CN112253325B - High-pressure common rail fuel pressure control method, device and system and storage medium - Google Patents
High-pressure common rail fuel pressure control method, device and system and storage medium Download PDFInfo
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- CN112253325B CN112253325B CN202010977216.9A CN202010977216A CN112253325B CN 112253325 B CN112253325 B CN 112253325B CN 202010977216 A CN202010977216 A CN 202010977216A CN 112253325 B CN112253325 B CN 112253325B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/3809—Common rail control systems
- F02D41/3836—Controlling the fuel pressure
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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
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1473—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation method
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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
- F02D41/401—Controlling injection timing
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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
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1409—Introducing closed-loop corrections characterised by the control or regulation method using at least a proportional, integral or derivative controller
Abstract
The embodiment of the specification discloses a method, a device, a system and a storage medium for controlling the pressure of high-pressure common rail fuel, wherein the method comprises the following steps: in the current operation period of the high-pressure oil pump, a first fuel volume control quantity is determined as a feedforward control quantity through the pressure conversion quantity of the fuel in the high-pressure common rail pipeline, closed-loop control is conducted on the fuel quantity in the high-pressure common rail pipeline through the target fuel pressure and the actual fuel pressure in the current period, a second fuel volume control quantity is obtained as a closed-loop control quantity, and the starting time of the oil pumping stage of the next period of the high-pressure oil pump is determined based on the first fuel volume control quantity and the second fuel volume control quantity so as to control the fuel pressure of the next period. According to the scheme, the fuel quantity in the high-pressure common rail pipeline is controlled based on feedforward control and closed-loop control, and the effect that the actual fuel pressure quickly and stably follows the target fuel pressure is achieved by controlling the high-pressure oil pump based on the target oil pressure under various working conditions.
Description
Technical Field
The embodiment of the specification relates to the technical field of automobiles, in particular to a method, a device and a system for controlling the pressure of high-pressure common rail fuel and a storage medium.
Background
For a direct injection supercharged engine of an automobile, fuel is directly injected into a cylinder, and a certain oil pressure is needed to ensure that oil-gas mixture atomization achieves a better result, but the high oil pressure not only causes large internal consumption due to fuel pressurization, but also causes the high fuel pressure to be injected to the wall of the cylinder, so that local concentration and non-uniformity of gas mixture in the cylinder are easily caused. Therefore, how to control the high-pressure fuel pressure according to different engine working conditions is a problem which needs to be solved urgently at present.
Disclosure of Invention
The embodiment of the specification provides a method, a device and a system for controlling the pressure of high-pressure common rail fuel and a storage medium.
In a first aspect, an embodiment of the present disclosure provides a method for controlling fuel pressure of a high-pressure common rail, which is applied to a high-pressure common rail system, where the high-pressure common rail system includes a high-pressure fuel pump and a high-pressure common rail pipeline, an operation process of the high-pressure fuel pump includes a plurality of cycles, and each cycle includes a pumping stage, where the method includes:
detecting the pressure variation of the fuel in the high-pressure common rail pipeline in the current operating period of the high-pressure oil pump, and determining a first fuel volume control quantity based on the pressure variation;
acquiring target fuel pressure and actual fuel pressure in the current period, and performing closed-loop control on the fuel quantity in the high-pressure common rail pipeline based on the target fuel pressure and the actual fuel pressure to obtain a second fuel volume control quantity;
and determining the starting time of the oil pumping stage of the next period of the high-pressure oil pump based on the first fuel volume control quantity and the second fuel volume control quantity so as to control the fuel pressure of the high-pressure common rail pipeline of the next period.
Optionally, the detecting a pressure variation of the fuel in the high pressure common rail line includes:
determining a first crankshaft angle corresponding to the beginning of the current period, and acquiring a first fuel pressure corresponding to the first crankshaft angle;
determining a second crankshaft angle corresponding to the end of the current period, and acquiring second fuel oil pressure corresponding to the second crankshaft angle;
determining a difference between the first fuel pressure and the second fuel pressure as the pressure variation amount.
Optionally, the determining a first fuel volume control amount based on the pressure variation amount includes:
acquiring the elastic modulus of the fuel in the high-pressure common rail pipeline, and determining the volume change of the first fuel based on the elastic modulus and the pressure change;
acquiring a target fuel temperature of fuel in the high-pressure common rail pipeline, and determining a target correction factor corresponding to the first fuel volume variation and the target fuel temperature based on a preset relation among the fuel volume variation, the fuel temperature and the correction factor;
the first fuel volume control amount is determined based on the target correction factor and the first fuel volume change amount.
Optionally, the performing closed-loop control on the fuel amount in the high-pressure common rail pipeline based on the target fuel pressure and the actual fuel pressure to obtain a second fuel volume control amount includes:
determining a proportional control parameter, an integral control parameter and a derivative control parameter in the closed-loop control based on the target fuel pressure and the actual fuel pressure;
determining the second fuel volume control amount based on the proportional control parameter, the integral control parameter, and the derivative control parameter.
Optionally, the determining a proportional control parameter, an integral control parameter and a derivative control parameter in the closed-loop control based on the target fuel pressure and the actual fuel pressure includes:
acquiring the target fuel temperature of the fuel in the high-pressure common rail pipeline and the target rotating speed of an engine;
determining a first influence factor corresponding to the target fuel pressure and the target fuel temperature based on a first preset relation among the fuel pressure, the fuel temperature and the fuel regulation response time influence factor;
determining a second influence factor corresponding to the target rotating speed based on a second preset relation between the engine rotating speed and the influence factor of the fuel regulation response time;
determining the proportional control parameter based on a pressure difference between the target fuel pressure and the actual fuel pressure, the first impact factor, and the second impact factor.
Optionally, the determining a proportional control parameter, an integral control parameter and a derivative control parameter in the closed-loop control based on the target fuel pressure and the actual fuel pressure includes:
acquiring the target fuel temperature of the fuel in the high-pressure common rail pipeline and the target rotating speed of an engine;
determining a third influence factor corresponding to the target fuel pressure and the target fuel temperature based on a third preset relation among the fuel pressure, the fuel temperature and the fuel overshoot influence factor;
determining a fourth influence factor corresponding to the target rotating speed based on a fourth preset relation between the rotating speed of the engine and the influence factor of the fuel overshoot;
determining the differential control parameter based on a pressure difference between the target fuel pressure and the actual fuel pressure, the third impact factor, and the fourth impact factor.
Optionally, the determining a proportional control parameter, an integral control parameter and a derivative control parameter in the closed-loop control based on the target fuel pressure and the actual fuel pressure includes:
acquiring the target fuel temperature of the fuel in the high-pressure common rail pipeline and the target rotating speed of an engine;
determining a fifth influence factor corresponding to the target fuel pressure and the target fuel temperature based on a fifth preset relation among the fuel pressure, the fuel temperature and a closed-loop control precision influence factor;
determining a sixth influence factor corresponding to the target rotating speed based on a sixth preset relation between the rotating speed of the engine and the closed-loop control precision influence factor;
determining an initial control parameter based on a pressure difference between the target fuel pressure and the actual fuel pressure, the fifth impact factor, and the sixth impact factor;
and summing the proportional control parameter, the differential control parameter and the initial control parameter, comparing a summation result with a preset parameter range, and determining the integral control parameter according to a comparison result.
In a second aspect, an embodiment of the present disclosure provides a high-pressure common rail fuel pressure control device, which is applied to a high-pressure common rail system, where the high-pressure common rail system includes a high-pressure oil pump and a high-pressure common rail pipeline, an operation process of the high-pressure oil pump includes a plurality of cycles, and each cycle includes an oil pumping stage, the device includes:
the feed-forward control module is used for detecting the pressure variation of the fuel in the high-pressure common rail pipeline in the current operating period of the high-pressure oil pump and determining a first fuel volume control quantity based on the pressure variation;
the closed-loop control module is used for acquiring target fuel pressure and actual fuel pressure in the current period, and performing closed-loop control on the fuel quantity in the high-pressure common rail pipeline based on the target fuel pressure and the actual fuel pressure to obtain a second fuel volume control quantity;
and the oil pressure control module is used for determining the starting time of the oil pumping stage of the next period of the high-pressure oil pump based on the first fuel volume control quantity and the second fuel volume control quantity so as to control the fuel pressure of the high-pressure common rail pipeline of the next period.
Optionally, the feed-forward control module is configured to:
determining a first crankshaft angle corresponding to the beginning of the current period, and acquiring a first fuel pressure corresponding to the first crankshaft angle;
determining a second crankshaft angle corresponding to the end of the current period, and acquiring second fuel oil pressure corresponding to the second crankshaft angle;
determining a difference between the first fuel pressure and the second fuel pressure as the pressure variation amount.
Optionally, the feed-forward control module is configured to:
acquiring the elastic modulus of the fuel in the high-pressure common rail pipeline, and determining the volume of the first fuel based on the elastic modulus and the pressure variation;
acquiring a target fuel temperature of fuel in the high-pressure common rail pipeline, and determining a target correction factor corresponding to the first fuel volume and the target fuel temperature based on a preset relation among the fuel volume variation, the fuel temperature and the correction factor;
the first fuel volume control amount is determined based on the target correction factor and the first fuel volume.
Optionally, the closed-loop control module is configured to:
determining a proportional control parameter, an integral control parameter and a derivative control parameter in the closed-loop control based on the target fuel pressure and the actual fuel pressure;
determining the second fuel volume control amount based on the proportional control parameter, the integral control parameter, and the derivative control parameter.
Optionally, the closed-loop control module is configured to:
acquiring the target fuel temperature of the fuel in the high-pressure common rail pipeline and the target rotating speed of an engine;
determining a first influence factor corresponding to the target fuel pressure and the target fuel temperature based on a first preset relation among the fuel pressure, the fuel temperature and the fuel regulation response time influence factor;
determining a second influence factor corresponding to the target rotating speed based on a second preset relation between the engine rotating speed and the influence factor of the fuel regulation response time;
determining the proportional control parameter based on a pressure difference between the target fuel pressure and the actual fuel pressure, the first impact factor, and the second impact factor.
Optionally, the closed-loop control module is configured to:
acquiring the target fuel temperature of the fuel in the high-pressure common rail pipeline and the target rotating speed of an engine;
determining a third influence factor corresponding to the target fuel pressure and the target fuel temperature based on a third preset relation among the fuel pressure, the fuel temperature and the fuel overshoot influence factor;
determining a fourth influence factor corresponding to the target rotating speed based on a fourth preset relation between the rotating speed of the engine and the influence factor of the fuel overshoot;
determining the differential control parameter based on a pressure difference between the target fuel pressure and the actual fuel pressure, the third impact factor, and the fourth impact factor.
Optionally, the closed-loop control module is configured to:
acquiring the target fuel temperature of the fuel in the high-pressure common rail pipeline and the target rotating speed of an engine;
determining a fifth influence factor corresponding to the target fuel pressure and the target fuel temperature based on a fifth preset relation among the fuel pressure, the fuel temperature and a closed-loop control precision influence factor;
determining a sixth influence factor corresponding to the target rotating speed based on a sixth preset relation between the rotating speed of the engine and the closed-loop control precision influence factor;
determining an initial control parameter based on a pressure difference between the target fuel pressure and the actual fuel pressure, the fifth impact factor, and the sixth impact factor;
and summing the proportional control parameter, the differential control parameter and the initial control parameter, comparing a summation result with a preset parameter range, and determining the integral control parameter according to a comparison result.
In a third aspect, embodiments of the present disclosure provide a high pressure common rail system, including a memory, a processor, and a computer program stored on the memory and executable on the processor, the processor performing the steps of any one of the methods described above.
In a fourth aspect, the present specification provides a computer readable storage medium, on which a computer program is stored, which when executed by a processor implements the steps of any of the above methods.
The embodiment of the specification has the following beneficial effects:
in the embodiment of the specification, in a high-pressure common rail system, an operation process of a high-pressure oil pump includes a plurality of cycles, each cycle includes an oil pumping stage, in a current cycle of operation of the high-pressure oil pump, a first fuel volume control quantity is determined as a feedforward control quantity through a pressure conversion quantity of fuel oil in a high-pressure common rail pipeline, closed-loop control is performed on the fuel quantity in the high-pressure common rail pipeline through target fuel pressure and actual fuel pressure in the current cycle, a second fuel volume control quantity is obtained as a closed-loop control quantity, and an oil pumping stage starting time of a next cycle of the high-pressure oil pump is determined based on the first fuel volume control quantity and the second fuel volume control quantity so as to control the fuel pressure of the next cycle. In the scheme, the fuel quantity in the high-pressure common rail pipeline is controlled based on the feedforward control and the closed-loop control, the fuel pressure in the pipeline is adjusted through the fuel quantity, the response speed of the feedforward control is high, the response speed of the fuel pressure control is improved, in addition, the error between the adjusted fuel pressure and the target fuel pressure can be reduced through the closed-loop control, and the fuel pressure is controlled more accurately.
Drawings
Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiments. The drawings are only for purposes of illustrating the preferred embodiments and are not to be construed as limiting the specification. Also, like reference numerals are used to refer to like parts throughout the drawings. In the drawings:
FIG. 1 is a flow chart of a method for controlling fuel pressure of a high pressure common rail according to a first aspect of an embodiment of the present disclosure;
FIG. 2 is a schematic diagram of an operating phase of a high-pressure oil pump according to an embodiment of the present disclosure;
fig. 3 is a schematic diagram of a high-pressure common rail fuel pressure control device according to a second aspect of the embodiment of the present disclosure.
Detailed Description
In order to better understand the technical solutions, the technical solutions of the embodiments of the present specification are described in detail below with reference to the drawings and specific embodiments, and it should be understood that the specific features of the embodiments and embodiments of the present specification are detailed descriptions of the technical solutions of the embodiments of the present specification, and are not limitations of the technical solutions of the present specification, and the technical features of the embodiments and embodiments of the present specification may be combined with each other without conflict.
In a first aspect, an embodiment of the present disclosure provides a method for controlling fuel pressure of a high-pressure common rail, which is applied to a high-pressure common rail System, where the high-pressure common rail System includes a high-pressure oil pump, a high-pressure common rail pipeline, and further includes an Engine Management System (EMS), an electronic fuel injector, and the like. The engine control unit can be connected with the high-pressure oil pump, the high-pressure common rail pipeline and the electronic control oil injector, the high-pressure oil pump can be controlled to perform oil absorption operation through the engine control unit, absorbed fuel oil is conveyed to the high-pressure common rail pipeline, the high-pressure common rail pipeline is connected with the electronic control oil injector, and the fuel oil in the common rail pipeline is injected into the cylinder through the electronic control oil injector.
The high-pressure oil pump comprises an electromagnetic valve and an oil pump body. An electromagnetic valve in a high-pressure oil pump is an air inlet flow valve, the volume flow of fuel in a high-pressure common rail pipeline is controlled by an engine control unit requesting a Pulse Width Modulation (PWM) signal, and the change of the volume flow of the fuel can cause the change of the pressure of the fuel in the common rail pipeline, so that the control of the pressure of the fuel is realized by adjusting the volume flow of the fuel.
As shown in fig. 1, a flowchart of a method for controlling fuel pressure of a high-pressure common rail according to an embodiment of the present disclosure is applied to a high-pressure common rail system, where a high-pressure oil pump in the high-pressure common rail system includes a plurality of cycles during an operation process, and each cycle includes an oil pumping stage, and the method includes the following steps:
step S11: detecting the pressure variation of the fuel in the high-pressure common rail pipeline in the current operating period of the high-pressure oil pump, and determining a first fuel volume control quantity based on the pressure variation;
step S12: acquiring target fuel pressure and actual fuel pressure in the current period, and performing closed-loop control on the fuel quantity in the high-pressure common rail pipeline based on the target fuel pressure and the actual fuel pressure to obtain a second fuel volume control quantity;
step S13: and determining the starting time of the oil pumping stage of the next period of the high-pressure oil pump based on the first fuel volume control quantity and the second fuel volume control quantity so as to control the fuel pressure of the high-pressure common rail pipeline of the next period.
In the embodiment of the specification, the number of operating cycles of the high-pressure oil pump is related to the selection and the structure of the high-pressure oil pump. The number of cycles of the high-pressure oil pump may be different for different high-pressure oil pumps within one operating cycle (720 °) of the engine, for example, the number of cycles of the high-pressure oil pump may be 4, 5, or other values within one operating cycle of the engine. The greater the number of cycles and the greater the stroke of the oil pump actuator, the greater the capacity of the oil pump to pressurize.
It should be noted that, for each cycle of the high-pressure oil pump, three stages are included: an oil suction stage, a reflux stage and an oil pumping stage. As shown in fig. 2, the oil suction phase is a schematic diagram of an operating phase of a high-pressure oil pump provided in the embodiment of the present disclosure, and the oil suction phase refers to a process in which a high-pressure oil pump actuator absorbs fuel from a Top Dead Center (TDC) to a Bottom Dead Center (BDC); the backflow stage is to flow a part of fuel oil back to the low-pressure oil way pipeline; and determining the fuel entering the high-pressure common rail pipeline in the oil pumping stage, namely subtracting the fuel reflowing to the low-pressure oil way oil pipe from the fuel absorbed in the oil absorption stage. The combination of the backflow phase and the oil pumping phase is the phase when the high-pressure oil pump actuator reaches the next top dead center TDC from the bottom dead center BDC.
In the embodiment, the control of the fuel pressure in the high-pressure common rail pipeline comprises a feedforward control part and a closed-loop control part.
As for the feedforward control portion, which aims to ensure the stability of the fuel pressure in the common rail line, in the embodiment of the present specification, the feedforward control is implemented by step S11. Specifically, the current cycle of the high-pressure oil pump may be any cycle of the high-pressure oil pump, and for convenience of description, the number of cycles of the high-pressure oil pump is 4 in this embodiment, that is, the high-pressure oil pump performs a working cycle of sucking, returning and pumping oil once every 180 ° of rotation of the crankshaft during one engine operating cycle (720 °).
A pressure sensor can be installed in the high-pressure common rail pipeline, and the pressure of fuel oil in the pipeline can be collected through the pressure sensor. In the current operating period of the high-pressure oil pump, the pressure variation of the fuel oil in the high-pressure common rail pipeline is obtained, and the pressure variation is generated possibly due to leakage of the pump oil of the high-pressure oil pump and possibly due to oil injection of the electronic control oil injector. Specifically, the pressure variation may be a difference between a maximum pressure value and a minimum pressure value detected in the high-pressure common rail pipeline in a current period, or may be a difference between pressure values corresponding to two set angles in the rotation process of the crankshaft.
In the embodiment of the present disclosure, the pressure variation of the fuel in the high-pressure common rail line may be obtained by: determining a first crankshaft angle corresponding to the beginning of the current period, and acquiring a first fuel pressure corresponding to the first crankshaft angle; determining a second crankshaft angle corresponding to the end of the current period, and acquiring second fuel oil pressure corresponding to the second crankshaft angle; determining a difference between the first fuel pressure and the second fuel pressure as the pressure variation amount.
Specifically, for example, when the high-pressure oil pump performs an oil suction, return and pumping operation cycle every 180 ° of rotation of the crankshaft, a first fuel pressure in the high-pressure common rail line corresponding to a first crankshaft angle at the beginning of the cycle is determined, a second fuel pressure in the high-pressure common rail line corresponding to a second crankshaft angle after 180 ° of rotation of the crankshaft is determined, and a difference between the first fuel pressure and the second fuel pressure is used as a pressure variation amount in the current cycle.
Further, the first fuel volume control amount is determined based on the pressure variation, and the determination of the first fuel volume control amount may be implemented in various ways, for example, by a preset corresponding relationship between the pressure variation and the fuel volume control amount, or by a pre-trained fuel volume control amount determination model, and the like.
In the embodiment of the present specification, the first fuel volume control amount may be determined by: acquiring the elastic modulus of the fuel in the high-pressure common rail pipeline, and determining the volume change of the first fuel based on the elastic modulus and the pressure change; acquiring a target fuel temperature of fuel in the high-pressure common rail pipeline, and determining a target correction factor corresponding to the first fuel volume variation and the target fuel temperature based on a preset relation among the fuel volume variation, the fuel temperature and the correction factor; the first fuel volume control amount is determined based on the target correction factor and the first fuel volume change amount.
It is understood that a liquid has an elastic modulus, and that when the liquid is elastically deformed, the stress and strain of the liquid are in a proportional relationship, and the proportionality coefficient is called the elastic modulus. The corresponding elastic modulus of different types of fuel oil is different, when the elastic modulus is determined, a corresponding relation table between the fuel oil type and the elastic modulus can be preset, and after the fuel oil type in the high-pressure common rail pipeline is determined, the corresponding elastic modulus is determined through table lookup.
The high-pressure common rail pipeline may be provided with a temperature sensor for acquiring a temperature of fuel in the high-pressure common rail pipeline, that is, a target fuel temperature, and determining a first fuel volume change amount through a calculation formula of an elastic modulus, where the first fuel volume change amount may be expressed as a change amount of a fuel volume during a period of rotation (for example, 180 degrees of rotation) of a crankshaft angle.
The specific elastic modulus calculation formula is as follows:
wherein K is the elastic modulus, dP is the pressure change, V0Is the volume of the common rail pipeline, V0dV is the first fuel volume change, which is a fixed value.
In the embodiment of the present description, since the fuel temperature has an influence on the fuel volume, the fuel replenishment amount may be corrected by the fuel temperature and the first fuel volume variation, and the correction factor may be determined by a preset relationship between the fuel volume variation, the fuel temperature, and the correction factor. As shown in Table 1, examples of the present invention are shownIn table 1, dV represents the variation in fuel volume produced by rotation of the crankshaft through 180 °, and T represents the predetermined relationship among the fuel volume variation, the fuel temperature, and the correction factorRailFuelIndicating the fuel temperature, k (dV, T)RailFuel) Representing a correction factor.
TABLE 1
For example, when the first fuel volume change amount is 0.02 and the fuel temperature is 0 °, the target correction factor is 1.182 by referring to table 1, and then the target fuel replenishment amount to be eventually replenished is dV × k (dV, T)RailFuel) 0.02 × 1.182 ═ 0.02364 ml. Of course, only a part of the fuel volume change amount is selected in table 1 as an example, and in a specific implementation process, the target correction factor corresponding to the first fuel volume change amount or the fuel temperature, which is not shown in table 1, may be determined by interpolation.
Further, after the target fuel supply amount is obtained, the target fuel supply amount is divided by the maximum pumping capacity VPumpMaxTo obtain a first fuel volume control quantity, i.e. a first fuel volume control quantity dV x k (dV, T)RailFuel)/VPumpMax. Wherein the maximum pumping capacity is determined by the performance of the high-pressure oil pump and can be represented by the corresponding fuel volume from the starting point of the pumping stage to the ending point of the pumping stage, and in one embodiment, the maximum pumping capacity V isPumpMaxIt was 0.228 ml. The first fuel volume control quantity is the control quantity of the feedforward control, and the opening or closing time of the electromagnetic valve of the high-pressure oil pump can be controlled through the first fuel volume control quantity so as to control the starting moment of the oil pumping stage. Specifically, the initial time of the oil pumping phase is advanced, the fuel flow rate pumped into the common rail pipeline can be increased, the initial time of the oil pumping phase is delayed,the flow rate of the fuel pumped into the common rail pipeline can be reduced, so that the effect of controlling the pressure of the fuel in the common rail pipeline is achieved.
In the embodiment of the present disclosure, since the change in the fuel pressure affects the linear change in the fuel volume, the closed-loop control may be performed based on the difference between the target fuel pressure and the actual fuel pressure, and specifically, the closed-loop control may be performed through step S12. The target fuel pressure is the optimal fuel pressure determined by integrating the atomization effect and the fuel economy according to different working conditions, and the actual fuel pressure is the pressure actually detected in the high-pressure common rail pipeline.
The closed-loop control may be implemented in various ways, and in the embodiment of the present specification, the PID control is taken as an example, and the determining of the second fuel volume control amount by the PID control may include the steps of: determining a proportional control parameter, an integral control parameter and a derivative control parameter in the closed-loop control based on the target fuel pressure and the actual fuel pressure; determining the second fuel volume control amount based on the proportional control parameter, the integral control parameter, and the derivative control parameter.
Next, specific implementations of the proportional control parameter, the integral control parameter, and the derivative control parameter in the PID will be described.
Proportional control parameter
The proportional control parameter may be determined by: acquiring the target fuel temperature of the fuel in the high-pressure common rail pipeline and the target rotating speed of an engine; determining a first influence factor corresponding to the target fuel pressure and the target fuel temperature based on a first preset relation among the fuel pressure, the fuel temperature and the fuel regulation response time influence factor; determining a second influence factor corresponding to the target rotating speed based on a second preset relation between the engine rotating speed and the influence factor of the fuel regulation response time; determining the proportional control parameter based on a pressure difference between the target fuel pressure and the actual fuel pressure, the first impact factor, and the second impact factor.
For convenience of explanation, this statementIn the embodiment of the specification, the response time in the dynamic step response test is not allowed to exceed 0.15s, and the data related to the proportional control parameters in the following tables 2-4 are calibrated. The proportional control parameter, i.e. P control parameters in PID control, needs to determine the pressure difference P between the target fuel and the actual fuel when determining the P control parametersErrBased on PErrDetermining a multiplicative correction factor f1(PErr) Referring to table 2, for the corresponding relationship between the pressure difference and the multiplicative correction factor shown in the embodiment of the present specification, P is determinedErrThe multiplicative correction factor f may then be determined by means of a table look-up1(PErr). It should be understood that table 2 is illustrative only and does not limit the specific values.
TABLE 2
| PErr(MPa) | -1 | -0.5 | 0 | 0.5 | 1 |
| f1(PErr) | 1 | 0.75 | 0.25 | 0.75 | 1 |
In the embodiments described herein, the response time of fuel regulation may be affected by changing the fuel temperature at different target fuel pressures on the engine mount. Therefore, in determining the P control parameters, the first influence factor is determined based on the first preset relationship between the fuel pressure, the fuel temperature, and the fuel adjustment response time influence factor, taking into account the fuel adjustment response time influence factor. Please refer to table 3, which is a first predetermined relationship, P in table 3, provided in the embodiments of the present disclosureDesirdIndicating target fuel pressure, TRailFuelIndicating the fuel temperature, f2(PDesird，TRailFuel) Representing a fuel adjustment response time factor, i.e., a first impact factor. After the target fuel pressure and target fuel temperature are determined, a unique f can be obtained by looking up the table2(PDesird，TRailFuel) As a first influencing factor.
TABLE 3
Because the work of the high-pressure oil pump needs to depend on the operation of a camshaft, the oil pumping capacity is poor when the rotating speed of the engine is low, and the oil pumping capacity is good when the rotating speed is high, P control parameters need to be properly increased to compensate the oil pumping capacity when the rotating speed is low. Therefore, in the embodiment of the present specification, it is also necessary to determine the second influence factor based on the second preset relationship between the engine speed and the influence factor of the fuel adjustment response time. Table 4 shows a second predetermined relationship provided in the embodiments of the present disclosure, where n represents the engine speed, and f represents3(n) represents a second influence factor.
TABLE 4
| n(rpm) | 200 | 400 | 600 | 750 | 4000 | 5000 | 6000 |
| f3(n) | 2.40 | 1.80 | 1.20 | 1.20 | 1.06 | 0.90 | 0.60 |
In summary, the final P control parameters can be calculated by the following formula:
P＝PErr×f1(PErr)×f2(PDesird，TRailFuel)×f3(n)
wherein P is a control parameter of P items, PErrIs the difference between the target fuel pressure and the actual fuel pressure, f1(PErr) For multiplying correction factors, f2(PDesird，TRailFuel) Is a first influence factor, f3(n) a second impact factor.
Differential control parameter
The derivative control parameter may be determined by: acquiring the target fuel temperature of the fuel in the high-pressure common rail pipeline and the target rotating speed of an engine; determining a third influence factor corresponding to the target fuel pressure and the target fuel temperature based on a third preset relation among the fuel pressure, the fuel temperature and the fuel overshoot influence factor; determining a fourth influence factor corresponding to the target rotating speed based on a fourth preset relation between the rotating speed of the engine and the influence factor of the fuel overshoot; determining the differential control parameter based on a pressure difference between the target fuel pressure and the actual fuel pressure, the third impact factor, and the fourth impact factor.
The differential control parameter, i.e. the control parameter of D term in PID control, is based on the pressure difference P between the target fuel pressure and the actual fuel pressure when determining the differential control parameterErrDetermining the pressure difference PErrRate of change dP ofErr. Further based on the pressure difference, determining a multiplicative correction factor fD(PErr). Determining a third influence factor f based on a third preset relationship among the fuel pressure, the fuel temperature and the fuel overshoot influence factorD(PDesird，TRailFuel). Determining a fourth influence factor f based on a fourth preset relation between the engine speed and the fuel overshoot influence factorD(n) of (a). Finally, a calculation formula of the D term control parameter can be obtained:
D＝dPErr×fD(PErr)×fD(PDesird，TRailFuel)×fD(n)
wherein D represents D control parameters.
In the embodiment of the specification, the control parameter of the item D can be omitted, the oil pressure is controlled only through PI, and whether the item D is selected depends on whether the response of the oil pressure is quick or not in the process of testing the oil pressure system. The specific judgment standard is whether the oil pressure overshoot is within a required range, if the overshoot does not meet the requirement, the system is a slow reaction system, and the overshoot problem needs to be solved by introducing D control parameters through controlling the change rate; if the oil pressure control overshoot is not exceeded, only the D term is passedThe P item and the I item can be satisfied, and the control system is stable, so that the D item control parameter is not required to be introduced. In one embodiment, the overshoot is not allowed to exceed 3% in the dynamic step response test, and if the overshoot does not exceed 3%, the D term is 0; if the overshoot has to be controlled by introducing the D term, the above parameter f needs to be calibratedD(PErr)，fD(n) and (d) to achieve the overshoot requirement.
Integral control parameter
The integral control parameter may be determined by: acquiring the target fuel temperature of the fuel in the high-pressure common rail pipeline and the target rotating speed of an engine; determining a fifth influence factor corresponding to the target fuel pressure and the target fuel temperature based on a fifth preset relation among the fuel pressure, the fuel temperature and a closed-loop control precision influence factor; determining a sixth influence factor corresponding to the target rotating speed based on a sixth preset relation between the rotating speed of the engine and the closed-loop control precision influence factor; determining an initial control parameter based on a pressure difference between the target fuel pressure and the actual fuel pressure, the fifth impact factor, and the sixth impact factor; and summing the proportional control parameter, the differential control parameter and the initial control parameter, comparing a summation result with a preset parameter range, and determining the integral control parameter according to a comparison result.
For convenience of illustration, in the embodiments of the present description, the problem error in the dynamic step response test is taken as an example within a range of ± 2%, and the data related to the integral control parameter in the following tables 5 to 7 are calibrated. The integral control parameter, i.e. the I term in PID control, the closed loop I term control parameter is obtained by adding the I term control parameter in the previous period, therefore, when determining the I term control parameter, the difference P between the target fuel pressure and the actual fuel pressure in the previous period needs to be obtainedErrOld。
Further, based on the pressure difference P between the target fuel pressure and the actual fuel pressureErrDetermining a multiplicative correction factor f4(PErr) The pressure difference and the multiplicative correction factor may be implemented by a look-up table, as shown in Table 5In this embodiment, after the pressure difference is determined, the corresponding multiplicative correction factor may be determined by looking up the table.
TABLE 5
| PErr(MPa) | -1 | -0.5 | 0 | 0.5 | 1 |
| f4(PErr) | 1 | 0.95 | 0.75 | 0.95 | 1 |
In the embodiments described herein, the accuracy of closed loop control can be affected by varying the fuel temperature at different target fuel pressures on the engine mount. Therefore, when determining the I control parameter, the fifth influence factor is determined based on the fifth preset relationship among the fuel pressure, the fuel temperature and the closed-loop control accuracy influence factor, taking the closed-loop control accuracy influence factor into account. Please refer to table 6, which is a sixth predetermined relationship, P in table 6, provided in the embodiments of the present disclosureDesirdIndicating target fuel pressure, TRailFuelIndicating the fuel temperature, f5(PDesird，TRailFuel) Representing a closed loop control accuracy impact factor, i.e. a fifth impact factor. After the target fuel pressure and target fuel temperature are determined, a unique f can be obtained by looking up the table5(PDesird，TRailFuel) As a fifth influencing factor.
TABLE 6
Because the work of the high-pressure oil pump needs to depend on the operation of a camshaft, the oil pumping capacity is poor when the rotating speed of the engine is low, and the oil pumping capacity is good when the rotating speed is high, I item control parameters need to be properly increased to compensate the oil pumping capacity when the rotating speed is low. Therefore, in the embodiment of the present specification, it is also necessary to determine the sixth influence factor based on the sixth preset relationship between the engine speed and the closed-loop control accuracy influence factor. Table 7 shows a sixth predetermined relationship provided in the embodiments of the present disclosure, where in table 7, n represents the engine speed, and f6(n) represents a sixth influence factor.
TABLE 7
| n(rpm) | 200 | 400 | 600 | 750 | 4000 | 5000 | 6000 |
| f6(n) | 1.12 | 1.08 | 1.02 | 1.00 | 0.70 | 0.53 | 0.35 |
In summary, the final I term control parameter can be calculated by the following formula:
I＝PErrOld×f4(PErr)×f5(PDesird，TRailFuel)×f6(n)
further, when the engine starts or a pressure sensor for detecting the fuel pressure in the high-pressure common rail line fails, the control parameter of item I is reset to 0. When the engine is started, the oil pressure control item I is controlled to be opened again to avoid interference on the driving cycle control, and when the pressure sensor fails, the pressure signal is not credible, the closed-loop control is not meaningful, and the item I control parameter is reset.
In order to prevent integral saturation, the sum of control parameters of a P term and an I term and a D term is calculated in real time, if the sum of the control parameters of the P term and the I term is lower than the minimum limit value of 0%, the P obtained in the next period is taken as an I term accumulation term in the next periodErrOld×f4(PErr)×f5(PDesird，TRailFuel)×f6(n) maximum value between 0% and; if the sum of the two is higher than the maximum limit value by 100%, in the next period, the accumulated item of the I item takes the P obtained in the next periodErrOld×f4(PErr)×f5(PDesird，TRailFuel)×f6Minimum value between (n) and 0%.
In the embodiment of the specification, when the pressure sensor has a fault, the items P, D and I of the closed-loop control are all 0, and finally the control part for controlling the high-pressure oil pump electromagnetic valve is a feedforward control part, namely a first fuel volume control quantity.
In the embodiment of the present specification, after the control parameters P, D, and I are determined, the sum of the three is used as the second fuel volume control amount, and further, by executing step S13, the control of the fuel pressure in the high-pressure common rail line in the next cycle is realized.
In the specific implementation process, the first fuel volume control quantity and the second fuel volume control quantity are summed or weighted and summed, and the electromagnetic valve of the high-pressure oil pump is controlled based on the final summation result so as to adjust the starting time of the oil pumping stage of the next period of the high-pressure oil pump, thereby realizing the control of the fuel pressure.
To sum up, the scheme provided by the embodiment of the present specification realizes control of the fuel pressure in the high-pressure common rail pipeline through feedforward control and closed-loop control, the feedforward control has a fast response speed, compensates for the delay of the closed-loop control, significantly improves the response time and stability of the fuel pressure control, and meanwhile, in the closed-loop control, the influence of the fuel temperature and the engine speed on the control response is considered and compensated, and integral saturation is avoided, thereby further ensuring the response accuracy of the fuel pressure control under the transient working condition. Therefore, the fuel pressure control method provided by the embodiment of the specification can realize the effect that the actual fuel pressure can quickly and stably follow the target fuel pressure by controlling the high-pressure oil pump based on the target oil pressure under various working conditions.
In a second aspect, based on the same inventive concept, an embodiment of the present disclosure provides a high pressure common rail fuel pressure control device, which is applied to a high pressure common rail system, where the high pressure common rail system includes a high pressure fuel pump and a high pressure common rail pipeline, an operation process of the high pressure fuel pump includes a plurality of cycles, and each cycle includes a pumping stage, please refer to fig. 3, and the device includes:
the feed-forward control module 31 is used for detecting the pressure variation of the fuel in the high-pressure common rail pipeline in the current operating period of the high-pressure oil pump and determining a first fuel volume control quantity based on the pressure variation;
the closed-loop control module 32 is configured to obtain a target fuel pressure and an actual fuel pressure in the current period, and perform closed-loop control on the fuel amount in the high-pressure common rail pipeline based on the target fuel pressure and the actual fuel pressure to obtain a second fuel volume control amount;
and an oil pressure control module 33, configured to determine a starting time of an oil pumping stage of a next cycle of the high-pressure oil pump based on the first fuel volume control amount and the second fuel volume control amount, so as to control a fuel pressure of the high-pressure common rail line of the next cycle.
Optionally, a feedforward control module 31 for:
determining a first crankshaft angle corresponding to the beginning of the current period, and acquiring a first fuel pressure corresponding to the first crankshaft angle;
determining a second crankshaft angle corresponding to the end of the current period, and acquiring second fuel oil pressure corresponding to the second crankshaft angle;
determining a difference between the first fuel pressure and the second fuel pressure as the pressure variation amount.
Optionally, a feedforward control module 31 for:
acquiring the elastic modulus of the fuel in the high-pressure common rail pipeline, and determining the volume of the first fuel based on the elastic modulus and the pressure variation;
acquiring a target fuel temperature of fuel in the high-pressure common rail pipeline, and determining a target correction factor corresponding to the first fuel volume and the target fuel temperature based on a preset relation among the fuel volume variation, the fuel temperature and the correction factor;
the first fuel volume control amount is determined based on the target correction factor and the first fuel volume.
Optionally, a closed-loop control module 32 for:
determining a proportional control parameter, an integral control parameter and a derivative control parameter in the closed-loop control based on the target fuel pressure and the actual fuel pressure;
determining the second fuel volume control amount based on the proportional control parameter, the integral control parameter, and the derivative control parameter.
Optionally, a closed-loop control module 32 for:
acquiring the target fuel temperature of the fuel in the high-pressure common rail pipeline and the target rotating speed of an engine;
determining a first influence factor corresponding to the target fuel pressure and the target fuel temperature based on a first preset relation among the fuel pressure, the fuel temperature and the fuel regulation response time influence factor;
determining a second influence factor corresponding to the target rotating speed based on a second preset relation between the engine rotating speed and the influence factor of the fuel regulation response time;
determining the proportional control parameter based on a pressure difference between the target fuel pressure and the actual fuel pressure, the first impact factor, and the second impact factor.
Optionally, a closed-loop control module 32 for:
acquiring the target fuel temperature of the fuel in the high-pressure common rail pipeline and the target rotating speed of an engine;
determining a third influence factor corresponding to the target fuel pressure and the target fuel temperature based on a third preset relation among the fuel pressure, the fuel temperature and the fuel overshoot influence factor;
determining a fourth influence factor corresponding to the target rotating speed based on a fourth preset relation between the rotating speed of the engine and the influence factor of the fuel overshoot;
determining the differential control parameter based on a pressure difference between the target fuel pressure and the actual fuel pressure, the third impact factor, and the fourth impact factor.
Optionally, a closed-loop control module 32 for:
acquiring the target fuel temperature of the fuel in the high-pressure common rail pipeline and the target rotating speed of an engine;
determining a fifth influence factor corresponding to the target fuel pressure and the target fuel temperature based on a fifth preset relation among the fuel pressure, the fuel temperature and a closed-loop control precision influence factor;
determining a sixth influence factor corresponding to the target rotating speed based on a sixth preset relation between the rotating speed of the engine and the closed-loop control precision influence factor;
determining an initial control parameter based on a pressure difference between the target fuel pressure and the actual fuel pressure, the fifth impact factor, and the sixth impact factor;
and summing the proportional control parameter, the differential control parameter and the initial control parameter, comparing a summation result with a preset parameter range, and determining the integral control parameter according to a comparison result.
With regard to the above-described device, the specific functions of the respective modules have been described in detail in the embodiment of the high-pressure common rail fuel pressure control method provided in the embodiment of the present specification, and will not be described in detail here.
In a third aspect, based on the same inventive concept as the high-pressure common rail fuel pressure control method in the foregoing embodiments, embodiments of the present specification further provide a high-pressure common rail system, which includes a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor implements the steps of any one of the foregoing high-pressure common rail fuel pressure control methods when executing the program.
In a fourth aspect, based on the inventive concept based on the high-pressure common rail fuel pressure control method in the foregoing embodiments, the present specification embodiment further provides a computer readable storage medium, on which a computer program is stored, which when executed by a processor, implements the steps of any one of the foregoing high-pressure common rail fuel pressure control method.
The description has been presented with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the description. 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.
While preferred embodiments of the present specification have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all changes and modifications that fall within the scope of the specification.
It will be apparent to those skilled in the art that various changes and modifications may be made in the present specification without departing from the spirit and scope of the specification. Thus, if such modifications and variations of the present specification fall within the scope of the claims of the present specification and their equivalents, the specification is intended to include such modifications and variations.
Claims (9)
1. A high-pressure common rail fuel pressure control method is applied to a high-pressure common rail system, the high-pressure common rail system comprises a high-pressure oil pump and a high-pressure common rail pipeline, and the high-pressure oil pump is characterized in that the operation process of the high-pressure oil pump comprises a plurality of cycles, each cycle comprises an oil pumping stage, and the method comprises the following steps:
detecting the pressure variation of the fuel in the high-pressure common rail pipeline in the current operating period of the high-pressure oil pump, and determining a first fuel volume control quantity based on the pressure variation; the detecting the pressure variation of the fuel in the high-pressure common rail pipeline comprises the following steps: determining a first crankshaft angle corresponding to the beginning of the current period, and acquiring a first fuel pressure corresponding to the first crankshaft angle; determining a second crankshaft angle corresponding to the end of the current period, and acquiring second fuel oil pressure corresponding to the second crankshaft angle; determining a difference between the first fuel pressure and the second fuel pressure as the pressure variation amount; determining a first fuel volume change quantity based on the elastic modulus and the pressure change quantity of the fuel in the high-pressure common rail pipeline, inquiring to obtain a target correction factor based on the first fuel volume change quantity, determining a target fuel supply quantity, and dividing the target fuel supply quantity by the maximum pumping capacity to obtain a first fuel volume control quantity;
acquiring target fuel pressure and actual fuel pressure in the current period, and performing closed-loop control on the fuel quantity in the high-pressure common rail pipeline based on the target fuel pressure and the actual fuel pressure to obtain a second fuel volume control quantity;
and determining the starting time of the oil pumping stage of the next period of the high-pressure oil pump based on the first fuel volume control quantity and the second fuel volume control quantity so as to control the fuel pressure of the high-pressure common rail pipeline of the next period.
2. The method of claim 1, wherein said determining a first fuel volume control amount based on said pressure change amount comprises:
acquiring the elastic modulus of the fuel in the high-pressure common rail pipeline, and determining the volume change of the first fuel based on the elastic modulus and the pressure change;
acquiring a target fuel temperature of fuel in the high-pressure common rail pipeline, and determining a target correction factor corresponding to the first fuel volume variation and the target fuel temperature based on a preset relation among the fuel volume variation, the fuel temperature and the correction factor;
the first fuel volume control amount is determined based on the target correction factor and the first fuel volume change amount.
3. The method of claim 1, wherein the closed-loop controlling the amount of fuel in the high pressure common rail line based on the target fuel pressure and an actual fuel pressure to obtain a second fuel volume control amount comprises:
determining a proportional control parameter, an integral control parameter and a derivative control parameter in the closed-loop control based on the target fuel pressure and the actual fuel pressure;
determining the second fuel volume control amount based on the proportional control parameter, the integral control parameter, and the derivative control parameter.
4. The method of claim 3, wherein said determining a proportional control parameter, an integral control parameter, and a derivative control parameter in said closed-loop control based on said target fuel pressure and said actual fuel pressure comprises:
acquiring the target fuel temperature of the fuel in the high-pressure common rail pipeline and the target rotating speed of an engine;
determining a first influence factor corresponding to the target fuel pressure and the target fuel temperature based on a first preset relation among the fuel pressure, the fuel temperature and the fuel regulation response time influence factor;
determining a second influence factor corresponding to the target rotating speed based on a second preset relation between the engine rotating speed and the influence factor of the fuel regulation response time;
determining the proportional control parameter based on a pressure difference between the target fuel pressure and the actual fuel pressure, the first impact factor, and the second impact factor.
5. The method of claim 3, wherein said determining a proportional control parameter, an integral control parameter, and a derivative control parameter in said closed-loop control based on said target fuel pressure and said actual fuel pressure comprises:
acquiring the target fuel temperature of the fuel in the high-pressure common rail pipeline and the target rotating speed of an engine;
determining a third influence factor corresponding to the target fuel pressure and the target fuel temperature based on a third preset relation among the fuel pressure, the fuel temperature and the fuel overshoot influence factor;
determining a fourth influence factor corresponding to the target rotating speed based on a fourth preset relation between the rotating speed of the engine and the influence factor of the fuel overshoot;
determining the differential control parameter based on a pressure difference between the target fuel pressure and the actual fuel pressure, the third impact factor, and the fourth impact factor.
6. The method of claim 3, wherein said determining a proportional control parameter, an integral control parameter, and a derivative control parameter in said closed-loop control based on said target fuel pressure and said actual fuel pressure comprises:
acquiring the target fuel temperature of the fuel in the high-pressure common rail pipeline and the target rotating speed of an engine;
determining a fifth influence factor corresponding to the target fuel pressure and the target fuel temperature based on a fifth preset relation among the fuel pressure, the fuel temperature and a closed-loop control precision influence factor;
determining a sixth influence factor corresponding to the target rotating speed based on a sixth preset relation between the rotating speed of the engine and the closed-loop control precision influence factor;
determining an initial control parameter based on a pressure difference between the target fuel pressure and the actual fuel pressure, the fifth impact factor, and the sixth impact factor;
and summing the proportional control parameter, the differential control parameter and the initial control parameter, comparing a summation result with a preset parameter range, and determining the integral control parameter according to a comparison result.
7. The utility model provides a high pressure common rail fuel pressure control device, is applied to in the high pressure common rail system, the high pressure common rail system includes high-pressure oil pump and high pressure common rail pipeline, its characterized in that, the operation of high-pressure oil pump includes a plurality of cycles, and every cycle all contains the pump oil stage, the device includes:
the feed-forward control module is used for detecting the pressure variation of the fuel in the high-pressure common rail pipeline in the current operating period of the high-pressure oil pump and determining a first fuel volume control quantity based on the pressure variation; the detecting the pressure variation of the fuel in the high-pressure common rail pipeline comprises the following steps: determining a first crankshaft angle corresponding to the beginning of the current period, and acquiring a first fuel pressure corresponding to the first crankshaft angle; determining a second crankshaft angle corresponding to the end of the current period, and acquiring second fuel oil pressure corresponding to the second crankshaft angle; determining the difference between the first fuel pressure and the second fuel pressure as a first fuel volume change amount based on the elastic modulus and the pressure change amount of the fuel in the high-pressure common rail pipeline, inquiring to obtain a target correction factor based on the first fuel volume change amount, determining a target fuel replenishment amount, and dividing the target fuel replenishment amount by the maximum pumping capacity to obtain a first fuel volume control amount; the closed-loop control module is used for acquiring target fuel pressure and actual fuel pressure in the current period, and performing closed-loop control on the fuel quantity in the high-pressure common rail pipeline based on the target fuel pressure and the actual fuel pressure to obtain a second fuel volume control quantity;
and the oil pressure control module is used for determining the starting time of the oil pumping stage of the next period of the high-pressure oil pump based on the first fuel volume control quantity and the second fuel volume control quantity so as to control the fuel pressure of the high-pressure common rail pipeline of the next period.
8. A high pressure common rail system, comprising a memory, a processor and a computer program stored on the memory and executable on the processor, the processor implementing the steps of the method of any one of claims 1 to 6 when executing the program.
9. A computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the steps of the method according to any one of claims 1 to 6.
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| WO2010131624A1 (en) * | 2009-05-14 | 2010-11-18 | ボッシュ株式会社 | Rail pressure control method and common rail-type fuel injection control device |
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