CN111594332A - Engine fuel injection control correction method - Google Patents
Engine fuel injection control correction method Download PDFInfo
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- CN111594332A CN111594332A CN202010194975.8A CN202010194975A CN111594332A CN 111594332 A CN111594332 A CN 111594332A CN 202010194975 A CN202010194975 A CN 202010194975A CN 111594332 A CN111594332 A CN 111594332A
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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
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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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
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- Combustion & Propulsion (AREA)
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- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
The invention discloses an engine oil injection control correction method, which is matched with an engine oil injection control system and comprises the following steps: judging an engine operation stage according to an engine operation state, wherein the engine operation stage comprises a starting stage, a post-starting stage and a warming-up stage, and then executing corresponding subsequent operations according to different engine operation stages; and inputting the obtained oil injection correction coefficients of all stages into an engine oil injection control system to finish the correction of the engine oil injection control system. According to the invention, the fuel injection control process of the engine is divided into three stages, and the correction coefficient is accurately calculated by combining different working conditions of the engine in each stage, so that the accurate calibration and the accurate correction of the fuel injection control of the engine are finally realized on the basis of the correction coefficient.
Description
Technical Field
The invention relates to an engine correction algorithm, in particular to an engine oil injection control correction method, and belongs to the technical field of automobile engine electric control.
Background
The fuel injection operation of an engine is a necessary step in the normal operation of the engine, and specifically, the conventional automobile engine generally has a plurality of cylinders, each of which includes a four-stroke working stroke, i.e., an intake stroke, a compression stroke, a power stroke, and an exhaust stroke, when operated. In the working stroke, the heat energy generated after the fuel is combusted can be converted into mechanical energy to output power, and in the other three strokes, a series of actions such as air intake, compression, exhaust and the like can be completed by means of inertia action. In order to ensure the normal operation of the engine, in the process of completing one work of the engine cylinder, the correct oil quantity needs to be sprayed out through the oil sprayer at the correct time, so the starting time of oil spraying and the accuracy of the oil spraying quantity can generate great influence on the performance of the engine.
In the prior art, fuel injection control during engine starting is realized based on an open-loop air-fuel ratio or excess air factor mode, and gradually transits to a theoretical air-fuel ratio or an excess air factor during the starting and warming-up processes, so that under the current common engine starting fuel injection control mode, calibration and control of fuel injection during the starting, starting and warming-up processes of an engine under each working condition and each temperature point cannot be accurately performed, and at present, at the increasingly strict current of emission regulations, the fuel injection control mode of the engine is obviously not favorable for realizing optimal control of the engine emission pollutants.
In summary, how to provide a brand new method for correcting engine fuel injection control based on the prior art to realize accurate correction of the existing engine fuel injection control system and overcome the deficiencies in the prior art becomes a problem to be solved by technical personnel in the field.
Disclosure of Invention
In view of the above-mentioned drawbacks of the prior art, an object of the present invention is to provide a method for correcting an engine fuel injection control, as follows.
An engine fuel injection control correction method is matched with an engine fuel injection control system, and comprises the following steps:
s1, judging the engine operation stage through the engine operation state, wherein the engine operation stage comprises a starting stage, a post-starting stage and a warming-up stage, and then executing corresponding follow-up operation according to different engine operation stages;
s2, when the engine operation stage is a starting stage, obtaining an oil injection correction coefficient of the engine starting stage by using an engine starting oil injection correction coefficient algorithm;
s3, when the engine operation stage is a post-starting stage, obtaining an oil injection correction coefficient of the post-starting stage of the engine by using an engine post-starting oil injection correction coefficient algorithm;
s4, when the engine operation stage is a warming stage, obtaining an oil injection correction coefficient of the engine warming stage by using an engine warming oil injection correction coefficient algorithm;
and S5, inputting the obtained oil injection correction coefficients of each stage into an engine oil injection control system, and finishing the correction of the engine oil injection control system.
Preferably, the engine start injection correction coefficient algorithm in S2 includes the steps of:
s21, judging the successful condition of engine starting;
if the successful condition of the engine starting is met, the fuel injection correction coefficient of the engine starting stage is assigned to be 1, and then the algorithm flow is ended;
otherwise, executing the subsequent steps in sequence;
s22, judging the high-temperature starting condition of the engine;
if the high-temperature starting condition of the engine is met, calculating an oil injection correction coefficient of the high-temperature starting, determining the oil injection correction coefficient of the engine at the starting stage according to the starting water temperature, the air inlet temperature and the engine dragging time, and then ending the algorithm flow;
otherwise, executing the subsequent steps in sequence;
s23, judging the low-temperature repeated starting condition of the engine;
if the low-temperature repeated starting condition of the engine is met, performing oil injection correction coefficient calculation of the low-temperature repeated starting, determining an oil injection correction coefficient of the engine at the starting stage according to the starting water temperature, the engine dragging time and the stopping time, and then ending the algorithm flow;
otherwise, the calculation of the oil injection correction coefficient of the normal starting is executed, the oil injection correction coefficient of the engine starting stage is determined according to the starting water temperature and the engine dragging time, and the algorithm flow is ended immediately.
Preferably, the post-engine start injection correction coefficient algorithm in S3 includes the steps of:
s31, judging the successful condition of engine starting;
if the engine starting success condition is not met, the fuel injection correction coefficient of the engine starting later stage is assigned to be 1, and then the algorithm flow is ended;
otherwise, executing the subsequent steps in sequence;
s32, judging the high-temperature starting condition of the engine;
if the high-temperature starting condition of the engine is met, calculating an oil injection correction coefficient after the high-temperature starting, determining the oil injection correction coefficient at the post-starting stage of the engine according to the water temperature and the air inlet temperature of the engine, and then jumping to S34;
otherwise, executing the subsequent steps in sequence;
s33, judging the low-temperature repeated starting condition of the engine;
if the low-temperature repeated starting condition of the engine is met, calculating an oil injection correction coefficient after the low-temperature repeated starting, determining the oil injection correction coefficient of the engine at the stage after the starting according to the starting water temperature, the engine load and the stopping time, and then sequentially executing the subsequent steps;
otherwise, the calculation of the oil injection correction coefficient after the normal starting is executed, the oil injection correction coefficient of the engine after the starting stage is determined according to the starting water temperature and the engine load, and then the subsequent steps are executed in sequence;
s34, attenuating the determined injection correction coefficient in the post-starting stage of the engine in a first-order filtering mode;
s35, judging whether the fuel injection correction coefficient of the engine after starting is equal to 1 or not;
if the value is equal to 1, ending the algorithm flow;
otherwise, the algorithm operation is repeated by returning to S34.
Preferably, the engine start success condition includes: the engine speed exceeds 450 rpm; the engine does not have the reverse rotation phenomenon; the engine has no external fuel cut or stop command.
Preferably, the engine high-temperature start condition includes: the starting water temperature of the engine is higher than 105 ℃; the starting air inlet temperature of the engine is higher than 75 ℃; the difference between the starting air inlet temperature of the engine and the air inlet temperature during the last shutdown is higher than 5 ℃; the difference between the engine starting water temperature and the water temperature during the last shutdown is higher than 5 ℃.
Preferably, the low-temperature repeated start condition of the engine includes: the engine run time of the previous run cycle is greater than 2 seconds; no water temperature and relevant faults of the power-off timer currently exist; the water temperature of the engine is less than-10 ℃; the engine off time is less than 5 minutes.
Preferably, the engine warm-up injection correction coefficient algorithm in S4 includes the following steps:
s41, acquiring correction coefficients of starting water temperature and engine load, and multiplying the coefficients by correction coefficients of starting water temperature and accumulated air intake amount;
s42, adding the calculation result in the S41 and the correction coefficient of the engine water temperature and the starting water temperature;
s43, multiplying the calculation result in the S42 by the correction coefficient of the engine speed and the load;
and S44, adding the constant 1 to the calculation result in the S43 to finally obtain the fuel injection correction coefficient in the engine warm-up stage.
The advantages of the invention are mainly embodied in the following aspects:
the invention provides an engine oil injection control correction method, which further subdivides the oil injection control process of an engine into three stages of starting, after starting and warming, accurately calculates a correction coefficient by combining working conditions of different water temperatures, loads, altitudes and the like of the engine in each stage, and finally realizes accurate calibration and accurate correction of the engine oil injection control on the basis of the correction coefficient, thereby more effectively finishing the control of the engine emission pollutants.
In addition, the invention also provides reference for other related problems in the same field, can be expanded and extended on the basis of the reference, is applied to other technical schemes in the same field, and has very wide application prospect.
The following detailed description of the embodiments of the present invention is provided in connection with the accompanying drawings for the purpose of facilitating understanding and understanding of the technical solutions of the present invention.
Drawings
FIG. 1 is a schematic flow diagram of the process of the present invention;
FIG. 2 is a schematic flow chart of an engine start fuel injection correction factor algorithm according to the present invention;
FIG. 3 is a schematic flow chart of an engine post-start injection correction factor algorithm according to the present invention;
FIG. 4 is a flowchart illustrating an algorithm for correcting the coefficient of engine warm-up injection according to the present invention.
Detailed Description
The invention provides an engine oil injection control correction method, which comprises the following steps.
As shown in fig. 1, an engine fuel injection control correction method, in cooperation with an engine fuel injection control system, includes the following steps:
and S1, judging the engine operation stage through the engine operation state, wherein the engine operation stage comprises a starting stage, a post-starting stage and a warming-up stage, and then executing corresponding follow-up operation according to different engine operation stages.
And S2, when the engine running stage is a starting stage, obtaining the fuel injection correction coefficient of the engine starting stage by using the engine starting fuel injection correction coefficient algorithm.
As shown in fig. 2, the engine start injection correction coefficient algorithm in S2 includes,
s21, judging the successful condition of engine starting;
if the successful condition of the engine starting is met, the fuel injection correction coefficient of the engine starting stage is assigned to be 1, and then the algorithm flow is ended;
otherwise, executing the subsequent steps in sequence;
s22, judging the high-temperature starting condition of the engine;
if the high-temperature starting condition of the engine is met, calculating an oil injection correction coefficient of the high-temperature starting, determining an oil injection correction coefficient fmsp _ strt _ fac of the engine at the starting stage according to a starting water temperature, an air inlet temperature and engine dragging time lookup table, wherein the calculation formula is
fmsp_strt_fac＝FMSP_M_STRT_HOT_FAC*FMSP_M_STRT_HOT_REF_FAC；
The FMSP _ M _ STRT _ HOT _ FAC is a three-dimensional calibration table, and the table lookup coordinate axis is starting water temperature and intake air temperature; FMSP _ M _ STRT _ HOT _ REF _ FAC is a three-dimensional calibration table, and the coordinate axis of the table lookup is engine dragging time and air inlet temperature;
the algorithm flow then ends.
Otherwise, executing the subsequent steps in sequence;
s23, judging the low-temperature repeated starting condition of the engine;
if the low-temperature repeated starting condition of the engine is met, performing the calculation of the oil injection correction coefficient of the low-temperature repeated starting, and determining the oil injection correction coefficient fmsp _ strt _ fac of the engine at the starting stage according to the starting water temperature, the engine dragging time and the stopping time by looking up a table, wherein the calculation formula is
fmsp_strt_fac＝FMSP_M_RSTRT_FAC*FMSP_C_STRT_ECT_FAC* FMSP_M_STRT_CLD_REF_FAC；
The FMSP _ M _ RSTRT _ FAC is a three-dimensional calibration table, and the table lookup coordinate axis is engine starting water temperature and stopping time; FMSP _ C _ STRT _ ECT _ FAC is a two-dimensional calibration table, and the coordinate axis of the table lookup is the starting water temperature of the engine; FMSP _ M _ STRT _ CLD _ REF _ FAC is a three-dimensional calibration table, and the coordinate axis of the table lookup is engine dragging time and starting water temperature;
then finishing the algorithm flow;
otherwise, the calculation of the oil injection correction coefficient of the normal starting is executed, the oil injection correction coefficient fmsp _ strt _ fac of the engine starting stage is determined according to the starting water temperature and the engine dragging time lookup table, and the calculation formula is
fmsp_strt_fac＝FMSP_C_STRT_ECT_FAC*FMSP_M_STRT_CLD_REF_FAC；
The FMSP _ C _ STRT _ ECT _ FAC is a two-dimensional calibration table, and the coordinate axis of the table lookup is the starting water temperature of the engine; FMSP _ M _ STRT _ CLD _ REF _ FAC is a three-dimensional calibration table, and the coordinate axis of the table lookup is engine dragging time and starting water temperature;
the algorithm flow then ends.
And S3, when the engine operation stage is the stage after starting, obtaining the fuel injection correction coefficient of the stage after starting the engine by using the fuel injection correction coefficient algorithm after starting the engine.
As shown in fig. 3, the post-engine start injection correction coefficient algorithm in S3 includes,
s31, judging the successful condition of engine starting;
if the engine starting success condition is not met, the fuel injection correction coefficient of the engine starting later stage is assigned to be 1, and then the algorithm flow is ended;
otherwise, executing the subsequent steps in sequence;
s32, judging the high-temperature starting condition of the engine;
if the engine high-temperature starting condition is met, calculating the oil injection correction coefficient after the high-temperature starting, looking up a table according to the water temperature and the air inlet temperature of the engine to determine the oil injection correction coefficient fmsp _ ast _ fac at the stage after the engine is started, wherein the calculation formula is
fmsp_ast_fac＝FMSP_M_ASTRT_HOT_FAC+ 1；
The FMSP _ M _ ASTRT _ HOT _ FAC is a three-dimensional calibration table, and the coordinate axis of the table lookup is engine inlet air temperature and water temperature;
then go to S34;
otherwise, executing the subsequent steps in sequence;
s33, judging the low-temperature repeated starting condition of the engine;
if the low-temperature repeated starting condition of the engine is met, calculating the fuel injection correction coefficient after the low-temperature repeated starting, and determining the fuel injection correction coefficient fmsp _ ast _ fac at the stage after the engine is started according to a starting water temperature, engine load and stop time lookup table, wherein the calculation formula is
fmsp_ast_fac＝FMSP_C_ASTRT_CLD_FAC*FMSP_M_ASTRT_LD_FAC*
The FMSP _ C _ ASTRT _ CLD _ FAC is a two-dimensional calibration table, and the coordinate axis of the table lookup is the starting water temperature of the engine; FMSP _ M _ ASTRT _ LD _ FAC is a three-dimensional calibration table, and the coordinate axis of the table lookup is engine load and starting water temperature; FMSP _ M _ ASTRT _ RSTRT _ FAC is a three-dimensional calibration table, and the coordinate axis of the table lookup is engine shutdown time and starting water temperature;
then executing the subsequent steps in sequence;
otherwise, the calculation of the fuel injection correction coefficient after the normal starting is executed, the fuel injection correction coefficient fmsp _ ast _ fac at the stage after the starting of the engine is determined according to the starting water temperature and the engine load table, and the calculation formula is
fmsp_ast_fac＝FMSP_C_ASTRT_CLD_FAC*FMSP_M_ASTRT_LD_FAC+1；
The FMSP _ C _ ASTRT _ CLD _ FAC is a two-dimensional calibration table, and the coordinate axis of the table lookup is the starting water temperature of the engine; FMSP _ M _ ASTRT _ LD _ FAC is a three-dimensional calibration table, and the coordinate axis of the table lookup is engine load and starting water temperature;
then executing the subsequent steps in sequence;
s34, attenuating the determined injection correction coefficient in the post-starting stage of the engine in a first-order filtering mode;
s35, judging whether the fuel injection correction coefficient of the engine after starting is equal to 1 or not;
if the value is equal to 1, ending the algorithm flow;
otherwise, the algorithm operation is repeated by returning to S34.
And S4, when the engine operation stage is a warming stage, obtaining an oil injection correction coefficient of the engine warming stage by using an engine warming oil injection correction coefficient algorithm.
As shown in fig. 4, the engine warm-up injection correction coefficient algorithm in S4 includes,
s41, acquiring correction coefficients of starting water temperature and engine load, and multiplying the coefficients by correction coefficients of starting water temperature and accumulated air intake amount;
s42, adding the calculation result in the S41 and the correction coefficient of the engine water temperature and the starting water temperature;
s43, multiplying the calculation result in the S42 by the correction coefficient of the engine speed and the load;
and S44, adding the constant 1 to the calculation result in the S43 to finally obtain the fuel injection correction coefficient in the engine warm-up stage.
And S5, inputting the obtained oil injection correction coefficients of each stage into an engine oil injection control system, and finishing the correction of the engine oil injection control system.
In the above step, the engine start success condition includes: the engine speed exceeds 450 rpm; the engine does not have the reverse rotation phenomenon; the engine has no external fuel cut or stop command.
The engine high-temperature start condition includes: the starting water temperature of the engine is higher than 105 ℃; the starting air inlet temperature of the engine is higher than 75 ℃; the difference between the starting air inlet temperature of the engine and the air inlet temperature during the last shutdown is higher than 5 ℃; the difference between the engine starting water temperature and the water temperature during the last shutdown is higher than 5 ℃.
The low-temperature repeated starting condition of the engine includes: the engine run time of the previous run cycle is greater than 2 seconds; no water temperature and relevant faults of the power-off timer currently exist; the water temperature of the engine is less than-10 ℃; the engine off time is less than 5 minutes.
In summary, the method for correcting the engine fuel injection control provided by the invention further subdivides the fuel injection control process of the engine into three stages, namely, a start stage (start), an after start stage (afterstart) and a warm-up stage (warm), accurately calculates the correction coefficient by combining working conditions of different water temperatures, loads, altitudes and the like of the engine in each stage, and finally realizes accurate calibration and accurate correction of the engine fuel injection control on the basis of the correction coefficient, thereby more effectively finishing the control of the engine emission pollutants.
In addition, the invention also provides reference for other related problems in the same field, can be expanded and extended on the basis of the reference, is applied to other technical schemes in the same field, and has very wide application prospect.
It will be evident to those skilled in the art that the invention is not limited to the details of the foregoing illustrative embodiments, and that the present invention may be embodied in other specific forms without departing from the spirit or essential attributes thereof. The present embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein, and any reference signs in the claims are not intended to be construed as limiting the claim concerned.
Furthermore, it should be understood that although the present description refers to embodiments, not every embodiment may contain only a single embodiment, and such description is for clarity only, and those skilled in the art should integrate the description, and the embodiments may be combined as appropriate to form other embodiments understood by those skilled in the art.
Claims (7)
1. An engine fuel injection control correction method is matched with an engine fuel injection control system, and is characterized by comprising the following steps:
s1, judging the engine operation stage through the engine operation state, wherein the engine operation stage comprises a starting stage, a post-starting stage and a warming-up stage, and then executing corresponding follow-up operation according to different engine operation stages;
s2, when the engine operation stage is a starting stage, obtaining an oil injection correction coefficient of the engine starting stage by using an engine starting oil injection correction coefficient algorithm;
s3, when the engine operation stage is a post-starting stage, obtaining an oil injection correction coefficient of the post-starting stage of the engine by using an engine post-starting oil injection correction coefficient algorithm;
s4, when the engine operation stage is a warming stage, obtaining an oil injection correction coefficient of the engine warming stage by using an engine warming oil injection correction coefficient algorithm;
and S5, inputting the obtained oil injection correction coefficients of each stage into an engine oil injection control system, and finishing the correction of the engine oil injection control system.
2. The engine fuel injection control correction method of claim 1, wherein said engine start fuel injection correction coefficient algorithm in S2, comprises the steps of:
s21, judging the successful condition of engine starting;
if the successful condition of the engine starting is met, the fuel injection correction coefficient of the engine starting stage is assigned to be 1, and then the algorithm flow is ended;
otherwise, executing the subsequent steps in sequence;
s22, judging the high-temperature starting condition of the engine;
if the high-temperature starting condition of the engine is met, calculating an oil injection correction coefficient of the high-temperature starting, determining the oil injection correction coefficient of the engine at the starting stage according to the starting water temperature, the air inlet temperature and the engine dragging time, and then ending the algorithm flow;
otherwise, executing the subsequent steps in sequence;
s23, judging the low-temperature repeated starting condition of the engine;
if the low-temperature repeated starting condition of the engine is met, performing oil injection correction coefficient calculation of the low-temperature repeated starting, determining an oil injection correction coefficient of the engine at the starting stage according to the starting water temperature, the engine dragging time and the stopping time, and then ending the algorithm flow;
otherwise, the calculation of the oil injection correction coefficient of the normal starting is executed, the oil injection correction coefficient of the engine starting stage is determined according to the starting water temperature and the engine dragging time, and the algorithm flow is ended immediately.
3. The engine fuel injection control correction method of claim 1, wherein said post-engine start fuel injection correction factor algorithm in S3, comprises the steps of:
s31, judging the successful condition of engine starting;
if the engine starting success condition is not met, the fuel injection correction coefficient of the engine starting later stage is assigned to be 1, and then the algorithm flow is ended;
otherwise, executing the subsequent steps in sequence;
s32, judging the high-temperature starting condition of the engine;
if the high-temperature starting condition of the engine is met, calculating an oil injection correction coefficient after the high-temperature starting, determining the oil injection correction coefficient at the post-starting stage of the engine according to the water temperature and the air inlet temperature of the engine, and then jumping to S34;
otherwise, executing the subsequent steps in sequence;
s33, judging the low-temperature repeated starting condition of the engine;
if the low-temperature repeated starting condition of the engine is met, calculating an oil injection correction coefficient after the low-temperature repeated starting, determining the oil injection correction coefficient of the engine at the stage after the starting according to the starting water temperature, the engine load and the stopping time, and then sequentially executing the subsequent steps;
otherwise, the calculation of the oil injection correction coefficient after the normal starting is executed, the oil injection correction coefficient of the engine after the starting stage is determined according to the starting water temperature and the engine load, and then the subsequent steps are executed in sequence;
s34, attenuating the determined injection correction coefficient in the post-starting stage of the engine in a first-order filtering mode;
s35, judging whether the fuel injection correction coefficient of the engine after starting is equal to 1 or not;
if the value is equal to 1, ending the algorithm flow;
otherwise, the algorithm operation is repeated by returning to S34.
4. The engine fuel injection control correction method according to any one of claims 2 or 3, characterized in that the engine start success condition includes:
the engine speed exceeds 450 rpm;
the engine does not have the reverse rotation phenomenon;
the engine has no external fuel cut or stop command.
5. The engine fuel injection control correction method according to any one of claims 2 or 3, characterized in that the engine hot start condition includes:
the starting water temperature of the engine is higher than 105 ℃;
the starting air inlet temperature of the engine is higher than 75 ℃;
the difference between the starting air inlet temperature of the engine and the air inlet temperature during the last shutdown is higher than 5 ℃;
the difference between the engine starting water temperature and the water temperature during the last shutdown is higher than 5 ℃.
6. The engine fuel injection control correction method according to any one of claims 2 or 3, characterized in that the engine low-temperature repetitive start condition includes:
the engine run time of the previous run cycle is greater than 2 seconds;
no water temperature and relevant faults of the power-off timer currently exist;
the water temperature of the engine is less than-10 ℃;
the engine off time is less than 5 minutes.
7. The engine fuel injection control correction method of claim 1, wherein said engine warm-up fuel injection correction coefficient algorithm in S4 comprises the steps of:
s41, acquiring correction coefficients of starting water temperature and engine load, and multiplying the coefficients by correction coefficients of starting water temperature and accumulated air intake amount;
s42, adding the calculation result in the S41 and the correction coefficient of the engine water temperature and the starting water temperature;
s43, multiplying the calculation result in the S42 by the correction coefficient of the engine speed and the load;
and S44, adding the constant 1 to the calculation result in the S43 to finally obtain the fuel injection correction coefficient in the engine warm-up stage.
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Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
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| GB0016183D0 (en) * | 1999-07-08 | 2000-08-23 | Bosch Gmbh Robert | Fuel injection control in an internal combustion engine |
| CN109779775A (en) * | 2017-11-13 | 2019-05-21 | 联合汽车电子有限公司 | A kind of engine variable injection pressure control method |
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2020
- 2020-03-19 CN CN202010194975.8A patent/CN111594332A/en active Pending
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB0016183D0 (en) * | 1999-07-08 | 2000-08-23 | Bosch Gmbh Robert | Fuel injection control in an internal combustion engine |
| CN109779775A (en) * | 2017-11-13 | 2019-05-21 | 联合汽车电子有限公司 | A kind of engine variable injection pressure control method |
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| 张伟等: "《汽车电子控制技术》", 31 July 2016 * |
| 李春明: "《汽车发动机电控燃油喷射技术》", 31 January 2009 * |
| 许冀阳: "《汽车发动机电控系统原理与故障诊断》", 31 August 2017 * |
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