory 42 may further include memory located remotely from controller 41, which may be connected to the engine via a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.
The input device 43 may be used to receive input numeric or character information and generate key signal inputs related to user settings and function control of the vehicle. The output device 44 may include a display device such as a display screen.
EXAMPLE five
An embodiment of the present invention further provides a storage medium containing computer-executable instructions, which when executed by a computer processor, are configured to perform a common rail fuel system driving method, including:
when the engine is started and a first oil pumping instruction is generated, driving a first monomer pump and a second monomer pump to start oil pumping work simultaneously according to the first oil pumping instruction;
and when a crankshaft target disc signal and a camshaft target disc signal of the engine are monitored to be synchronous and a second oil pumping instruction is generated, driving the first unit pump and the second unit pump to alternately start oil pumping according to the second oil pump instruction.
Of course, the storage medium containing the computer-executable instructions provided by the embodiments of the present invention is not limited to the method operations described above, and may also perform related operations in the common rail fuel system driving method provided by any embodiment of the present invention.
From the above description of the embodiments, it is obvious for those skilled in the art that the present invention can be implemented by software and necessary general hardware, and certainly, can also be implemented by hardware, but the former is a better embodiment in many cases. Based on such understanding, the technical solutions of the present invention may be embodied in the form of a software product, which can be stored in a computer-readable storage medium, such as a floppy disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a FLASH Memory (FLASH), a hard disk or an optical disk of a computer, and includes several instructions for enabling a computer device (which may be a personal computer, a server, or a network device) to execute the methods according to the embodiments of the present invention.
It should be noted that, in the embodiment of the common rail fuel system driving apparatus, the units and modules included in the embodiment are only divided according to the functional logic, but are not limited to the above division, as long as the corresponding functions can be realized; in addition, specific names of the functional units are only for convenience of distinguishing from each other, and are not used for limiting the protection scope of the present invention.
It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.
Claims (8)
1. A common rail fuel system driving method, comprising:
when the engine is started and a first oil pumping instruction is generated, driving a first monomer pump and a second monomer pump to start oil pumping work simultaneously according to the first oil pumping instruction;
when a crankshaft target disc signal and a camshaft target disc signal of the engine are monitored to be synchronous and a second oil pumping instruction is generated, driving the first unit pump and the second unit pump to alternately start oil pumping according to the second oil pumping instruction;
acquiring the rotating speed and the fuel injection quantity of the engine, searching a preset rail pressure controller output table, and determining the corresponding rail pressure controller output value under the rotating speed and the fuel injection quantity of the engine;
and determining the generation time of the second oil pumping instruction according to the output value of the rail pressure controller.
2. The method of claim 1, further comprising:
and determining the oil pumping working parameters so that the first monomer pump and/or the second monomer pump perform oil pumping work according to the oil pumping working parameters.
3. The method according to claim 1, wherein the first pumping instruction is generated on condition that: the rotation degree of the engine camshaft is within a first preset degree threshold range.
4. The method of claim 1, wherein said determining a timing of generation of the second pumping command from the rail pressure controller output value comprises:
determining the difference value between the upper limit number threshold value and the lower limit number threshold value in a second preset number threshold value range;
determining the product of the output value of the rail pressure controller and the difference value as a first degree, and taking the sum of the lower degree threshold and the first degree as a second degree;
the time when the number of degrees of rotation of the engine camshaft reaches the second number of degrees is set as the generation time of the second pumping command.
5. A common rail fuel system driving apparatus, comprising:
the unit pump common starting module is used for driving a first unit pump and a second unit pump to start oil pumping work simultaneously according to a first oil pumping instruction when the engine is started and the generation of the first oil pumping instruction is monitored;
the unit pump alternating module is used for monitoring that a crankshaft target disc signal and a camshaft target disc signal of the engine are synchronous and generating a second oil pumping instruction, and driving the first unit pump and the second unit pump to alternately start oil pumping according to the second oil pumping instruction;
the acquisition module is used for acquiring the rotating speed and the fuel injection quantity of the engine, searching a preset rail pressure controller output table and determining the corresponding rail pressure controller output value under the rotating speed and the fuel injection quantity of the engine;
and the generating module is used for determining the generating time of the second oil pumping instruction according to the output value of the rail pressure controller.
6. The apparatus according to claim 5, wherein the first pumping instruction is generated on condition that: the rotation degree of the engine camshaft is within a first preset degree threshold range.
7. A vehicle, characterized in that the vehicle comprises:
an engine comprising a crankshaft target disk and a camshaft target disk;
one or more controllers;
a memory for storing one or more programs;
when the one or more programs are executed by the one or more controllers, the one or more controllers implement a common rail fuel system driving method as recited in any one of claims 1 to 4.
8. A computer-readable storage medium on which a computer program is stored, the program, when executed by a processor, implementing a common rail fuel system driving method as claimed in any one of claims 1 to 4.
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| CN201911272051.9A CN111102092B (en) | 2019-12-12 | 2019-12-12 | Common rail fuel system driving method and device, vehicle and storage medium |
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| CN201911272051.9A CN111102092B (en) | 2019-12-12 | 2019-12-12 | Common rail fuel system driving method and device, vehicle and storage medium |
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| CN112682199B (en) * | 2020-12-24 | 2023-01-06 | 潍柴动力股份有限公司 | Rail pressure control method and device for vehicle |
| CN114673601B (en) * | 2022-03-18 | 2023-03-28 | 东风商用车有限公司 | Rapid pressure building method, device and equipment for starting diesel engine and readable storage medium |
| CN115450778B (en) * | 2022-09-14 | 2024-01-09 | 一汽解放汽车有限公司 | Oil supply control method and device, electronic equipment and storage medium |
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| US7077101B2 (en) * | 2002-08-14 | 2006-07-18 | Electro-Motive Diesel, Inc. | Hybrid fuel injection system |
| CN201057117Y (en) * | 2007-01-19 | 2008-05-07 | 清华大学 | High-voltage co-rail electric-controlled oil injector |
| JP2014202176A (en) * | 2013-04-09 | 2014-10-27 | 株式会社デンソー | Fuel injection control device of internal combustion engine |
| CN103670749B (en) * | 2013-11-06 | 2016-07-06 | 潍柴动力股份有限公司 | A kind of high pressure common rail system control method and device |
| CN107035559A (en) * | 2017-04-01 | 2017-08-11 | 中国第汽车股份有限公司 | A kind of double controlled oil rail diesel injection systems of monoblock pump type used for diesel engine |
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