CN111636970B - Cold start oil injection ignition control method based on composite injection engine - Google Patents

Cold start oil injection ignition control method based on composite injection engine Download PDF

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Publication number
CN111636970B
CN111636970B CN202010504515.0A CN202010504515A CN111636970B CN 111636970 B CN111636970 B CN 111636970B CN 202010504515 A CN202010504515 A CN 202010504515A CN 111636970 B CN111636970 B CN 111636970B
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injection
engine
ignition
pfi
gdi
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CN111636970A (en
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孙平
崔可欣
阮尔博
刘泽
李志辉
周玮
董伟
朱华美
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Jilin University
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Jilin University
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—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
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D43/00—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/045—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions combined with electronic control of other engine functions, e.g. fuel injection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/152—Digital data processing dependent on pinking
    • F02P5/1521—Digital data processing dependent on pinking with particular means during a transient phase, e.g. starting, acceleration, deceleration, gear change
    • 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
    • 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
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0614—Actual fuel mass or fuel injection amount
    • F02D2200/0616—Actual fuel mass or fuel injection amount determined by estimation
    • 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
    • F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder

Abstract

The invention discloses a cold start oil injection ignition control method based on a compound injection engine. The method comprises the following steps: acquiring a first-cycle ignition parameter: when the difference between the peak phase and the top dead center phase of the heat release rate in the cylinder is smaller than a set threshold value, the corresponding PFI ignition angle, GDI ignition angle and the fuel injection ratio of PFI to GDI are obtained; determining the total fuel injection quantity according to the temperature of the cooling liquid; and adopting PFI and GDI composite ignition. In each subsequent firing cycle: collecting the real-time temperature of the cooling liquid, and updating the total fuel injection quantity according to the real-time temperature of the cooling liquid; judging whether the real-time temperature of the cooling liquid is greater than or equal to the warm-up starting point temperature, if so, adopting a PFI injection mode for ignition, and if not, reducing the oil injection proportion of GDI; updating the PFI firing angle and the GDI firing angle; and according to the updated total fuel injection quantity, the fuel injection ratio of the PFI and the GDI, the PFI ignition angle and the GDI ignition angle, adopting PFI and GDI composite ignition. The invention enables the engine to be started quickly at a lower emission level on the basis of low fuel consumption.

Description

Cold start oil injection ignition control method based on composite injection engine
Technical Field
The invention relates to the technical field of engine optimization control, in particular to a cold start oil injection ignition control method based on a compound injection engine.
Background
The cold starting performance of the engine is one of important performance indexes, the working efficiency of the engine and the service life of a mechanical structure are influenced, and the problem that the emission of various pollutants of the engine during the cold starting period exceeds the standard is to be solved urgently.
In conventional PFI (port injection) based engines, the viscosity of the lubricating oil increases mechanical friction losses during starting due to lower engine block temperatures over longer engine shutdowns. The fuel temperature is low, the volatility is poor, and a good mixed gas is not easy to form in the injection process, so that the problems of difficult starting, long starting time and the like are caused, so that the circulating fuel injection quantity has to be increased in the cold starting of the engine under the existing conditions to meet the requirement of the fuel concentration in the mixed gas. This results in a large amount of fuel being expelled from the cylinder without combustion, resulting in a large amount of HC, CO, NOXPollution and waste of fuel.
In an engine based on GDI (direct injection in cylinder), the problems of good fuel atomization effect and excessive emission are improved to a certain extent due to high injection pressure, but unburned HC emission is still high.
PFI + GDI composite injection has compromise PFI and GDI's advantage, can guarantee in the homogeneous mixture that PFI sprays formation, adopts GDI to spray and carries out local enrichment, easily forms layering gas mixture, can effectively reduce fuel enrichment proportion, improves fuel economy and emission nature.
Under the additional hold of PFI + GDI composite injection, it is necessary to explore a novel oil injection ignition mode, which can ensure quick start and also give consideration to lower emission level.
Disclosure of Invention
The invention aims to provide a cold start injection ignition control method based on a compound injection engine, which can start the engine at a lower emission level on the basis of low fuel consumption.
In order to achieve the purpose, the invention provides the following scheme:
a cold start injection ignition control method based on a compound injection engine comprises the following steps:
acquiring first-cycle oil injection parameters, wherein the first-cycle oil injection parameters are a corresponding PFI oil injection angle, a corresponding GDI oil injection angle and a corresponding PFI-GDI oil injection ratio when the difference between the peak phase and the top dead center phase of the heat release rate in the cylinder is smaller than a set threshold, the first-cycle oil injection parameters are calibrated by testing the composite injection engine in advance, PFI represents air inlet channel injection, and GDI represents direct injection in the cylinder;
determining the total fuel injection quantity according to the temperature of the cooling liquid;
according to the total oil injection quantity and the first-cycle oil injection parameters, performing first-cycle oil injection by adopting a PFI injection mode and a GDI injection mode;
in each subsequent firing cycle:
collecting the real-time temperature of the cooling liquid, and updating the total fuel injection quantity according to the real-time temperature of the cooling liquid;
judging whether the real-time temperature of the cooling liquid is greater than or equal to the warm-up starting point temperature, if so, adopting a PFI injection mode to inject oil, and if not, adopting a PFI injection mode to inject oil
Reducing the oil injection ratio of the GDI, and updating the oil injection ratio of the PFI and the GDI;
updating an engine ignition angle;
and according to the updated total fuel injection quantity, the fuel injection ratio of the PFI and the GDI and the ignition angle of the engine, injecting fuel by adopting a PFI injection mode and a GDI injection mode together.
Optionally, the warm-up start temperature is 45 ℃.
Optionally, the updating the engine ignition angle specifically includes:
based on the ignition angle of the previous ignition cycle, the ignition angle is advanced or retarded by a set step length on the basis of the principle that the in-cylinder combustion condition approaches the knocking.
Optionally, on the basis of the ignition angle of the previous ignition cycle, on the principle that the in-cylinder combustion condition is close to detonation, the ignition angle is advanced or retarded by a set step length, specifically including:
judging whether a deflagration signal appears in the previous ignition cycle:
if the deflagration signal appears in the previous ignition cycle, retarding the ignition angle;
if no knock signal was present in the previous firing cycle, the firing angle is advanced.
Optionally, before the obtaining of the first-cycle fuel injection parameter, the method further includes:
acquiring position signals of a crankshaft and a camshaft of an engine;
and judging whether the phases of the crankshaft of the engine and the camshaft are matched, and if the phases of the crankshaft of the engine and the camshaft are not matched in the set number of detection results, sending an alarm signal.
Optionally, after determining that the phases of the crankshaft and camshaft of the engine are matched, determining whether the temperature of the engine coolant is less than 40 ℃.
Optionally, after the temperature of the engine coolant is determined to be less than 40 ℃, whether the rotation speed of the engine is greater than 300rpm is judged, and if the rotation speed of the engine is less than 300rpm in the set number of times, an alarm signal is sent.
Optionally, after the rotation speed of the engine is determined to be greater than 300rpm, whether the fuel rail pressure of the engine is within a set range is determined, and if the fuel rail pressure of the engine is not within the set range in the set number of times, an alarm signal is sent.
Optionally, after each ignition, the method further comprises:
and judging whether the working medium in the cylinder is normally ignited, and if the detection results of the set number of times are that the working medium in the cylinder is not normally ignited, sending an alarm signal.
Optionally, after each ignition, the method further comprises:
and judging whether the rotating speed of the engine is more than 1000rpm, and if the rotating speeds of the engine are all less than 1000rpm in the set number of detection results, sending an alarm signal.
According to the specific embodiment provided by the invention, the invention discloses the following technical effects: the invention provides a cold start oil injection ignition control method based on a composite injection engine, which determines a PFI oil injection angle, a GDI oil injection angle and an oil injection ratio of PFI and GDI in first cycle ignition on the principle that the peak phase of an internal heat release rate of a cylinder is closest to a top dead center, and determines the total oil injection quantity according to the temperature of coolant. In the subsequent ignition cycle, the total fuel injection quantity is updated in real time according to the temperature of the cooling liquid, the injection proportion of the total fuel quantity occupied by the GDI is gradually reduced until the temperature of the cooling liquid reaches the warm-up starting point temperature, and ignition is carried out only in a PFI mode after the temperature of the cooling liquid reaches the warm-up starting point temperature. The ignition control process not only saves fuel oil quantity, but also reduces pollution.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.
FIG. 1 is a flow chart of a cold start injection ignition control method based on a compound injection engine according to an embodiment of the invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in further detail below.
The invention provides a cold start oil injection ignition control method based on a compound injection engine, which comprises the following steps as shown in figure 1:
step 101: acquiring first-cycle oil injection parameters, wherein the first-cycle oil injection parameters are a PFI oil injection angle, a GDI oil injection angle and an oil injection ratio of PFI to GDI corresponding to the condition that the difference between the peak phase and the top dead center phase of the heat release rate in a cylinder is smaller than a set threshold, and the first-cycle oil injection parameters are calibrated by testing the composite injection engine in advance;
step 102: determining the total fuel injection quantity according to the temperature of the cooling liquid;
step 103: according to the total oil injection quantity and the first-cycle oil injection parameters, performing first-cycle oil injection by adopting a PFI injection mode and a GDI injection mode;
in each subsequent firing cycle:
step 1041: collecting the real-time temperature of the cooling liquid, and updating the total fuel injection quantity according to the real-time temperature of the cooling liquid;
step 1042: judging whether the real-time temperature of the cooling liquid is greater than or equal to the temperature of the warm-up starting point;
step 1043: if the real-time temperature of the cooling liquid is greater than or equal to the warm-up starting temperature, oil injection is carried out in a PFI injection mode;
step 1044: if the real-time temperature of the cooling liquid is lower than the warm-up starting temperature, the oil injection proportion of the GDI is reduced, and the oil injection ratio of the PFI to the GDI is updated; updating the PFI firing angle and the GDI firing angle; and according to the updated total fuel injection quantity, the fuel injection ratio of the PFI and the GDI, the PFI fuel injection angle and the GDI fuel injection angle, adopting the PFI injection mode and the GDI injection mode to carry out ignition together.
After the engine is determined to be in the cold start mode, if the engine meets the injection ignition condition, the controller controls the relevant accessories to start injection ignition, in the embodiment, for example, the first-cycle PFI injection timing is set to 380 degrees BTDC (380 degrees before compression top dead center), the first-cycle GDI injection timing is set to 60 degrees BTDC (60 degrees before compression top dead center), and the PFI-to-GDI injection ratio is set to 4:1 (according to the experiment, the phase of the peak of the in-cylinder heat release rate is closest to the top dead center). It should be noted that the above first-cycle injection timing and PFI/GDI injection ratio of the engine are determined according to experimental calibration, different engines need to be specifically distinguished, only the parameters applicable to this embodiment are given here, and the total first-cycle injection amount is determined by the coolant temperature and is calibrated by the experiment. In the embodiment, the circulation air inflow of the engine is reduced along with the rise of the rotating speed in the starting process, in order to ensure good combustion effect, the total fuel injection quantity is correspondingly reduced so as to meet the condition that the air-fuel ratio is in a proper range, and the reduction of the circulation air inflow is influenced by the temperature rise of the cooling liquid, so that the circulation fuel injection quantity is influenced. Because the rotating speed is increased in the starting process, the circulating air inflow is reduced, and the total fuel injection quantity is reduced, the injection proportion of the total fuel quantity occupied by the GDI is gradually reduced and the injection proportion of the total fuel quantity occupied by the PFI is increased in consideration of the fuel economy in the starting process, and the change of the proportion of the PFI/the GDI is influenced by the temperature and is calibrated by experiments. When the temperature of the cooling liquid is higher than the warm-up starting temperature, such as 45 ℃, the injection mode is completely switched to the PFI injection mode, wherein 45 ℃ is selected as the warm-up starting point, and in the warm-up state, the injection pressure required by the PFI is lower than that required by the GDI, the loss of engine driving accessories is small, the fuel atomization time of the PFI is long, the combustion is sufficient, and the economical efficiency is good. In summary, in the cold start mode, the first circulation air mixture is richest when in start, then the air mixture is diluted gradually along with the rising of the rotating speed, and the PFI/GDI fuel composite injection mode is switched to the pure PFI injection mode gradually.
In an embodiment, the method for updating the engine firing angle in the subsequent firing cycle is: on the basis of the ignition angle of the previous ignition cycle, the in-cylinder combustion condition is close to the detonation, the ignition angle is advanced or retarded by a set step length, and the ignition angle generating the detonation is gradually approached, wherein the specific step length can be calibrated by the characteristics of the engine. The method for updating the engine firing angle is explained below by way of example:
first, the in-cylinder sensor constantly detects whether knocking occurs during cold start.
In one embodiment, a first cycle ignition advance angle of 10 ° BTDC (10 ° before compression top dead center) can be set, which is influenced by the starting temperature and calibrated by engine experiments;
s001: detecting a detonation signal;
judging whether a deflagration signal exists in S001, if no deflagration signal exists, then carrying out pre-ignition in the next cycle by taking 3 degrees as a step length, and carrying out S021 deflagration signal detection;
if S021 has no knock signal, the next cycle is ignited in advance by taking 3 degrees as a step length, and S021 knock signal detection is carried out again;
if S021 triggers a detonation signal, ignition is delayed by taking 2 degrees as a step length in the next cycle, and S031 detonation signal detection is carried out;
if S031 triggers the knock signal, the next cycle delays ignition by 2 degrees as a step length, and S031 knock signal detection is carried out again;
if the S031 signal has no deflagration signal, the next cycle is ignited in advance by taking 1 degree as a step length, and the next cycle returns to the S031 to detect the deflagration signal;
if S001 triggers a deflagration signal, ignition is postponed by taking 3 degrees as a step length in the next cycle, and S022 deflagration signal detection is carried out;
if S022 triggers a deflagration signal, returning to the next cycle, retarding ignition by taking 3 degrees as a step length, and detecting the S022 deflagration signal again;
if the S022 signal has no detonation signal, the next cycle is ignited in advance by taking 2 degrees as a step length, and S032 detonation signal detection is carried out;
if the S032 does not have a deflagration signal, the next cycle is ignited in advance by taking 2 degrees as a step length, and the S032 deflagration signal detection is carried out again;
and if S032 triggers a deflagration signal, ignition is delayed by taking 1 DEG as a step length in the next cycle, and the next cycle returns to S032 for deflagration signal detection.
The whole process ensures that the ignition angle at each time can generate slight detonation in the cylinder so as to obtain higher detonation pressure in a reasonable range, so that the rotating speed of the engine is quickly increased, and the engine is quickly started.
In an embodiment, before step 101, the method may further include: checking whether the crankshaft signal and the camshaft signal of the engine are normal or not, and checking the temperature of an engine body; calculating the engine speed according to the crankshaft signal; the fuel pressure in the high pressure fuel rail is checked. Detecting a crankshaft signal and a camshaft signal to judge a working cylinder of the engine, and checking whether the crankshaft signal and the camshaft signal are matched to prevent air intake and exhaust faults; the engine temperature is checked to determine if the engine of the engine meets the temperature conditions for a cold start. Further, the rotation speed of the engine is calculated through a crankshaft signal, and fuel can be injected into the cylinder only when a certain rotation speed is reached. Further, the GDI injection mode adopts a high-pressure common rail fuel injection system, and since the GDI injection is performed in a compression stroke, the pressure to be overcome is large, and the GDI injection is naturally required to build a certain pressure in an oil rail to be successfully injected into a cylinder, whether the fuel pressure in the oil rail meets the injection condition needs to be checked before the GDI injection.
The specific implementation mode can be as follows:
acquiring position signals of an engine crankshaft and a camshaft, and judging whether the phases of the engine crankshaft and the camshaft are matched; if the phases of the crankshaft and the camshaft of the engine are not matched, the engine is counted as a fault; judging the failure times, if the failure times of the engine crankshaft and the camshaft are not matched are less than or equal to 5 times, repeatedly acquiring position signals of the engine crankshaft and the camshaft and judging whether the phases of the engine crankshaft and the camshaft are matched or not; if the number of mismatching faults of the engine crankshaft and the camshaft is more than 5, the engine is stopped in a fault mode, and the phenomenon that the phases of the engine crankshaft and the camshaft are not matched is alarmed; if the phase matching of the engine crankshaft and the camshaft is successful before the failure times are more than 5, the temperature of the engine coolant is obtained.
Judging whether the temperature of the engine coolant is less than 40 ℃; if the temperature of the engine coolant is more than or equal to 40 ℃, the engine enters a normal starting mode; if the temperature of the engine coolant is less than 40 ℃, the engine is indicated to enter a cold start mode, the starter motor starts to work to drag the engine to rotate, and the engine rotating speed is calculated according to the engine crankshaft signal.
Judging whether the rotating speed of the engine is greater than 300rpm or not; if the rotating speed of the engine is less than 300rpm, marking as a fault; judging the number of faults, and if the number of faults that the rotating speed of the engine is less than 300rpm is less than or equal to 5 times, repeatedly acquiring a rotating speed signal of the engine and comparing the rotating speed signal with 300 rpm; if the number of the faults of the engine rotating speed being less than 300rpm is more than 5, the engine is stopped in a fault mode, and an alarm is given for the phenomenon that the engine rotating speed is less than 300 rpm; if the engine speed is greater than 300rpm before the number of faults is greater than 5, fuel rail pressure is obtained.
Judging whether the rail pressure of the fuel oil of the engine meets the requirement or not; if the fuel rail pressure of the engine does not meet the requirement, recording as a fault; judging the failure times, if the engine fuel rail pressure does not meet the requirement, the failure times is less than or equal to 5 times, repeatedly acquiring the fuel rail pressure of the engine and checking whether the fuel rail pressure meets the requirement or not; if the number of times of the faults is more than 5 when the fuel rail pressure of the engine does not meet the requirement, the engine is stopped in a fault mode, and an alarm is given for the phenomenon that the fuel rail pressure of the engine does not meet the requirement; if the engine fuel rail pressure meets the requirement before the number of failures is greater than 5, then step 101 is executed.
In an embodiment, after each ignition, it may further include:
judging whether the working medium in the cylinder is normally ignited or not; checking whether the angular acceleration of the crankshaft is greater than 0, and if the angular acceleration is a positive value, indicating that the mixed gas in the cylinder is burnt; if the angular acceleration of the crankshaft is a non-positive number, indicating that the cylinder is on fire; if the engine cylinder is in fire, recording as a primary fault; judging the failure times, if the failure times of the engine in-cylinder fire are less than or equal to 5 times, repeating the spark plug to spark once and judging whether the working medium in the cylinder is normally ignited and combusted; if the number of times of the fire fault in the engine cylinder is more than 5, the engine is stopped in a fault mode, and the phenomenon that the fire fault in the engine cylinder occurs is alarmed; and if the working medium in the engine cylinder is ignited and combusted before the failure times are more than 5, calculating the current rotating speed of the engine according to the engine crankshaft signal.
Judging whether the rotating speed of the engine is greater than 1000rpm or not; if the rotating speed of the engine is less than 1000rpm, recording as a fault; judging the number of faults, and if the number of faults that the rotating speed of the engine is less than 1000rpm is less than or equal to 5 times, repeatedly acquiring a rotating speed signal of the engine and comparing the rotating speed signal with 1000 rpm; if the number of the faults of the engine rotating speed less than 1000rpm is more than 5, the engine is stopped due to faults and an alarm is given to the phenomenon that the rotating speed of the engine is less than 1000 rpm; if the engine speed is greater than 1000rpm before the number of faults is greater than 5, the cold start is successful and the next ignition cycle is entered.
The invention gives consideration to an oil injection control strategy and an engine ignition advance angle control strategy, so that the oil injection timing of the engine is correspondingly changed along with the difference of temperature, the fuel consumption is reduced as much as possible on the premise of ensuring no fire, and meanwhile, the cylinder internal explosion pressure is close to the top dead center as much as possible, thereby realizing the rapid starting.
The embodiments in the present description are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.
The principles and embodiments of the present invention have been described herein using specific examples, which are provided only to help understand the method and the core concept of the present invention; meanwhile, for a person skilled in the art, according to the idea of the present invention, the specific embodiments and the application range may be changed. In view of the above, the present disclosure should not be construed as limiting the invention.

Claims (10)

1. A cold start fuel injection ignition control method based on a compound injection engine is characterized by comprising the following steps:
acquiring first-cycle oil injection parameters, wherein the first-cycle oil injection parameters are a corresponding PFI oil injection angle, a corresponding GDI oil injection angle and a corresponding PFI-GDI oil injection ratio when the difference between the peak phase and the top dead center phase of the heat release rate in the cylinder is smaller than a set threshold, the first-cycle oil injection parameters are calibrated by testing the composite injection engine in advance, PFI represents air inlet channel injection, and GDI represents direct injection in the cylinder;
determining the total fuel injection quantity according to the temperature of the cooling liquid;
according to the total oil injection quantity and the first-cycle oil injection parameters, performing first-cycle oil injection by adopting a PFI injection mode and a GDI injection mode;
in each subsequent firing cycle:
collecting the real-time temperature of the cooling liquid, and updating the total fuel injection quantity according to the real-time temperature of the cooling liquid;
judging whether the real-time temperature of the cooling liquid is greater than or equal to the warm-up starting point temperature, if so, adopting a PFI injection mode to inject oil, and if not, adopting a PFI injection mode to inject oil
Reducing the oil injection ratio of the GDI, and updating the oil injection ratio of the PFI and the GDI;
updating an engine ignition angle;
and according to the updated total fuel injection quantity, the fuel injection ratio of the PFI and the GDI and the ignition angle of the engine, injecting fuel by adopting a PFI injection mode and a GDI injection mode together.
2. The cold-start injection-ignition control method based on a compound injection engine according to claim 1, characterized in that the warm-up start temperature is 45 ℃.
3. The cold-start injection-ignition control method based on the compound injection engine as claimed in claim 1, wherein the updating of the engine ignition angle specifically comprises:
based on the ignition angle of the previous ignition cycle, the ignition angle is advanced or retarded by a set step length on the basis of the principle that the in-cylinder combustion condition approaches the knocking.
4. The cold-start injection ignition control method based on a compound injection engine according to claim 3, characterized in that advancing or retarding the ignition angle by a set step on the basis of the ignition angle of the previous ignition cycle on the basis of bringing the in-cylinder combustion condition close to knocking specifically includes:
judging whether a deflagration signal appears in the previous ignition cycle:
if the deflagration signal appears in the previous ignition cycle, retarding the ignition angle;
if no knock signal was present in the previous firing cycle, the firing angle is advanced.
5. The cold-start injection-ignition control method based on a compound injection engine as claimed in claim 1, characterized by further comprising, before said obtaining the first-cycle injection parameters:
acquiring position signals of a crankshaft and a camshaft of an engine;
and judging whether the phases of the crankshaft of the engine and the camshaft are matched, and if the phases of the crankshaft of the engine and the camshaft are not matched in the set number of detection results, sending an alarm signal.
6. The cold-start injection-ignition control method based on a compound injection engine as claimed in claim 5, characterized in that it is determined whether the engine coolant temperature is less than 40 ℃ after determining that the engine crankshaft and camshaft are phase-matched.
7. The cold-start injection-ignition control method based on the compound injection engine as claimed in claim 6, characterized in that after the temperature of the engine coolant is determined to be less than 40 ℃, whether the rotation speed of the engine is greater than 300rpm is judged, and if the set number of detection results show that the rotation speed of the engine is less than 300rpm, an alarm signal is sent.
8. The cold-start fuel injection and ignition control method based on the compound injection engine as claimed in claim 7, characterized in that after the rotation speed of the engine is determined to be greater than 300rpm, whether the fuel rail pressure of the engine is in the set range is judged, and if the fuel rail pressure of the engine is not in the set range in the set number of times, an alarm signal is sent.
9. The cold-start injection ignition control method based on a compound injection engine as claimed in claim 1, characterized by further comprising, after each ignition:
and judging whether the working medium in the cylinder is normally ignited, and if the detection results of the set number of times are that the working medium in the cylinder is not normally ignited, sending an alarm signal.
10. The cold-start injection ignition control method based on a compound injection engine as claimed in claim 1, further comprising after said each ignition:
and judging whether the rotating speed of the engine is more than 1000rpm, and if the rotating speeds of the engine are all less than 1000rpm in the set number of detection results, sending an alarm signal.
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