CN112096535B - Engine fuel injection frequency control method and system and automobile - Google Patents

Engine fuel injection frequency control method and system and automobile Download PDF

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CN112096535B
CN112096535B CN202010813483.2A CN202010813483A CN112096535B CN 112096535 B CN112096535 B CN 112096535B CN 202010813483 A CN202010813483 A CN 202010813483A CN 112096535 B CN112096535 B CN 112096535B
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CN112096535A (en
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秦龙
刘磊
田丰民
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Dongfeng Motor Corp
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Dongfeng Motor Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections

Abstract

The invention discloses a method and a system for controlling the fuel injection times of an engine and an automobile, and relates to the technical field of engine control, wherein the method comprises the following steps: acquiring target fuel injection quantity, fuel density, maximum injection oil pressure, static injection flow, static fuel density, static injection oil pressure, maximum injection angle, minimum injection interval time and engine speed, and calculating a first maximum injection frequency; acquiring single-cycle fuel injection quantity and actual oil rail pressure injected into the cylinder at the next moment, and calculating a second maximum injection frequency; identifying the working condition of the engine, and acquiring a third maximum injection frequency according to an injection frequency mapping table of an injection mode corresponding to the working condition of the engine; and determining the final injection times according to the measured injection time. The invention designs different injection times based on different design targets under different engine working conditions, aims to improve exhaust temperature, reduce emission and improve fuel economy, and avoids the influence of each injection on adjacent injection pulse width.

Description

Engine fuel injection frequency control method and system and automobile
Technical Field
The invention relates to the technical field of engine control, in particular to a method and a system for controlling the number of times of fuel injection of an engine and an automobile.
Background
The engine mainly converts chemical energy of fuel oil into mechanical energy to realize power output and provide power for the whole vehicle. The fuel system of an engine supplies fuel to the engine to mix with air to form a combustible mixture, primarily as required by the operating conditions of the engine. In order to reduce vibration noise of the engine and improve the performance of cold start or emission of the engine, different injection times are required to be set according to different working conditions of the engine. The current common injection frequency setting is determined according to signals such as the engine rotating speed, the fuel injection quantity, the battery voltage, the water temperature and the like. However, the working condition of the engine is complex, the fuel injection frequency is related to a plurality of working parameters, and the engine is not suitable for partial working conditions only according to signals such as the rotating speed of the engine, the fuel injection quantity, the voltage of the battery, the water temperature and the like.
Disclosure of Invention
The invention aims to overcome the defects of the background technology and provide an engine fuel injection frequency control method, an engine fuel injection frequency control system and an automobile, wherein various operation working conditions of an engine are fully considered, different injection frequencies are designed based on different design targets under different working conditions, so that the aims of improving exhaust temperature, reducing emission and improving fuel economy are fulfilled, and the influence of various injections on adjacent injection pulse widths is avoided.
In a first aspect, a method for controlling a number of times of fuel injection into an engine is provided, comprising the steps of:
obtaining the target fuel injection quantity m at the current momentfuelMaxFuel density rhoFuelMaximum injection oil pressure pFuelMaxStatic jet flow rate QStaticStatic fuel density rhoStaticStatic injection oil pressure pFuelStaticMaximum injection angle phiInjMaxMinimum injection interval time tInjBankSwitchMinEngine speed n, determining a first maximum injection time Cnt based on the injection timeInjDurPulseMax；
Acquiring the single-cycle fuel injection quantity m injected into the cylinder at the next momentfuelActiveCylAnd actual rail pressure pFuelRailDetermining a single-cycle fuel injection quantity m injected into the cylinder at the next momentfuelActiveCylSecond maximum number of injections CntFuelMassMax；
Identifying the working condition of the engine according to the rotating speed n of the engine and the single-cycle fuel injection quantity mfuelActiveCylAnd acquiring a third maximum injection time Cnt by using an injection time mapping table of an injection mode corresponding to the working condition of the enginePulseDsrd；
According to the first maximum injection time CntInjDurPulseMaxSecond maximum number of injections CntFuelMassMaxAnd the third maximum number of injections CntPulseDsrdDetermining the final injection number CntPulseFinal；
"obtaining the target fuel injection quantity m at the current momentfuelMaxFuel density rhoFuelMaximum injection oil pressure pFuelMaxStatic jet flow rate QStaticStatic fuel density rhoStaticStatic sprayingInjection oil pressure pFuelStaticMaximum injection angle phiInjMaxMinimum injection interval time tInjBankSwitchMinEngine speed n, determining a first maximum injection time Cnt based on the injection timeInjDurPulseMax"step, comprising the steps of:
obtaining the target fuel injection quantity m at the current momentfuelMaxFuel density rhoFuelMaximum injection oil pressure pFuelMaxStatic jet flow rate QStaticStatic fuel density rhoStaticAnd static injection oil pressure pFuelStaticDetermining the maximum injection time tInjMaxCyl；
Obtaining the maximum injection angle phi of the current momentInjMaxMinimum injection interval time tInjBankSwitchMinAnd engine speed n, determining maximum allowable injection time tMaxInjDuration；
According to the maximum injection time tInjMaxCylAnd maximum allowable injection time tMaxInjDurationDetermining the first maximum injection number CntInjDurPulseMax。
According to the first possible implementation manner of the first aspect, in a second possible implementation manner of the first aspect, the step of obtaining the target fuel injection quantity m at the current timefuelMaxFuel density rhoFuelMaximum injection oil pressure pFuelMaxStatic jet flow rate QStaticStatic fuel density rhoStaticAnd static injection oil pressure pFuelStaticDetermining the maximum injection time tInjMaxCyl"step, comprising the steps of:
obtaining the fuel density rho at the current momentFuelAnd static fuel density rhoStaticCombining with the corresponding correction coefficient mapping table to obtain the fuel density correction coefficient
Figure GDA0003262215190000031
Obtaining the target fuel injection quantity m at the current momentfuelMaxMaximum injection oil pressure pFuelMaxStatic jet flow rate QStaticAnd static injection oil pressure pFuelStaticIs combined with
Figure GDA0003262215190000032
Determining a maximum injection time tInjMaxCylThe following were used:
Figure GDA0003262215190000033
in a third possible implementation manner of the first aspect, according to the first possible implementation manner of the first aspect, the step of obtaining the maximum injection angle phi at the current time is performedInjMaxMinimum injection interval time tInjBankSwitchMinAnd engine speed n, determining maximum allowable injection time tMaxInjDuration"step, comprising the steps of:
obtaining the maximum injection angle phi of the current momentInjMaxMinimum injection interval time tInjBankSwitchMinAnd engine speed n, determining a first maximum allowable injection time tMaxInjDurationHWThe following were used:
Figure GDA0003262215190000041
according to mfuelMaxAnd n determines the earliest start of injection angle phiEarlistSOILatest spray end angle phiLatestEOIDetermining a second maximum allowable injection time tMaxInjDurationSWThe following were used:
Figure GDA0003262215190000042
selecting the first maximum allowable injection time to take tMaxInjDurationHWAnd a second maximum allowable injection time tMaxInjDurationSWIs taken as the maximum allowable injection time tMaxInjDuration。
According to the first possible implementation manner of the first aspect, in a fourth possible implementation manner of the first aspect, the "according to the maximum injection time t" isInjMaxCylAnd maximum allowable injection time tMaxInjDurationDetermining the first maximum injection number CntInjDurPulseMax"step, comprising the steps of:
obtaining a maximum injection time tInjMaxCylAnd maximum allowable injection time tMaxInjDurationTime ratio of
Figure GDA0003262215190000043
According to the time ratio
Figure GDA0003262215190000044
A first maximum injection time Cnt is determined from a map of the maximum injection timesInjDurPulseMax。
In a fifth possible implementation manner of the first aspect, the step of obtaining the single-cycle fuel injection amount m injected into the cylinder at the next momentfuelActiveCylAnd actual rail pressure pFuelRailDetermining a single-cycle fuel injection quantity m injected into the cylinder at the next momentfuelActiveCylSecond maximum number of injections CntFuelMassMax"step, comprising the steps of:
obtaining an actual rail pressure pFuelRailDetermining the minimum fuel injection quantity f (p) of the single injection by combining the mapping table of the pressure and the minimum fuel injection quantity of the single injectionFuelRail)；
Acquiring the single-cycle fuel injection quantity m injected into the cylinder at the next momentfuelActiveCylCalculating the ratio of fuel injection quantity
Figure GDA0003262215190000051
According to the ratio of injected fuel
Figure GDA0003262215190000052
A second maximum injection time Cnt is determined from a map of the maximum injection timesFuelMassMax。
In a sixth possible implementation form of the first aspect as such according to the first aspect, the "according to the first maximum injectionDegree of time CntInjDurPulseMaxSecond maximum number of injections CntFuelMassMaxAnd the third maximum number of injections CntPulseDsrdDetermining the final injection number CntPulseFinal"step, comprising the steps of:
selecting the first maximum injection time CntInjDurPulseMaxSecond maximum number of injections CntFuelMassMaxAnd the third maximum number of injections CntPulseDsrdIs used as the final injection number CntPulseFinal。
In a seventh possible implementation manner of the first aspect according to the first aspect, the "according to the first maximum injection number CntInjDurPulseMaxSecond maximum number of injections CntFuelMassMaxAnd the third maximum number of injections CntPulseDsrdDetermining the final injection number CntPulseFinalAfter the step, the following steps are included:
acquiring the injection angle and the injection oil quantity, and combining the final injection times CntPulseFinalAnd performing oil injection action.
In a second aspect, an engine fuel injection count control system is provided for executing the engine fuel injection count control method described above.
In a third aspect, an automobile is provided that includes the above-described engine fuel injection number control system.
Compared with the prior art, the invention fully considers each operation condition of the engine, designs different injection times based on different design targets under different conditions, and finally realizes the management of the injection times according to the software and hardware injection capability and the injection time limit, so as to improve the exhaust temperature, reduce the emission and improve the fuel economy and avoid the influence of each injection on the adjacent injection pulse width.
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FIG. 1 is a schematic flow chart diagram of an embodiment of a method for controlling the number of fuel injections in an engine according to the present invention;
FIG. 2 is a schematic flow chart diagram of an embodiment of a method for controlling the number of fuel injections to an engine according to the present invention;
FIG. 3 is a schematic flow chart diagram of an embodiment of a method for controlling the number of fuel injections to an engine according to the present invention;
FIG. 4 is a schematic flow chart diagram of an embodiment of a method for controlling the number of fuel injections to an engine according to the present invention;
FIG. 5 is a flowchart illustrating an embodiment of a method for controlling a number of fuel injections in an engine according to the present invention.
Detailed Description
Reference will now be made in detail to the present embodiments of the invention, examples of which are illustrated in the accompanying drawings. While the invention will be described in conjunction with the specific embodiments, it will be understood that they are not intended to limit the invention to the embodiments described. On the contrary, it is intended to cover alternatives, modifications, and equivalents as may be included within the spirit and scope of the invention as defined by the appended claims. It should be noted that the method steps described herein may be implemented by any functional block or functional arrangement, and that any functional block or functional arrangement may be implemented as a physical entity or a logical entity, or a combination of both.
In order that those skilled in the art will better understand the present invention, the following detailed description of the invention is provided in conjunction with the accompanying drawings and the detailed description of the invention.
Note that: the example to be described next is only a specific example, and does not limit the embodiments of the present invention necessarily to the following specific steps, values, conditions, data, orders, and the like. Those skilled in the art can, upon reading this specification, utilize the concepts of the present invention to construct more embodiments than those specifically described herein.
Referring to fig. 1, an embodiment of the present invention provides a method for controlling the number of times of fuel injection to an engine, including the steps of:
s100, acquiring target fuel injection quantity m at current momentfuelMaxFuel density rhoFuelMaximum injection oil pressure pFuelMaxStatic jet flow rate QStaticStatic fuel density rhoStaticStatic injection oil pressure pFuelStaticMaximum injection angle phiInjMaxMinimum injection interval time tInjBankSwitchMinEngine speed n, determining a first maximum number of injections based on an injection timeNumber CntInjDurPulseMax；
S200, acquiring single-cycle fuel injection quantity m injected into the cylinder at the next momentfuelActiveCylAnd actual rail pressure pFuelRailDetermining a second maximum injection count Cnt based on the injection quantityFuelMassMax；
S300, identifying the working condition of the engine, and injecting oil in a single cycle according to the rotating speed n of the enginefuelActiveCylAnd acquiring a third maximum injection time Cnt by using an injection time mapping table of an injection mode corresponding to the working condition of the enginePulseDsrd；
S400 according to the first maximum injection number CntInjDurPulseMaxSecond maximum number of injections CntFuelMassMaxAnd the third maximum number of injections CntPulseDsrdDetermining the final injection number CntPulseFinal。
Specifically, the number of engine fuel injections is correlated with a plurality of engine parameters, so that the maximum injection times based on the injection time, the fuel injection quantity and the engine operating condition are respectively calculated, and then one of the three calculated maximum injection times is selected as the final maximum injection time.
In the present embodiment, the correlation parameter is first acquired to calculate the first maximum injection number Cnt based on the injection timeInjDurPulseMaxSecondly, acquiring relevant parameters to calculate a second maximum injection time Cnt based on the fuel injection quantityFuelMassMax. Finally, the working condition of the engine is identified according to the operating parameters of the engine, the injection time mapping table corresponding to the working condition of the engine is selected, and the third maximum injection time Cnt is obtainedPulseDsrd. Under different rotational speeds and target fuel injection quantity, whether injection can be completed each time is found through experiments by setting a larger injection frequency. The completed average standard is whether the current rotating speed and the target fuel injection quantity accurately inject the accurate fuel injection quantity and influences on fuel economy and emission, and finally a maximum fuel injection quantity which can accurately inject the fuel and has the minimum influences on the fuel economy and the emission is selected. Under the working conditions of each engine, the combustion under different engine loading and target fuel injection quantities is respectively calibrated and obtainedThe number of injections.
The engine working condition is divided into four modes, namely a starting mode, a catalyst light-off mode, a warming-up mode and a normal running mode, wherein the four modes are lower and lower in priority. The starting mode has the highest priority and the normal operation mode has the lowest priority, i.e. if the starting mode is fulfilled, no further modes are allowed. The catalyst light-off mode may be entered only if the start mode is not satisfied and the catalyst light-off mode is active in the mode. The normal operation mode is only performed when the start-up, catalyst light-off, and warm-up modes are not satisfied.
The starting mode is that the engine is in a starting stage, the combustion injection times are designed based on the purposes of emission and improvement of engine combustion stability, the injection time mapping table corresponding to the starting mode is shown in a table I, data in the table I are used for illustration for understanding convenience, and therefore the actual situation cannot be limited to the data in the table I.
Table-the number of injections map corresponding to a start mode
Figure GDA0003262215190000081
Figure GDA0003262215190000091
And in the catalyst light-off mode, when the catalyst light-off control is activated, the number of combustion injections is designed for the purpose of improving the exhaust temperature, the emission and the engine combustion stability, the injection number mapping table corresponding to the catalyst light-off mode is shown in the second table, and the data in the second table are for the convenience of understanding and are exemplified, so that the actual situation cannot be limited to the data in the second table.
Injection frequency mapping table corresponding to light-off mode of catalyst II
Figure GDA0003262215190000092
The warm-up mode, in which the number of injections for the purpose of improving exhaust temperature, emissions, and engine combustion stability is designed based on the purpose of increasing exhaust temperature when the water temperature is lower than a preset temperature (e.g., 40 ℃), is shown in table three, where the data in table three are for convenience of understanding and thus the actual situation cannot be limited to only the data in table three.
Injection frequency mapping table corresponding to table three warm-up modes
Figure GDA0003262215190000093
Figure GDA0003262215190000101
The engine normal operation mode, except the above modes, is the engine normal operation mode, the number of combustion injections is designed for the purpose of improving the emission and the engine combustion stability, the injection number mapping table corresponding to the engine normal operation mode is shown in table four, and the data in table four is for easy understanding and is an example, so that the actual situation cannot be limited to the data in table four only.
Table four injection times mapping table corresponding to normal operation mode of engine
Figure GDA0003262215190000102
In the four modes, the injection times based on the working condition are determined based on the engine speed and the fuel injection quantity. For example, the engine has a maximum number of injections of 3 per cycle, and the other mode is 3 injections, except that the number of injections is 2 in the start mode.
According to the method, the operation working conditions of the engine are fully considered, different injection times are designed based on different design targets under different working conditions, and are limited according to the software and hardware injection capacity and the injection times, so that the management of the injection times is finally realized, the purposes of improving the exhaust temperature, reducing the emission and improving the fuel economy are achieved, and the influence of each injection on the adjacent injection pulse width is avoided.
Optionally, as shown in fig. 2, in another embodiment of the present application, the step S100 is to obtain the target fuel injection quantity m at the current timefuelMaxFuel density rhoFuelMaximum injection oil pressure pFuelMaxStatic jet flow rate QStaticStatic fuel density rhoStaticStatic injection oil pressure pFuelStaticMaximum injection angle phiInjMaxMinimum injection interval time tInjBankSwitchMinEngine speed n, determining a first maximum injection time Cnt based on the injection timeInjDurPulseMax"step, comprising the steps of:
s110, acquiring target fuel injection quantity m at current momentfuelMaxFuel density rhoFuelMaximum injection oil pressure pFuelMaxStatic jet flow rate QStaticStatic fuel density rhoStaticAnd static injection oil pressure pFuelStaticDetermining the maximum injection time tInjMaxCyl；
S120, acquiring the maximum injection angle phi of the current momentInjMaxMinimum injection interval time tInjBankSwitchMinAnd engine speed n, determining maximum allowable injection time tMaxInjDuration；
S130 according to the maximum injection time tInjMaxCylAnd maximum allowable injection time tMaxInjDurationDetermining the first maximum injection number CntInjDurPulseMax。
Specifically, in this embodiment, the current target fuel injection quantity m of the engine cylinder is obtainedfuelMaxAnd m isfuelMaxThe maximum value of the target injection quantity for all cylinders (cylinder per working cycle, i.e. 2 revolutions of the crankshaft) is used. Obtaining the current fuel density rho of the engineFuelAnd maximum injection oil pressure pFuelMax。
Obtaining static injection flow Q of engineStaticStatic fuel density rhoStaticAnd static injection oil pressurepFuelStaticStatic jet flow rate QStaticStatic fuel density rhoStaticAnd static injection oil pressure pFuelStaticThe static fuel injector is the inherent characteristic of the fuel injector and is determined by the performance of the fuel injector, and the static fuel injector refers to data when the fuel injector is tested independently. For example, the static fuel density of an engine is 689.95kg/m as measured by a fuel injector characteristic verification test3And a static injection flow of 7.68g/s at a static fuel injection oil pressure of 10 MPa. Calculating the maximum injection time t according to the obtained parametersInjMaxCyl。
Obtaining the maximum injection angle phiInjMaxMinimum injection interval time tInjBankSwitchMinAnd engine speed n, maximum injection angle phiInjMaxTo compress the angle of the upper pointing front, the ejection angle is too large resulting in overlap between the two ejections and affecting the accuracy of the ejection drive current. Minimum injection interval time tInjBankSwitchMinThe next injection can be started only after the last injection is finished by a certain injection angle interval, so that sufficient injection current is ensured to be driven. The minimum injection interval is determined according to the electric energy of an oil nozzle, and then the maximum injection angle is determined according to the position arrangement and the working state of each cylinder of the engine. Calculating the maximum allowable injection time t according to the obtained parametersMaxInjDuration. Finally according to tInjMaxCylAnd tMaxInjDurationDetermining CntInjDurPulseMax。
Optionally, as shown in fig. 3, in another embodiment of the present application, the step S110 is to obtain the target fuel injection quantity m at the current timefuelMaxFuel density rhoFuelMaximum injection oil pressure pFuelMaxStatic jet flow rate QStaticStatic fuel density rhoStaticAnd static injection oil pressure pFuelStaticDetermining the maximum injection time tInjMaxCyl"step, comprising the steps of:
s111 obtaining fuel density rho of the current momentFuelAnd static fuel density rhoStaticCombining with the corresponding correction coefficient mapping table to obtain the fuel density correction coefficient
Figure GDA0003262215190000121
S112, acquiring target fuel injection quantity m at current momentfuelMaxMaximum injection oil pressure pFuelMaxStatic jet flow rate QStaticAnd static injection oil pressure pFuelStaticIs combined with
Figure GDA0003262215190000122
Determining a maximum injection time tInjMaxCylThe following were used:
Figure GDA0003262215190000131
specifically, in this embodiment, the fuel density rho is obtainedFuelAnd static fuel density rhoStaticCorrecting the injection time according to the current fuel density of the engine, and acquiring a fuel density correction coefficient by combining a corresponding correction coefficient mapping table
Figure GDA0003262215190000132
The calibration process of the fuel density correction coefficient is as follows: setting the fuel density equal to the static fuel density, then changing the fuel density, counting the maximum injection time, determining the correction coefficient of the part, namely setting other parameters for a certain time, adjusting the fuel density to obtain different maximum injection times, and calculating the correction coefficient based on the fuel density and the maximum injection time, so that the correction coefficient is actually the influence factor of the fuel density on the maximum injection time. The correction coefficient mapping table is shown in table five, and the data in table five is an example for easy understanding, so that the actual situation cannot be limited to only the data in table five.
Table five correction factor mapping table
Figure GDA0003262215190000133
Obtaining a target fuel injection quantity mfuelMaxMaximum injection oil pressure pFuelMaxStatic jet flow rate QStaticAnd static injection oil pressure pFuelStaticEstimated maximum injection oil pressure pFuelMaxThe difference between the actual rail fuel pressure and the intake manifold gas pressure (the difference between the rail fuel pressure and the intake manifold pressure is selected as the fuel injection pressure, considering that the in-cylinder pressure is not lower than the intake manifold pressure). Bonding of
Figure GDA0003262215190000134
Calculating tInjMaxCyl，
Figure GDA0003262215190000141
Alternatively, as shown in fig. 4, in another embodiment of the present application, the step S120 obtains the maximum injection angle phi at the current timeInjMaxMinimum injection interval time tInjBankSwitchMinAnd engine speed n, determining maximum allowable injection time tMaxInjDuratiAn on step, comprising the following steps:
s121, acquiring the maximum injection angle phi of the current momentInjMaxMinimum injection interval time tInjBankSwitchMinAnd engine speed n, determining a first maximum allowable injection time tMaxInjDurationHWThe following were used:
Figure GDA0003262215190000142
s122 is according to mfuelMaxAnd n determines the earliest start of injection angle phiEarlistSOILatest spray end angle phiLatestEOIDetermining a second maximum allowable injection time tMaxInjDurationSWThe following were used:
Figure GDA0003262215190000143
s123, selecting the first maximum allowable injection time to take tMaxInjDurationHWAnd a second maximum allowable injection time tMaxInjDurationSWIs taken as the minimumLarge allowable injection time tMaxInjDuration。
Specifically, in the present embodiment, the maximum injection angle phi is obtainedInjMaxMinimum injection interval time tInjBankSwitchMinAnd the engine speed n, calculating the first maximum allowable injection time tMaxInjDurationHW，
Figure GDA0003262215190000144
According to mfuelMaxAnd n determines the earliest start of injection angle phiEarlistSOILatest spray end angle phiLatestEOIThe SOI is the start of injection angle and the EOI is the end of injection angle. At different mfuelMaxAnd n, by calibrating the earliest injection start angle and the latest injection end angle, the COV IMEP (coefficient of variation of the IMEP indicating the average effective pressure) is ensured to be smaller than a preset proportion, for example, 8% is used for detecting a fluctuation coefficient indicating the average effective pressure by a rack, and the larger the coefficient is, the more the engine shakes, so the smaller the value is, the better the value is. The smaller the engine combustion jitter and the PN (particulate matter) value, the better. Calculating a second maximum allowable injection time t based on the obtained parametersMaxInjDurationSW，
Figure GDA0003262215190000151
Selecting tMaxInjDurationHWAnd tMaxInjDurationSWSmaller value of t asMaxInjDuration。
Alternatively, in another embodiment of the present application, the "S130 is based on the maximum injection time tInjMaxCylAnd maximum allowable injection time tMaxInjDurationDetermining the first maximum injection number CntInjDurPulseMax"step, comprising the steps of:
s131 obtaining maximum injection time tInjMaxCylAnd maximum allowable injection time tMaxInjDurationTime ratio of
Figure GDA0003262215190000152
S132 according to the time ratio
Figure GDA0003262215190000153
A first maximum injection time Cnt is determined from a map of the maximum injection timesInjDurPulseMax。
Specifically, in this embodiment, the following steps are carried out
Figure GDA0003262215190000154
The injection time is divided into N intervals (the injection time can be 1 to N times, the N value can be set according to actual conditions and is obtained by experimental calibration), and the smaller the value is, the maximum allowable injection time Cnt isInjDurPulseMaxThe larger. The longer the total injection time, the longer the injection interval will be increased due to the addition of multiple injections, resulting in an extended total injection time, but due to the limited earliest injection start angle phiEarlistSOIAnd the latest end angle phi of injectionLatestEOIIn this case, the set injection count may be lost, and if the actual injection count is reduced, the maximum allowable injection count during the adjustment period is adjusted. In one example of the present application, N-3 may be provided,
Figure GDA0003262215190000161
between 0 and 0.5, the maximum number of injections is 3;
Figure GDA0003262215190000162
between 0.5 and 0.7, the maximum number of injections is 2;
Figure GDA0003262215190000163
between 0.7 and 1, the maximum number of injections is 1.
Alternatively, as shown in fig. 5, in another embodiment of the present application, the "S200" obtains a single-cycle fuel injection amount m injected into the cylinder at the next timefuelActiveCylAnd actual rail pressure pFuelRailDetermining a second maximum injection count Cnt based on the injection quantityFuelMassMax"step, comprising the steps of:
s210 obtaining actual oil rail pressure pFuelRailDetermining the minimum fuel injection quantity f (p) of the single injection by combining the mapping table of the pressure and the minimum fuel injection quantity of the single injectionFuelRail)；
S220, acquiring single-cycle fuel injection quantity m injected into the cylinder at the next momentfuelActiveCylCalculating the ratio of fuel injection quantity
Figure GDA0003262215190000164
S230 according to the ratio of the fuel injection quantity
Figure GDA0003262215190000165
A second maximum injection time Cnt is determined from a map of the maximum injection timesFuelMassMax。
Specifically, in this embodiment, the actual rail pressure p is obtainedFuelRailDetermining the minimum fuel injection quantity f (p) of the single injection by combining the mapping table of the pressure and the minimum fuel injection quantity of the single injectionFuelRail) And estimating the minimum fuel injection quantity of single injection under different fuel pressures. The higher the oil rail pressure is, the larger the minimum oil injection quantity of single injection injected by opening the nozzle is, and other conditions are not considered, the oil rail pressure is the most important factor, the influence of other factors is small, the smaller the oil rail pressure is, the smaller the injection pressure can be caused, the same oil injection quantity is long in injection time, and the set multi-injection times are smaller. If the rail pressure is small but the number of times of multiple injection is set is large, the range of the earliest injection start angle and the latest injection end angle is exceeded. The map of pressure versus minimum injected single injection is shown in table six, which is illustrative for ease of understanding and therefore does not limit the practice to only the data in table six.
Mapping table for six-pressure and minimum fuel injection quantity of single injection
Figure GDA0003262215190000171
Acquiring the single-cycle fuel injection quantity m injected into the cylinder at the next momentfuelActiveCylCalculating the ratio of fuel injection quantity
Figure GDA0003262215190000172
Will be provided with
Figure GDA0003262215190000173
Also divided into N sections (representing that the number of injections may be 1 to N), the smaller the value, the maximum allowable number of injections CntFuelMassMaxThe larger. In one example of the present application, N-3 may be provided,
Figure GDA0003262215190000174
when the number exceeds 3.4, the maximum injection number is 3;
Figure GDA0003262215190000175
between 2.4 and 3.4, the maximum number of injections is 2;
Figure GDA0003262215190000176
below 2.4, the maximum number of injections is 1.
Alternatively, in another embodiment of the present application, the "S400" is based on the first maximum injection number CntInjDurPulseMaxSecond maximum number of injections CntFuelMassMaxAnd the third maximum number of injections CntPulseDsrdDetermining the final injection number CntPulseFinal"step, comprising the steps of:
s410 selects a first maximum injection number CntInjDurPulseMaxSecond maximum number of injections CntFuelMassMaxAnd the third maximum number of injections CntPulseDsrdIs used as the final injection number CntPulseFinal。
Alternatively, in another embodiment of the present application, the "S400" is based on the first maximum injection number CntInjDurPulseMaxSecond maximum number of injections CntFuelMassMaxAnd the third maximum number of injections CntPulseDsrdDetermining the final injection number CntPulseFinalAfter the step, the following steps are included:
s500, acquiring an injection angle and an injection oil quantity, and combining a final injection time CntPulseFinalAnd performing oil injection action.
The embodiment of the application provides an engine fuel injection frequency control system, which is used for executing the engine fuel injection frequency control method in the embodiment.
The embodiment of the application provides an automobile, which comprises the engine fuel injection frequency control system in the embodiment.
Based on the same inventive concept, the embodiments of the present application further provide a computer-readable storage medium, on which a computer program is stored, and the computer program, when executed by a processor, implements all or part of the method steps of the above method.
The present invention can implement all or part of the processes of the above methods, and can also be implemented by using a computer program to instruct related hardware, where the computer program can be stored in a computer-readable storage medium, and when the computer program is executed by a processor, the steps of the above method embodiments can be implemented. Wherein the computer program comprises computer program code, which may be in the form of source code, object code, an executable file or some intermediate form, etc. The computer readable medium may include: any entity or device capable of carrying computer program code, recording medium, U-disk, removable hard disk, magnetic disk, optical disk, computer Memory, Read-Only Memory (ROM), Random Access Memory (RAM), electrical carrier wave signals, telecommunications signals, software distribution media, and the like. It should be noted that the computer readable medium may contain other components which may be suitably increased or decreased as required by legislation and patent practice in jurisdictions, for example, in some jurisdictions, in accordance with legislation and patent practice, the computer readable medium does not include electrical carrier signals and telecommunications signals.
Based on the same inventive concept, an embodiment of the present application further provides an electronic device, which includes a memory and a processor, where the memory stores a computer program running on the processor, and the processor executes the computer program to implement all or part of the method steps in the method.
The processor may be a Central Processing Unit (CP U), or may be other general purpose processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field-Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic, discrete hardware components, or the like. The general purpose processor may be a microprocessor or the processor may be any conventional processor or the like, the processor being the control center of the computer device and the various interfaces and lines connecting the various parts of the overall computer device.
The memory may be used to store computer programs and/or modules, and the processor may implement various functions of the computer device by executing or executing the computer programs and/or modules stored in the memory, as well as by invoking data stored in the memory. The memory may mainly include a storage program area and a storage data area, wherein the storage program area may store an operating system, an application program required by at least one function (e.g., a sound playing function, an image playing function, etc.); the storage data area may store data (e.g., audio data, video data, etc.) created according to the use of the cellular phone. In addition, the memory may include high speed random access memory, and may also include non-volatile memory, such as a hard disk, a memory, a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a flash memory Card (flash Card), at least one magnetic disk storage device, a flash memory device, or other volatile solid state storage device.
As will be appreciated by one skilled in the art, embodiments of the present invention may be provided as a method, system, server, or computer program product. Accordingly, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, optical storage, and the like) having computer-usable program code embodied therein.
The present invention has been described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), servers and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
It will be apparent to those skilled in the art that various changes and modifications may be made in the present invention without departing from the spirit and scope of the invention. Thus, if such modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include such modifications and variations.

Claims (9)

1. A method for controlling the number of times of fuel injection of an engine, comprising the steps of:
obtaining a current timeTarget fuel injection quantity m of the momentfuelMaxFuel density rhoFuelMaximum injection oil pressure pFuelMaxStatic jet flow rate QStaticStatic fuel density rhoStaticStatic injection oil pressure pFuelStaticMaximum injection angle phiInjMaxMinimum injection interval time tInjBankSwitchMinEngine speed n, determining a first maximum injection time Cnt based on the injection timeInjDurPulseMax；
Acquiring the single-cycle fuel injection quantity m injected into the cylinder at the next momentfuelActiveCylAnd actual rail pressure pFuelRailDetermining a single-cycle fuel injection quantity m injected into the cylinder at the next momentfuelActiveCylSecond maximum number of injections CntFuelMassMax；
Identifying the working condition of the engine according to the rotating speed n of the engine and the single-cycle fuel injection quantity mfuelActiveCylAnd acquiring a third maximum injection time Cnt by using an injection time mapping table of an injection mode corresponding to the working condition of the enginePulseDsrd；
According to the first maximum injection time CntInjDurPulseMaxSecond maximum number of injections CntFuelMassMaxAnd the third maximum number of injections CntPulseDsrdDetermining the final injection number CntPulseFinal；
"obtaining the target fuel injection quantity m at the current momentfuelMaxFuel density rhoFuelMaximum injection oil pressure pFuelMaxStatic jet flow rate QStaticStatic fuel density rhoStaticStatic injection oil pressure pFuelStaticMaximum injection angle phiInjMaxMinimum injection interval time tInjBankSwitchMinEngine speed n, determining a first maximum injection time Cnt based on the injection timeInjDurPulseMax"step, comprising the steps of:
obtaining the target fuel injection quantity m at the current momentfuelMaxFuel density rhoFuelMaximum injection oil pressure pFuelMaxStatic jet flow rate QStaticStatic fuel density rhoStaticAnd static injection oil pressure pFuelStaticDetermining the maximum injection time tInjMaxCyl；
Obtaining the maximum injection angle phi of the current momentInjMaxMinimum injection interval time tInjBankSwitchMinAnd engine speed n, determining maximum allowable injection time tMaxInjDuration；
According to the maximum injection time tInjMaxCylAnd maximum allowable injection time tMaxInjDuration, determining the first maximum injection count CntInjDurPulseMax。
2. The method of claim 1, wherein the step of obtaining the target fuel injection quantity m at the current timefuelMaxFuel density rhoFuelMaximum injection oil pressure pFuelMaxStatic jet flow rate QStaticStatic fuel density rhoStaticAnd static injection oil pressure pFuelStaticDetermining the maximum injection time tInjMaxCyl"step, comprising the steps of:
obtaining the fuel density rho at the current momentFuelAnd static fuel density rhoStaticCombining with the corresponding correction coefficient mapping table to obtain the fuel density correction coefficient
Figure FDA0003262215180000021
Obtaining the target fuel injection quantity m at the current momentfuelMaxMaximum injection oil pressure pFuelMaxStatic jet flow rate QStaticAnd static injection oil pressure pFuelStaticIs combined with
Figure FDA0003262215180000022
Determining a maximum injection time tInjMaxCylThe following were used:
Figure FDA0003262215180000023
3. the method of claim 1Wherein the step of obtaining the maximum injection angle phi at the current timeInjMaxMinimum injection interval time tInjBankSwitchMinAnd engine speed n, determining maximum allowable injection time tMaxInjDuration"step, comprising the steps of:
obtaining the maximum injection angle phi of the current momentInjMaxMinimum injection interval time tInjBankSwitchMinAnd engine speed n, determining a first maximum allowable injection time tMaxInjDurationHWThe following were used:
Figure FDA0003262215180000031
according to mfuelMaxAnd n determines the earliest start of injection angle phiEarlistSOILatest spray end angle phiLatestEOIDetermining a second maximum allowable injection time tMaxInjDurationSWThe following were used:
Figure FDA0003262215180000032
selecting the first maximum allowable injection time to take tMaxInjDurationHWAnd a second maximum allowable injection time tMaxInjDurationSWIs taken as the maximum allowable injection time tMaxInjDuration。
4. Method according to claim 1, characterized in that said "is based on the maximum injection time tInjMaxCylAnd maximum allowable injection time tMaxInjDurationDetermining the first maximum injection number CntInjDurPulseMax"step, comprising the steps of:
obtaining a maximum injection time tInjMaxCylAnd maximum allowable injection time tMaxInjDurationTime ratio of
Figure FDA0003262215180000033
According to the time ratio
Figure FDA0003262215180000034
A first maximum injection time Cnt is determined from a map of the maximum injection timesInjDurPulseMax。
5. The method of claim 1, wherein the step of obtaining the single-cycle fuel injection quantity m injected into the cylinder at the next timefuelActiveCylAnd actual rail pressure pFuelRailDetermining a single-cycle fuel injection quantity m injected into the cylinder at the next momentfuelActiveCylSecond maximum number of injections CntFuelMassMax"step, comprising the steps of:
obtaining an actual rail pressure pFuelRailDetermining the minimum fuel injection quantity f (p) of the single injection by combining the mapping table of the pressure and the minimum fuel injection quantity of the single injectionFuelRail)；
Acquiring the single-cycle fuel injection quantity m injected into the cylinder at the next momentfuelActiveCylCalculating the ratio of fuel injection quantity
Figure FDA0003262215180000041
According to the ratio of injected fuel
Figure FDA0003262215180000042
A second maximum injection time Cnt is determined from a map of the maximum injection timesFuelMassMax。
6. Method according to claim 1, characterized in that said "is based on a first maximum number of injections CntInjDurPulseMaxSecond maximum number of injections CntFuelMassMaxAnd the third maximum number of injections CntPulseDsrdDetermining the final injection number CntPulseFinal"step, comprising the steps of:
selecting the first maximum injection time CntInjDurPulseMaxSecond maximum number of injections CntFuelMassMaxAnd the third maximum number of injectionsNumber CntPulseDsrdIs used as the final injection number CntPulseFinal。
7. Method according to claim 1, characterized in that said "is based on a first maximum number of injections CntInjDurPulseMaxSecond maximum number of injections CntFuelMassMaxAnd the third maximum number of injections CntPulseDsrdDetermining the final injection number CntPulseFinalAfter the step, the following steps are included:
acquiring the injection angle and the injection oil quantity, and combining the final injection times CntPulseFinalAnd performing oil injection action.
8. An engine fuel injection count control system characterized by being configured to execute the engine fuel injection count control method according to any one of claims 1 to 7.
9. An automobile characterized by comprising the engine fuel injection count control system according to claim 8.
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