CN111396209B - Control method for target oil pressure of direct injection supercharged gasoline engine - Google Patents
Control method for target oil pressure of direct injection supercharged gasoline engine Download PDFInfo
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- CN111396209B CN111396209B CN202010204081.2A CN202010204081A CN111396209B CN 111396209 B CN111396209 B CN 111396209B CN 202010204081 A CN202010204081 A CN 202010204081A CN 111396209 B CN111396209 B CN 111396209B
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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
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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
- F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
Abstract
The invention relates to the technical field of automobile control, in particular to a control method of target oil pressure of a direct injection supercharged gasoline engine. The method includes a target oil pressure control method for starting the vehicle engine, a target oil pressure control method for normal combustion of the vehicle engine, a target oil pressure control method for scavenging the vehicle engine, and a target oil pressure control method for stopping the vehicle engine. The invention selects different target fuel pressures according to different engine working conditions so as to be convenient for coping with various engine running conditions, selects higher fuel pressure to increase the atomization effect under the working condition with poor atomization effect, and selects lower fuel pressure to avoid the problem of uneven concentration under the condition with ideal atomization effect.
Description
Technical Field
The invention relates to the technical field of automobile control, in particular to a control method of target oil pressure of a direct injection supercharged gasoline engine.
Background
For a direct injection supercharged engine, fuel is directly injected into a cylinder, and a certain oil pressure is needed to ensure that oil-gas mixture atomization achieves a better result, but when the oil pressure is too high, power loss and working power consumption of an electromagnetic valve are caused due to too large fuel pressurization, the fuel can be injected to the wall of the cylinder due to too high fuel pressure, and local concentration and non-uniformity of gas mixture in the cylinder are easily caused.
In order to better deal with such problems, different high-pressure fuel pressures need to be set for different engine operating conditions. Selecting higher fuel oil pressure under the working condition of poor atomization effect; when the atomization effect is ideal, the proper fuel pressure is selected as much as possible.
Disclosure of Invention
The present invention is directed to solve the above mentioned problems in the background art, and to provide a method for controlling a target oil pressure of a direct injection supercharged gasoline engine.
The technical scheme of the invention is as follows: a control method of target oil pressure of a direct injection supercharged gasoline engine is characterized by comprising the following steps: includes a method for controlling a target oil pressure at the time of starting an engine of a vehicle, which is set from an actual engine water temperature and an actual engine water temperatureThe engine speed is determined, and when the engine speed is zero, the engine starting target oil pressure determined by the actual water temperature of the engine is pStartA(ii) a When the engine speed is not zero, the engine starting target oil pressure p is determined by the engine speed and the actual water temperature of the engineStart3According to pStartAAnd pStart3Calculating a target oil pressure p at the time of engine startStartFinal，
pStartFinal＝Max[(pStartA+C1)，pStart3] (1)
Wherein: p is a radical ofStartFinal-target oil pressure at engine start;
pStartAwhen the rotating speed of the engine is zero, the starting target oil pressure of the engine is determined by the actual water temperature of the engine;
pStart3when the rotating speed of the engine is not zero, the engine starting target oil pressure is jointly determined by the rotating speed of the engine and the actual water temperature of the engine;
C1-a fixed constant.
Further the vehicle engines include engines of all gasoline engines and engines of hybrid vehicles; the engine is a pure gasoline engine, and the engine starting target oil pressure determined by the actual water temperature of the engine when the engine rotating speed is zero is pStart1，
pStart1＝f1(TCoolant) (2)
Wherein: p is a radical ofStart1When the vehicle is a pure gasoline engine, the engine starting target oil pressure is determined by the actual water temperature of the engine when the engine rotating speed is zero;
TCoolant-the actual water temperature of the engine;
the engine is an engine of a hybrid vehicle, and the engine starting target oil pressure determined by the actual water temperature of the engine when the engine speed is zero is pStart2，
pStart2＝f2(TCoolant) (3)
Wherein: p is a radical ofStart2When the vehicle is a hybrid vehicleAn engine starting target oil pressure determined by the actual water temperature of the engine when the engine speed is zero;
TCoolant-actual water temperature of the engine.
The method further comprises a target oil pressure control method for the ignition of the vehicle engine, wherein the target oil pressure for the ignition is determined by the fuel injection quantity and the engine speed, and the target oil pressure p for the ignition of the engine is calculated according to the following formulaCatalystHeatFinal，
pCatalystHeatFinal＝f4(mFuelPoniter,n) (4)
Wherein: p is a radical ofCatalystHeatFinal-is the target oil pressure of the engine at the time of the vehicle engine light-off;
mFuelPoniter-is the fuel injection quantity of the vehicle engine;
n is the engine speed.
The further method for calculating the fuel injection quantity of the engine during the ignition of the engine comprises the following steps: when the engine is out of oil, the oil injection quantity is calculated according to the following formula,
mFuelPoniter＝Min(rhoDes,rhoAct)×V×STFT×LTFT×rStoichiometricRatio (5)
wherein: m isFuelPoniter-the amount of fuel injected by the engine;
rhoDes-is the current engine target charge density;
rhoAct-is the current engine actual charge density;
v-is engine displacement;
STFT-short term fuel correction;
LTFT-long term fuel correction;
rStoichiometricRatiothe ideal air-fuel ratio is determined by the fuel oil product;
when the engine is not cut off, the fuel injection quantity is calculated according to the following formula,
wherein: m isFuelPoniter-the amount of fuel injected by the engine;
n is the number of cylinders of the engine;
mFuel1,mFuel2,...,mFuelNthe mass of fuel entering each cylinder at the next injection stroke of each cylinder is determined.
The method further comprises a target oil pressure control method for the normal combustion of the vehicle engine, wherein the target oil pressure is determined according to the fuel injection quantity and the engine speed when the engine is in normal combustion, the target oil pressure of the engine in normal combustion is calculated according to the following formula,
pNormalFinal＝f5(mFuelPoniter,n) (7)
wherein: p is a radical ofNormalFinal-target oil pressure at normal combustion of the engine;
mFuelPoniter-the amount of fuel injected by the engine;
n is the engine speed.
The method further comprises a target oil pressure control method when the vehicle engine is scavenged, wherein the target oil pressure is determined according to the fuel injection quantity and the engine rotating speed when the engine is scavenged, and when the fuel injection quantity m of the engine is upFuelPoniterWhen the engine speed n is less than 2700rpm or less than 30mg, selecting the target oil pressure p when the engine scavengesScavengingRawNot less than target oil pressure p during normal combustion of engineNormalFinal(ii) a When the fuel injection quantity m of the engineFuelPoniterWhen the engine speed n is more than 2700rpm and is more than 30mg, selecting the target oil pressure p when the engine is scavengedScavengingRawNot greater than target oil pressure p when engine is normally burningNormalFinal。
Further, the target oil pressure p at the time of engine scavengingScavengingRawCalculated according to the following formula:
pScavengingFinal(α+1)＝pScavengingFinal(α)+k1×[pScavengingRaw-pScavengingFinal(α)] (8)
wherein: p is a radical ofScavengingFinal-target oil pressure at engine scavenging;
pNormalFinal-target oil pressure at normal combustion of the engine;
k1-the value range is greater than 0 and less than 1 for the filter coefficient;
α——0，1，2，3…。
the method further comprises a target oil pressure control method for stopping the vehicle engine, wherein the target oil pressure when the engine is stopped refers to the target oil pressure setting during the engine flameout process, and the target oil pressure when the engine is stopped is a fixed value C2Said fixed value C2The fuel pressure provided by the low-pressure fuel pump of the engine is larger than the target oil pressure p when the engine is startedStartFinalTarget oil pressure p at the time of ignitionCatalystHeatFinalTarget oil pressure p during normal combustionNormalFinalAnd target oil pressure p at the time of scavengingScavengingFinal。
The invention selects different target fuel pressures according to different engine working conditions so as to be convenient for coping with various engine running conditions, selects higher fuel pressure to increase the atomization effect under the working condition with poor atomization effect, and selects lower fuel pressure to avoid the problem of uneven concentration under the condition with ideal atomization effect.
Detailed Description
The present invention will be described in further detail with reference to specific examples.
The embodiment provides a target oil pressure control method of a direct injection supercharged gasoline engine, wherein the oil pressure of the embodiment refers to engine fuel pressure, and the target oil pressure refers to target fuel pressure. The working mode of the high-pressure oil pump is divided into four stages, namely when the engine is started, when the catalyst is in a scavenging mode, when the engine is in a normal combustion mode and when the engine is stopped. The purpose of setting different working modes is to accurately adjust the target oil pressure of the engine aiming at each working mode so as to achieve the purposes of improving emission and fuel economy.
1. Target oil pressure control method at engine start
The target oil pressure when the engine is started is determined by the actual water temperature of the engine and the actual rotating speed of the engine, when the vehicle engine is a pure gasoline engine and the rotating speed of the engine is zero, the target oil pressure for starting the engine determined by the actual water temperature of the engine is pStart1P is calculated according to the following formulaStart1，
pStart1＝f1(TCoolant)
Wherein: p is a radical ofStart1When the vehicle is a pure gasoline engine, the rotating speed of the engine is zero, and the engine starting target oil pressure is determined by the actual water temperature of the engine;
TCoolant-actual water temperature of the engine.
pStart1Is based on TCoolantThe engine starting target oil pressure is obtained by calibrating the actual water temperature of the engine.
The comparison between the engine starting target oil pressure and the actual water temperature of the engine, which are determined by the actual water temperature of the engine when the rotating speed of the engine is zero, is shown in table 1:
table 1: target oil pressure and actual water temperature comparison table for engine starting determined by actual water temperature of engine when engine speed of certain vehicle type is zero (namely before engine starting)
When the engine of the vehicle is an engine of a hybrid vehicle, the engine starting target oil pressure determined by the actual water temperature of the engine when the engine speed is zero (i.e., before the engine is started) is pStart2P is calculated according to the following formulaStart2，
pStart2＝f2(TCoolant)
Wherein: p is a radical ofStart2When the vehicle is a hybrid vehicle, the rotating speed of the engine is zero, and the engine starting target oil pressure is determined by the actual water temperature of the engine;
TCoolant-actual water temperature of the engine.
pStart2Is based on TCoolantThe function of (1), namely the engine starting target oil pressure is obtained by the actual water temperature of the engine through a calibration mode.
The comparison between the engine starting target oil pressure determined by the actual water temperature of the engine when the engine rotating speed is zero and the actual water temperature of the engine is shown in table 2:
table 2: target oil pressure and actual water temperature comparison table determined by actual water temperature of engine when engine speed of certain vehicle type is zero (namely before engine is started)
And when the engine speed is not zero (i.e., after the engine is started), the engine start target oil pressure determined by the actual engine water temperature and the engine speed is pStart3P is calculated according to the following formulaStart3，
pStart3＝f3(TCoolant,n)
Wherein: p is a radical ofStart3When the vehicle is a pure gasoline engine or a hybrid vehicle, the rotating speed of the engine is not zero (namely after the engine is started), and the engine starting target oil pressure is determined by the actual water temperature of the engine and the rotating speed of the engine;
TCoolant-the actual water temperature of the engine;
n is the engine speed.
pStart3Is based on TCoolantAnd n, indicating that the engine start target oil pressure is determined by the actual water temperature of the engine and the engine speed.
The comparison between the engine starting target oil pressure and the actual water temperature of the engine, which are determined by the actual water temperature of the engine and the engine rotating speed when the rotating speed of the engine is not zero, is shown in table 3:
table 3: target oil pressure and actual water temperature comparison table at engine starting determined by engine actual water temperature and engine speed when engine speed of certain vehicle type is not zero
In summary, when the vehicle engine is a pure gasoline engine, the target oil pressure calculation formula at the time of engine start is as follows:
pStartFinal＝Max[(pStart1+C1)，pStart3]
pStartFinal-target oil pressure at engine start;
pStart1when the vehicle is a pure gasoline engine, the rotating speed of the engine is zero, and the engine starting target oil pressure is determined by the actual water temperature of the engine;
pStart3when the vehicle is a pure gasoline engine and the rotating speed of the engine is not zero, the engine starting target oil pressure is determined by the actual water temperature of the engine and the rotating speed of the engine;
C1-a fixed constant.
Then, when the engine of the vehicle is an engine of a hybrid vehicle, the target oil pressure calculation formula at the time of engine start is as follows:
pStartFinal＝Max[(pStart2+C1)，pStart3]
pStartFinal-target oil pressure at engine start;
pStart2when the vehicle is a hybrid vehicle, the rotating speed of the engine is zero, and the engine starting target oil pressure is determined by the actual water temperature of the engine;
pStart3when the vehicle is a hybrid vehicle, the rotation speed of the engine is notWhen the engine starting target oil pressure is zero, the engine starting target oil pressure is determined by the actual water temperature of the engine and the rotating speed of the engine;
C1-a fixed constant.
Wherein p isStart1Is less than pStart2Because the starting speed of the engine in the hybrid vehicle is higher, and the set oil pressure is higher, the atomization effect in the starting process is facilitated. The reason why the engine speed and the engine water temperature are considered as the starting oil pressure is that the atomization effect is not good as the engine speed is lower or the water temperature is lower, and a large oil pressure is required. The higher the water temperature is, the better the atomization effect is; the higher the engine speed is with the same water temperature, which indicates that the more the engine combustion times are and the higher the temperature of the engine combustion chamber is, the better and better the atomization effect is. C1Is a fixed constant, greater than 0, i.e. ensures that the starting oil pressure must be greater than the starting oil pressure p determined separately by the water temperatureStart1Or pStart2。
In the currently disclosed patent CN201110457568.2, the target oil pressure is set according to the starting water temperature, the water temperature increases with the operation of the engine, and the oil pressure does not need to be higher after the water temperature increases, which can also improve the atomization effect. Therefore, the current water temperature needs to be read in real time to set the oil pressure, and the control method of the target oil pressure during the starting of the engine has better fuel economy and smaller emission.
2. Target oil pressure control method during engine ignition
The target oil pressure at the time of engine light-off is determined by the fuel injection quantity and the engine speed, and the target oil pressure p at the time of engine light-off is calculated according to the following formulaCatalystHeatFinal，
pCatalystHeatFinal＝f4(mFuelPoniter,n)
Wherein: p is a radical ofCatalystHeatFinal-is the target oil pressure of the engine at the time of the vehicle engine light-off;
mFuelPoniter-is the fuel injection quantity of the vehicle engine;
n is the engine speed.
The formula shows that the target oil pressure at the time of engine light-off is determined by the fuel injection amount of the vehicle engine and the vehicle engine speed.
The ignition of the engine is divided into two conditions, one is when the engine is out of fuel, and the other is when the engine is not out of fuel.
When the engine is out of fuel (when the engine is out of fuel, the current fuel injection quantity is 0, the fuel injection quantity for calculating the target oil pressure is calculated according to the air input of the engine and the ideal air-fuel ratio), the fuel injection quantity is calculated according to the following formula,
mFuelPoniter＝Min(rhoDes,rhoAct)×V×STFT×LTFT×rStoichiometricRatio
wherein: m isFuelPoniter-the amount of fuel injected by the engine;
rhoDes-is the target charge density for the current engine;
rhoAct-is the actual charge density of the current engine;
v-is engine displacement;
STFT-short term fuel correction;
LTFT-long term fuel correction;
rStoichiometricRatiothe ideal air-fuel ratio is determined by the fuel oil product;
when the engine is not cut off, the fuel injection quantity is calculated according to the following formula,
wherein: m isFuelPoniter-the amount of fuel injected by the engine;
n is the number of cylinders of the engine;
mFuel1,mFuel2,...,mFuelNthe mass of fuel entering each cylinder at the next injection stroke of each cylinder is determined.
Taking a certain model of engine of a certain model of vehicle as an example, the target oil pressure control during the ignition of the engine is determined by the injected fuel quantity and the engine speed, the injected fuel quantity and the target oil pressure of the condition of each speed during the ignition of the engine are calculated according to the formula, and the calculation result is shown in table 4:
table 4: correspondence table of fuel injection quantity and rotating speed and target oil pressure of certain type of engine during ignition
By setting a higher oil pressure at light-off relative to normal combustion, the engine temperature is lower at light-off, requiring a higher oil pressure to improve atomization.
3. Target oil pressure control method during normal combustion of engine
When the engine is normally combusted, the target oil pressure is determined according to the fuel injection quantity and the engine rotating speed, the target oil pressure of the engine during normal combustion is calculated according to the following formula,
pNormalFinal＝f5(mFuelPoniter,n)
wherein: p is a radical ofNormalFinal-target oil pressure at normal combustion of the engine;
mFuelPoniter-the amount of fuel injected by the engine;
n is the engine speed.
Fuel injection quantity mFuelPoniterThe larger the engine speed n or the higher the engine speed n, the larger the target oil pressure at the light-off time. At the same fuel injection quantity mFuelPoniter and target oil pressure p for normal combustion of engine at engine speed nNormalFinalTarget oil pressure p not greater than ignition timingCatalystHeatFinal。
Taking a certain model of engine of a certain model of vehicle as an example, the target oil pressure control during normal combustion of the engine is determined by the fuel injection quantity and the engine speed, the fuel injection quantity and the target oil pressure under the condition of each rotating speed of the engine during normal combustion are calculated according to the formula, and the calculation result is shown in table 5:
table 5: correspondence table of fuel injection quantity and rotating speed and target oil pressure of certain model engine during normal combustion
4. Target oil pressure control method during engine scavenging
When the engine is scavenged, the target oil pressure is determined according to the fuel injection quantity m of the engine and the engine speedFuelPoniterWhen the engine speed n is less than 2700rpm or less than 30mg, selecting the target oil pressure p when the engine scavengesScavengingRawNot less than target oil pressure p during normal combustion of engineNormalFinal(ii) a When the fuel injection quantity m of the engineFuelPoniterWhen the engine speed n is more than 2700rpm and is more than 30mg, selecting the target oil pressure p when the engine is scavengedScavengingRawNot greater than target oil pressure p when engine is normally burningNormalFinal。
The target oil pressure p at the time of scavenging of the engine is calculated according to the following formulaScavengingFinalThe scavenging mode is transited from the normal mode in a filtering mode, and the initial scavenging target oil pressure p is adopted after the transition is finishedScavengingRawI.e. finally maintained at pScavengingRaw
pScavengingFinal(α+1)＝pScavengingFinal(α)+k1×[pScavengingRaw-pScavengingFinal(α)]
Wherein: p is a radical ofScavengingFinal-target oil pressure at engine scavenging;
pNormalFinal-target oil pressure at normal combustion of the engine;
k1-the value range is greater than 0 and less than 1 for the filter coefficient;
α -0, 1, 2, 3 …, since N is added by 1 in each sampling period, the target oil pressure in the scavenging mode is calculated once in each sampling period.
According to the formula pScavengingFinal(0)＝pNormalFinlaCalculating the target oil pressure when the engine is transited from the normal mode to the combustion mode, performing transition in a filtering mode, and performing transition after the transitionWith scavenging target oil pressure, i.e. finally maintained at pScavengingRaw。
As can be seen from the above equation, the target oil pressure control during scavenging of the engine of the present embodiment is mainly based on the initial target oil pressure pScavengingRawAnd p in normal combustion of the engineNormalFinalDetermined together, and the initial target oil pressure pScavengingRawAnd p in normal combustion of the engineNormalFinalIn practice, it is determined by the amount of fuel injected and the engine speed.
Taking a certain model of engine of a certain model of vehicle as an example, the target oil pressure control during normal combustion of the engine is determined by the fuel injection quantity and the engine speed, the fuel injection quantity and the target oil pressure under the condition of each speed of the engine during normal combustion are calculated according to the formula, and the calculation result is shown in table 6:
table 6: correspondence table of fuel injection quantity and rotating speed of certain model engine during scavenging and initial target oil pressure during scavenging
The target oil pressure control of the scavenging mode was proposed, and in a large number of experiments, it was found that a 5.2% reduction in NOx second data was achieved when scavenging was fully activated, e.g., at 2000rpm, with an injected quantity of 40 mg.
5. Target oil pressure control method during engine stop
The target oil pressure control method when the engine is stopped refers to a method of setting a target oil pressure during engine shutdown. At this time, the target oil pressure is set to a fixed value C26Mpa, which is greater than the fuel pressure supplied from the low-pressure oil pump (for the purpose of increasing the starting time for the next engine start and improving emissions), but less than the target oil pressure p for the engine startStartFinalTarget oil pressure p at the time of ignitionCatalystHeatFinalTarget oil pressure p during normal combustionNormalFinalAnd target oil pressure p at the time of scavengingScavengingFinal(the purpose is to reduce the relay load, improve the fuel economy, and simultaneously avoid the problem that the NVH satisfaction is influenced by overlarge shutdown flameout resistance caused by overlarge fuel pressure).
In the method for controlling the target hydraulic pressure when the engine is stopped according to the present embodiment, which is performed by taking an engine of a certain type as an example, the target hydraulic pressure when the engine is stopped is controlled to 6MPa, and under this hydraulic pressure control, it is found that the start time is relatively shortened by 24% when the water temperature is about-20 ℃.
The foregoing shows and describes the general principles, essential features, and advantages of the invention. It will be understood by those skilled in the art that the present invention is not limited to the embodiments described above, which are given by way of illustration of the principles of the present invention, and that various changes and modifications may be made without departing from the spirit and scope of the invention as defined by the appended claims. The scope of the invention is defined by the appended claims and equivalents thereof.
Claims (7)
1. A control method of target oil pressure of a direct injection supercharged gasoline engine is characterized by comprising the following steps: the method comprises controlling a target oil pressure at the time of starting the engine of the vehicle, the target oil pressure at the time of starting the engine being determined by an actual water temperature of the engine and an actual engine speed, and when the engine speed is zero, the target oil pressure at the time of starting the engine being determined by the actual water temperature of the engine and being pStartA(ii) a When the engine speed is not zero, the engine starting target oil pressure p is determined by the engine speed and the actual water temperature of the engineStart3According to pStartAAnd pStart3Calculating a target oil pressure p at the time of engine startStartFinal，
pStartFinal＝Max[(pStartA+C1)，pStart3] (1)
Wherein: p is a radical ofStartFinal-target oil pressure at engine start;
pStartAwhen the rotating speed of the engine is zero, the starting target oil pressure of the engine is determined by the actual water temperature of the engine;
pStart3when the rotating speed of the engine is not zero, the engine starting target oil pressure is jointly determined by the rotating speed of the engine and the actual water temperature of the engine;
C1-a fixed constant;
the vehicle engine comprises a pure gasoline engine and a hybrid vehicle engine; the engine is a pure gasoline engine, and the engine starting target oil pressure determined by the actual water temperature of the engine when the engine rotating speed is zero is pStart1，
pStart1＝f1(TCoolant) (2)
Wherein: p is a radical ofStart1When the vehicle is a pure gasoline engine, the engine starting target oil pressure is determined by the actual water temperature of the engine when the engine rotating speed is zero;
TCoolant-the actual water temperature of the engine;
the vehicle engine comprises a pure gasoline engine and a hybrid vehicle engine; the engine is an engine of a hybrid vehicle, and the engine starting target oil pressure determined by the actual water temperature of the engine when the engine speed is zero is pStart2，
pStart2＝f2(TCoolant) (3)
Wherein: p is a radical ofStart2When the vehicle is a hybrid vehicle, the engine starting target oil pressure is determined by the actual water temperature of the engine when the rotating speed of the engine is zero;
TCoolant-actual water temperature of the engine.
2. The method of controlling a target oil pressure of a direct injection supercharged gasoline engine as claimed in claim 1, characterized in that: the method also comprises a target oil pressure control method for the ignition of the vehicle engine, wherein the target oil pressure is determined by the fuel injection quantity and the engine speed, and the target oil pressure p for the ignition of the engine is calculated according to the following formulaCatalystHeatFinal，
pCatalystHeatFinal＝f4(mFuelPoniter,n) (4)
Wherein: p is a radical ofCatalystHeatFinal-is the target oil pressure of the engine at the time of the vehicle engine light-off;
mFuelPoniter-is the fuel injection quantity of the vehicle engine;
n is the engine speed.
3. The method of controlling a target oil pressure of a direct injection supercharged gasoline engine as claimed in claim 2, characterized in that: the method for calculating the fuel injection quantity of the engine during the ignition of the engine comprises the following steps: when the engine is out of oil, the oil injection quantity is calculated according to the following formula,
mFuelPoniter＝Min(rhoDes,rhoAct)×V×STFT×LTFT×rStoichiome tricRatio (5)
wherein: m isFuelPoniter-the amount of fuel injected by the engine;
rhoDes-is the current engine target charge density;
rhoAct-is the current engine actual charge density;
v-is engine displacement;
STFT-short term fuel correction;
LTFT-long term fuel correction;
rStoichiometricRatiothe ideal air-fuel ratio is determined by the fuel oil product;
when the engine is not cut off, the fuel injection quantity is calculated according to the following formula,
wherein: m isFuelPoniter-the amount of fuel injected by the engine;
n is the number of cylinders of the engine;
mFuel1,mFuel2,...,mFuelNeach cylinder for the next timeThe mass of fuel entering each cylinder on the injection stroke.
4. The method of controlling a target oil pressure of a direct injection supercharged gasoline engine as claimed in claim 1, characterized in that: the method also comprises a target oil pressure control method for the normal combustion of the vehicle engine, wherein the target oil pressure is determined according to the fuel injection quantity and the engine speed when the engine is in normal combustion, the target oil pressure of the engine in normal combustion is calculated according to the following formula,
pNormalFinal＝f5(mFuelPoniter,n) (7)
wherein: p is a radical ofNormalFinal-target oil pressure at normal combustion of the engine;
mFuelPoniter-the amount of fuel injected by the engine;
n is the engine speed.
5. The method of controlling a target oil pressure of a direct injection supercharged gasoline engine of claim 4, characterized in that: the method also comprises a target oil pressure control method for scavenging the vehicle engine, wherein the target oil pressure is determined according to the fuel injection quantity m of the engine and the engine rotating speed when the engine scavenges, and the fuel injection quantity m of the engine isFuelPoniterWhen the engine speed n is less than 2700rpm or less than 30mg, selecting the target oil pressure p when the engine scavengesScavengingRawNot less than target oil pressure p during normal combustion of engineNormalFinal(ii) a When the fuel injection quantity m of the engineFuelPoniterWhen the engine speed n is more than 2700rpm and is more than 30mg, selecting the target oil pressure p when the engine is scavengedScavengingRawNot greater than target oil pressure p when engine is normally burningNormalFinal。
6. The method of controlling a target oil pressure of a direct injection supercharged gasoline engine of claim 5, characterized in that: the target oil pressure p at the time of engine scavengingScavengingRawCalculated according to the following formula:
pScavengingFinal(α+1)＝pScavengingFinal(α)+k1×[pScavengingRaw-pScavengingFinal(α)](8)
wherein: p is a radical ofScavengingFinal-target oil pressure at engine scavenging;
pNormalFinal-target oil pressure at normal combustion of the engine;
k1-the value range is greater than 0 and less than 1 for the filter coefficient;
α——0，1，2，3…。
7. the method of controlling a target oil pressure of a direct injection supercharged gasoline engine of claim 6, characterized in that: the method also comprises a target oil pressure control method for the vehicle engine when the engine is stopped, wherein the target oil pressure when the engine is stopped refers to the target oil pressure setting in the engine flameout process, and the target oil pressure when the engine is stopped is a fixed value C2Said fixed value C2The fuel pressure provided by the low-pressure fuel pump of the engine is larger than the target oil pressure p when the engine is startedStartFinalTarget oil pressure p at the time of ignitionCatalystHaetFinalTarget oil pressure p during normal combustionNormalFinlaAnd target oil pressure p at the time of scavengingScavengingFinal。
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN203948085U (en) * | 2014-06-17 | 2014-11-19 | 上海海希工业通讯股份有限公司 | Jumbolter |
| CN107013350A (en) * | 2017-05-26 | 2017-08-04 | 安徽江淮汽车集团股份有限公司 | A kind of direct spray petrol engine in cylinder cold starts fuel injection control method and system |
| CN109779776A (en) * | 2017-11-13 | 2019-05-21 | 联合汽车电子有限公司 | Electronic control system and internal-combustion engine variable injection pressure control method |
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| WO2011088328A1 (en) * | 2010-01-14 | 2011-07-21 | Kohler Co. | Diagnostic method for an engine-generator set |
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Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN203948085U (en) * | 2014-06-17 | 2014-11-19 | 上海海希工业通讯股份有限公司 | Jumbolter |
| CN107013350A (en) * | 2017-05-26 | 2017-08-04 | 安徽江淮汽车集团股份有限公司 | A kind of direct spray petrol engine in cylinder cold starts fuel injection control method and system |
| CN109779776A (en) * | 2017-11-13 | 2019-05-21 | 联合汽车电子有限公司 | Electronic control system and internal-combustion engine variable injection pressure control method |
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