CN112555041A - Altitude-based electronically-controlled diesel internal combustion engine fuel injection quantity obtaining method - Google Patents

Altitude-based electronically-controlled diesel internal combustion engine fuel injection quantity obtaining method Download PDF

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CN112555041A
CN112555041A CN202011296717.7A CN202011296717A CN112555041A CN 112555041 A CN112555041 A CN 112555041A CN 202011296717 A CN202011296717 A CN 202011296717A CN 112555041 A CN112555041 A CN 112555041A
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injection quantity
fuel injection
engine
map
density gradient
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CN112555041B (en
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于正同
时培燕
毛宁
冯健朋
林凯
马振华
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Xian Aeronautics Computing Technique Research Institute of AVIC
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Xian Aeronautics Computing Technique Research Institute of AVIC
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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
    • F02D41/3005—Details not otherwise provided for
    • 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
    • F02D41/1475—Regulating the air fuel ratio at a value other than stoichiometry
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—Engine speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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  • Chemical & Material Sciences (AREA)
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  • General Engineering & Computer Science (AREA)
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Abstract

The invention provides an altitude-based method for acquiring the fuel injection quantity of an electronically controlled diesel internal combustion engine, which solves the problems of insufficient power, low fuel consumption and poor emission characteristic of the conventional engine in a plateau state. The method comprises the following steps: step one, setting a lookup table; setting parameter values and reading engine information; step three, calculating expected oil injection quantity; step four, calculating the maximum fuel injection quantity; step five, calculating the maximum engine oil injection quantity; sixthly, calculating the limited fuel injection quantity; step seven, calculating the final expected oil injection quantity of the engine; the method is a modularized oil injection control method, the controlled quantity is adjusted according to a plurality of input parameters, and the corresponding oil injection quantity is calculated according to different intake density gradients, so that the emission performance of the engine is improved, the turbocharger and other equipment are protected, and the engine can fully exert the dynamic property in a plateau state.

Description

Altitude-based electronically-controlled diesel internal combustion engine fuel injection quantity obtaining method
Technical Field
The invention belongs to the field of power control of internal combustion engines, and particularly relates to an altitude-based method for acquiring fuel injection quantity of an electronically controlled diesel internal combustion engine.
Background
The engine is in a plateau state, and the engine has insufficient air inlet due to low air inlet density, so that high altitude reactions such as insufficient power, black smoke and the like are generated. The traditional method adjusts the fuel injection quantity through the intake density, but the method only avoids the turbocharger of the engine from being damaged when the intake density is low, so to speak, the method is a protection limit value, and does not comprehensively adjust all performance parameters of the engine, so that the engine still has the problems of insufficient power, low fuel consumption, poor emission characteristic and the like under the plateau condition.
Disclosure of Invention
The invention aims to solve the problems of insufficient power, low fuel consumption and poor emission characteristic of the conventional engine in a plateau state, and provides an altitude-based electronically-controlled diesel internal combustion engine fuel injection quantity acquisition method. The method divides the intake density into certain intake density gradients, adopts corresponding fuel injection quantity for different intake density gradient areas, and adopts a method for optimizing plateau air-fuel ratio control during the process of instantaneous acceleration, thereby balancing the dynamic property and the economical property of the engine under the condition of meeting various protection limits of the engine.
In order to achieve the above purpose, the technical scheme of the invention is as follows:
an altitude-based method for acquiring fuel injection quantity of an electronic control diesel internal combustion engine comprises the following steps:
step one, setting a lookup table
Calibrating a lookup table according to the model of the engine and the model of the fuel injector, wherein the lookup table comprises a three-dimensional table MAP 1-MAP 6, a three-dimensional table MAP _ max 1-MAP _ max5, and the lookup table is led into an engine controller;
the three-dimensional table MAP1 shows the relationship among the engine speed, the expected torque and the air intake density gradient 1 fuel injection quantity; the three-dimensional table MAP2 shows the relationship among the engine speed, the expected torque and the intake air density gradient 2 fuel injection quantity; the three-dimensional table MAP3 shows the relationship among the engine speed, the expected torque and the intake air density gradient 3 fuel injection quantity; the three-dimensional table MAP4 shows the relationship among the engine speed, the expected torque and the intake air density gradient 4 fuel injection quantity; the three-dimensional table MAP5 shows the relationship among the engine speed, the expected torque and the injection quantity of the intake air density gradient 5; the three-dimensional table MAP6 represents the relationship among the engine speed, the intake air density and the maximum fuel injection quantity of the engine; the three-dimensional table MAP _ max1 represents the relationship among the engine speed, the expected torque and the maximum fuel injection quantity of the intake air density gradient 1; the three-dimensional table MAP _ max2 represents the relationship among the engine speed, the expected torque and the maximum fuel injection quantity of the intake air density gradient 2; the three-dimensional table MAP _ max3 represents the relationship among the engine speed, the expected torque and the maximum fuel injection quantity of the intake air density gradient 3; the three-dimensional table MAP _ max4 represents the relationship among the engine speed, the expected torque and the maximum fuel injection quantity of the intake air density gradient 4; the three-dimensional table MAP _ max5 represents the relationship among the engine speed, the expected torque and the maximum fuel injection quantity of the intake air density gradient 5;
step two, setting parameter values and reading engine information
Setting a desired torque of the engine; reading the numerical value of the current engine operation parameters, wherein the engine operation parameters comprise the engine speed, the air intake density and the time for entering an air-fuel ratio limiting state;
step three, calculating expected fuel injection quantity Lfuel1
3.1) inquiring an intake density gradient two-dimensional interpolation MAP table according to the intake density to obtain a corresponding intake density gradient value chi, wherein the range of the intake density gradient value chi is 1-5;
3.2) calculating the Low Charge Density gradient chi from the Charge Density gradient value chilowAnd high charge density gradient chihighThe low intake density gradient chilow is the intake density gradient value chi minus a decimal rounding value, and the high intake density gradient chihigh＝chilow+1；
3.3) calculating the height coefficient chifactorThe calculation formula is as follows:
chifactor＝chi-chilow
3.4) according to the low charge density gradient chilowAnd high charge density gradient chihighSelecting two corresponding tables from a three-dimensional table MAP 1-a three-dimensional table MAP5, and marking the tables as a MAP _ L table and a MAP _ H table;
3.5) obtaining the fuel with high fuel injection quantity fuel by inquiring the MAP _ H table according to the engine speed and the expected torquehighAnd inquiring the MAP _ L table through the engine speed and the expected torque to obtain the low fuel injection amount fuellow；
3.6) calculating the expected fuel injection quantity L through a weighting coefficientfuel1The calculation formula is as follows:
Lfuel1＝(fuelhigh-fuellow)*chifactor+fuellow
step four, calculating the maximum fuel injection quantity Lfuel2
4.1) according to a low charge density gradient chilowAnd high charge density gradient chihighSelecting two corresponding tables from the three-dimensional table MAP _ max 1-three-dimensional table MAP _ max5, and marking the tables as MAP _ maxL and MAP _ maxH tables;
4.2) obtaining low fuel injection quantity by inquiring MAP _ maxL through engine speed and expected torque
Figure BDA0002785632930000031
Inquiring the MAP _ maxH table through the rotating speed and the expected torque of the engine to obtain high fuel injection quantity
Figure BDA0002785632930000032
4.3) calculating the maximum fuel injection quantity L through a weighting coefficientfuel2The calculation formula is as follows:
Figure BDA0002785632930000033
step five, calculating the maximum fuel injection quantity L of the enginefuel3
Obtaining the maximum engine fuel injection quantity L by inquiring a three-dimensional table MAP6 through the intake air density and the engine speedfuel3；
Step six, calculating the limited fuel injection quantity Lfuel4
Limiting the injected quantity Lfuel4The calculation formula is as follows;
Lfuel4＝DA×Lfuelrate
wherein D isAAdjusting the oil quantity minimum coefficient; l isfuelrateTo limit the amount of post-injection oil;
step seven, calculating the final expected fuel injection quantity L of the enginefuel
Expected fuel injection quantity Lfuel1Maximum fuel injection amount Lfuel2Maximum fuel injection quantity L of enginefuel3And limiting the injected fuel quantity Lfuel4Comparing to output the minimum fuel injection quantity which is the final expected fuel injection quantity L of the enginefuelIt is calculated as follows:
Lfuel＝min(Lfuel1，Lfuel2，Lfuel3，Lfuel4)。
further, the lookup table also comprises a two-dimensional table MAP7, and the two-dimensional table MAP7 represents the relationship between the intake air density and the minimum coefficient of the regulated oil quantity; in the sixth step, the minimum coefficient D of the oil quantity is adjustedAObtained by looking up the two-dimensional table MAP7 with the intake air density.
Further, the lookup table also comprises a three-dimensional table MAP8, and the three-dimensional table MAP8 shows the relationship among the engine speed, the time of entering the air-fuel ratio limiting state and the limited fuel injection amount; in the sixth step, the post-injection quantity L is limitedfuelrateObtained by looking up the three-dimensional table MAP8 for engine speed and time to enter an air-fuel ratio limiting state.
Compared with the prior art, the technical scheme of the invention has the following technical effects:
1. the method improves the traditional plateau oil injection calculation method, divides the altitude into different areas through the air intake density, calculates the corresponding oil injection quantity according to the different areas, calculates the maximum oil injection quantity according to the air intake density and the air-fuel ratio limitation, and carries out comprehensive parameter adjustment on all performance parameters of the engine, so that the engine improves the emission performance of the engine and protects equipment such as a turbocharger on the one hand, and can fully exert the dynamic performance of the engine in the plateau state on the other hand under the condition of different altitudes.
2. The method of the invention adopts the mode of combining arithmetic operation and MAP table query to control the air-fuel ratio, and has higher operation efficiency; meanwhile, the method can realize the control effect without changing a hardware unit, so that extra change cost is not needed.
Drawings
FIG. 1 is a schematic diagram illustrating a process of obtaining a final expected fuel injection quantity of an engine according to the method of the present invention;
FIG. 2 is a schematic diagram of a two-dimensional interpolation MAP table for intake air density gradient in an embodiment of the method of the present invention;
FIG. 3 is a schematic diagram of a three-dimensional table MAP _ max3 in an embodiment of the method of the present invention;
FIG. 4 is a schematic diagram of a three-dimensional table MAP _ max4 in an embodiment of the method of the present invention;
FIG. 5 is a schematic diagram of a three-dimensional table MAP8 in an embodiment of the method of the present invention;
FIG. 6 is a diagram illustrating the characteristics of the actual effect of the embodiment of the method of the present invention.
Detailed Description
The invention is described in further detail below with reference to the figures and specific embodiments.
The invention provides an altitude-based method for acquiring the fuel injection quantity of an electronically controlled diesel internal combustion engine, and aims to realize the control of the fuel injection quantity of the engine at different altitudes. The method is a modularized oil injection control method, the controlled quantity is adjusted according to a plurality of input parameters, and the corresponding oil injection quantity is calculated according to different intake density gradients, so that the emission performance of the engine is improved, the turbocharger and other equipment are protected, and the engine can fully exert the dynamic property in a plateau state. In addition, the method improves the combustion efficiency and the emission performance of the electric control diesel engine with different intake density gradients, protects equipment such as a turbocharger of the engine, gives consideration to the power loss of the engine in a plateau state, and performs high-speed calculation and accurate control on the fuel injection quantity.
The invention provides an altitude-based method for acquiring fuel injection quantity of an electronic control diesel internal combustion engine, which comprises the following steps of:
step one, setting a lookup table
Calibrating a lookup table according to the model of the engine and the model of the fuel injector, wherein the lookup table comprises a three-dimensional table MAP 1-MAP 8, a three-dimensional table MAP _ max 1-MAP _ max5, and the lookup table is led into an engine controller;
the three-dimensional table MAP1 shows the relationship among the engine speed, the expected torque and the air intake density gradient 1 fuel injection quantity;
the three-dimensional table MAP2 shows the relationship among the engine speed, the expected torque and the intake air density gradient 2 fuel injection quantity;
the three-dimensional table MAP3 shows the relationship among the engine speed, the expected torque and the intake air density gradient 3 fuel injection quantity;
the three-dimensional table MAP4 shows the relationship among the engine speed, the expected torque and the intake air density gradient 4 fuel injection quantity;
the three-dimensional table MAP5 shows the relationship among the engine speed, the expected torque and the injection quantity of the intake air density gradient 5;
the three-dimensional table MAP6 represents the relationship among the engine speed, the intake air density and the maximum fuel injection quantity of the engine;
the two-dimensional table MAP7 shows the relationship between the intake air density and the minimum coefficient of the regulated oil amount;
the three-dimensional table MAP8 shows the relationship among the engine speed, the time for entering the air-fuel ratio limiting state and the limited fuel injection amount;
the three-dimensional table MAP _ max1 represents the relationship among the engine speed, the expected torque and the maximum fuel injection quantity of the intake air density gradient 1;
the three-dimensional table MAP _ max2 represents the relationship among the engine speed, the expected torque and the maximum fuel injection quantity of the intake air density gradient 2;
the three-dimensional table MAP _ max3 represents the relationship among the engine speed, the expected torque and the maximum fuel injection quantity of the intake air density gradient 3;
the three-dimensional table MAP _ max4 represents the relationship among the engine speed, the expected torque and the maximum fuel injection quantity of the intake air density gradient 4;
the three-dimensional table MAP _ max5 represents the relationship among the engine speed, the expected torque and the maximum fuel injection quantity of the intake air density gradient 5;
step two, setting parameter values and reading engine information
Setting a desired torque of the engine; meanwhile, reading the numerical value of the current engine operation parameter, wherein the engine operation parameter comprises the engine rotating speed, the air intake density and the time for entering an air-fuel ratio limiting state;
step three, calculating expected fuel injection quantity Lfuel1
3.1) inquiring an intake density gradient two-dimensional interpolation MAP table according to the intake density to obtain a corresponding intake density gradient value chi, wherein the range of the intake density gradient value chi is 1-5;
3.2) calculating the Low Charge Density gradient chi from the Charge Density gradient value chilowAnd high charge density gradient chihighLow inlet density gradient chilowRemoving decimal rounding value for intake density gradient value chi, high intake density gradient chihigh＝chilow+1；
3.3) calculating the height coefficient chifactorThe calculation formula is as follows:
chifactor＝chi-chilow (1)
3.4) according to the low charge density gradient chilowAnd high charge density gradient chihighSelecting a corresponding 2-sheet torque transfer injection quantity MAP table from a three-dimensional table MAP 1-a three-dimensional table MAP5, and marking the table as a MAP _ L table and a MAP _ H table;
3.5) obtaining the fuel with high fuel injection quantity fuel by inquiring the MAP _ H table according to the engine speed and the expected torquehighAnd inquiring the MAP _ L table through the engine speed and the expected torque to obtain the low fuel injection amount fuellow；
3.6) calculating the expected fuel injection quantity L through a weighting coefficientfuel1The calculation is shown in equation (2):
Lfuel1＝(fuelhigh-fuellow)*chifactor+fuellow (2)
step four, calculating the maximum fuel injection quantity Lfuel2
Selecting a maximum oil injection quantity MAP table corresponding to the air inlet gradient according to different air inlet density gradient values chi, calculating the maximum oil injection quantity under the corresponding height according to the air inlet density gradient, and realizing engine protection;
4.1) according to a low charge density gradient chilowAnd high charge density gradient chihighSelecting a corresponding 2-sheet torque transfer injection quantity MAP table from a three-dimensional table MAP _ max 1-a three-dimensional table MAP _ max5, and marking the table as a MAP _ maxL table and a MAP _ maxH table;
4.2) obtaining low fuel injection quantity by inquiring MAP _ maxL through engine speed and expected torque
Figure BDA0002785632930000071
Inquiring the MAP _ maxH table through the rotating speed and the expected torque of the engine to obtain high fuel injection quantity
Figure BDA0002785632930000072
4.3) calculating the maximum fuel injection quantity L through a weighting coefficientfuel2The calculation is shown in equation (3):
Figure BDA0002785632930000073
step five, calculating the maximum fuel injection quantity L of the enginefuel3
The maximum engine oil injection quantity is calculated according to the intake density, so that the turbocharger of the engine is protected from being damaged when the intake density of the engine is low, the oil injection quantity is a protection limit value, and the maximum engine oil injection quantity Lfuel3The fuel injection quantity is obtained by inquiring a three-dimensional table MAP6 through the intake density and the engine speed, wherein the X axis in the table is the intake density, the Y axis is the engine speed, and the Z axis is the maximum engine fuel injection quantity Lfuel3；
Step six, calculating the limited fuel injection quantity Lfuel4
In the process of accelerating the engine, the fuel injection quantity needs to be increased to improve the dynamic property of the engine, and the fuel injection quantity is excessively increased, which may cause the smoke intensity of the engine and the pollutant emission of tail gas to be excessively high, and the fuel injection quantity in the accelerating process needs to be controlled; the limit to fuel can be realized by adjusting the air-fuel ratio, the dynamic performance of the engine at the point can be obviously reduced due to the reduction of the intake density in the plateau area, and the fuel injection quantity is increased under the condition that the mechanical limit value is not exceeded, so that the dynamic performance of the engine at the point is close to the external characteristic, and the purpose is to reduce the transient acceleration smoke intensity and improve the dynamic performance of the engine at the corresponding altitude. The limit of the air-fuel ratio and the oil quantity at high altitude is optimized, and the smoke limit value in emission is sacrificed according to different altitudes, so that the acceleration performance of the engine is met;
controlling the torque rising speed after the limited state according to the air intake density and the time of entering the air-fuel ratio limited state, and calculating the limited fuel injection quantity L of the limited air-fuel ratio at different times of different air intake densitiesfuel4The calculation mode is shown as formula (4);
Lfuel4＝DA×Lfuelrate (4)
wherein D isAThe minimum oil quantity coefficient is adjusted and is obtained by inquiring a two-dimensional table MAP7 through intake density;
Lfuelratein order to limit the post-injection oil quantity, the post-injection oil quantity is an oil quantity calibrated according to the torque rising speed, and the value is obtained by inquiring a three-dimensional table MAP8 according to the engine speed and the time for entering an air-fuel ratio limiting state;
step seven, calculating the final expected fuel injection quantity L of the enginefuel
Expected fuel injection quantity Lfuel1Maximum fuel injection amount Lfuel2Maximum fuel injection quantity L of enginefuel3And limiting the injected fuel quantity Lfuel4Comparing to output the minimum fuel injection quantity which is the final expected fuel injection quantity L of the enginefuelAnd (5) outputting, wherein the calculation is shown as the formula (5):
Lfuel＝min(Lfuel1，Lfuel2，Lfuel3，Lfuel4) (5)
for a certain type of six-cylinder 300-horsepower electrically-controlled diesel internal combustion engine, as shown in fig. 1, the method is adopted to calculate the final expected fuel injection quantity of the engine according to different intake density gradients;
step one, setting a lookup table
Step two, setting parameter values and reading engine information
Acquiring signals of the rotating speed and the air-fuel ratio state of the engine in a cycle of 10ms, and setting the air-fuel density gradient of the engine rack to 3500 m;
step three, calculating expected fuel injection quantity Lfuel1
3.1) inquiring a corresponding intake density gradient value chi according to the intake density (detected to be 0.83kg/m3), wherein the chi value is 3.4 as shown in FIG. 2;
3.2) calculating the high charge Density gradient chi on the basis of the charge Density gradient value chihighAnd low charge density gradient chilowBy calculation, high charge density gradient chihighIs 4, low charge density gradient chilowIs 3;
3.3) calculating the height coefficient chifactor；
chifactor＝chi-chilow
At this time, the height coefficient chifactorEqual to 0.4;
3.4) according to the high charge density gradient chihighAnd low charge density gradient chilowSelecting a corresponding 2-sheet torque transfer injection quantity MAP table from a three-dimensional table MAP 1-a three-dimensional table MAP 5: three-dimensional table MAP3 and three-dimensional table MAP4, and labeled as MAP _ L and MAP _ H tables;
3.5) obtaining the fuel with high fuel injection quantity fuel by inquiring the MAP _ H table according to the engine speed and the expected torquehighAnd inquiring the MAP _ L table through the engine speed and the expected torque to obtain the low fuel injection amount fuellow；
3.6) calculating the expected fuel injection quantity L through a weighting coefficientfuel1The calculation is as follows:
Lfuel1＝(fuelhigh-fuellow)*chifactor+fuellow
step four, calculating the maximum fuel injection quantity Lfuel2
4.1) according to a low charge density gradient chilowAnd high charge density gradient chihighValues from a three-dimensional table MAP _ max1 ℃Selecting a corresponding 2-piece torque-to-oil injection quantity MAP table by using a three-dimensional table MAP _ max5, and marking the table as a MAP _ maxL table and a MAP _ maxH table;
4.2) obtaining low fuel injection quantity by inquiring MAP _ maxL with engine speed and desired torque as shown in FIGS. 3 and 4
Figure BDA0002785632930000091
Inquiring the MAP _ maxH table through the rotating speed and the expected torque of the engine to obtain high fuel injection quantity
Figure BDA0002785632930000092
4.3) calculating the maximum fuel injection quantity L through a weighting coefficientfuel2The calculation is as follows:
Figure BDA0002785632930000093
step five, inquiring a three-dimensional table MAP6 through the intake density and the engine speed to obtain the maximum engine oil injection quantity, and recording the maximum engine oil injection quantity as Lfuel3；
Step six, calculating the limited fuel injection quantity Lfuel4
Lfuel4＝DA×Lfuelrate
Wherein D isAThe minimum oil quantity coefficient is adjusted and is obtained by inquiring a two-dimensional table MAP7 through intake density; l isfuelrateFor limiting the post-injection amount, an amount of oil is calibrated according to the torque-up speed, as shown in fig. 5, and the value is obtained by querying a three-dimensional table MAP8 according to the engine speed and the time for entering the air-fuel ratio limiting state;
step seven, calculating the final expected fuel injection quantity L of the enginefuel
Mixing L withfuel1、Lfuel2、Lfuel3And Lfuel4Comparing to output the minimum fuel injection quantity which is the final expected fuel injection quantity L of the enginefuelIt is calculated as follows:
Lfuel＝min(Lfuel1，Lfuel2，Lfuel3，Lfuel4)
the elevation is 3500m, the opening of the engine pedal is 100%, and the fuel injection quantity and the output torque of the engine under different rotating speeds of the electric control diesel internal combustion engine are shown in figure 6.

Claims (3)

1. An altitude-based electronic control diesel internal combustion engine fuel injection quantity obtaining method is characterized by comprising the following steps:
step one, setting a lookup table
Calibrating a lookup table according to the model of the engine and the model of the fuel injector, wherein the lookup table comprises a three-dimensional table MAP 1-MAP 6, a three-dimensional table MAP _ max 1-MAP _ max5, and the lookup table is led into an engine controller;
the three-dimensional table MAP1 shows the relationship among the engine speed, the expected torque and the air intake density gradient 1 fuel injection quantity;
the three-dimensional table MAP2 shows the relationship among the engine speed, the expected torque and the intake air density gradient 2 fuel injection quantity;
the three-dimensional table MAP3 shows the relationship among the engine speed, the expected torque and the intake air density gradient 3 fuel injection quantity;
the three-dimensional table MAP4 shows the relationship among the engine speed, the expected torque and the intake air density gradient 4 fuel injection quantity;
the three-dimensional table MAP5 shows the relationship among the engine speed, the expected torque and the injection quantity of the intake air density gradient 5;
the three-dimensional table MAP6 represents the relationship among the engine speed, the intake air density and the maximum fuel injection quantity of the engine;
the three-dimensional table MAP _ max1 represents the relationship among the engine speed, the expected torque and the maximum fuel injection quantity of the intake air density gradient 1;
the three-dimensional table MAP _ max2 represents the relationship among the engine speed, the expected torque and the maximum fuel injection quantity of the intake air density gradient 2;
the three-dimensional table MAP _ max3 represents the relationship among the engine speed, the expected torque and the maximum fuel injection quantity of the intake air density gradient 3;
the three-dimensional table MAP _ max4 represents the relationship among the engine speed, the expected torque and the maximum fuel injection quantity of the intake air density gradient 4;
the three-dimensional table MAP _ max5 represents the relationship among the engine speed, the expected torque and the maximum fuel injection quantity of the intake air density gradient 5;
step two, setting parameter values and reading engine information
Setting a desired torque of the engine; reading the numerical value of the current engine operation parameters, wherein the engine operation parameters comprise the engine speed, the air intake density and the time for entering an air-fuel ratio limiting state;
step three, calculating expected fuel injection quantity Lfuel1
3.1) inquiring an intake density gradient two-dimensional interpolation MAP table according to the intake density to obtain a corresponding intake density gradient value chi, wherein the range of the intake density gradient value chi is 1-5;
3.2) calculating the Low Charge Density gradient chi from the Charge Density gradient value chilowAnd high charge density gradient chihighLow inlet density gradient chilowRemoving decimal rounding value for intake density gradient value chi, high intake density gradient chihigh＝chilow+1；
3.3) calculating the height coefficient chifactorThe calculation formula is as follows:
chifactor＝chi-chilow
3.4) according to the low charge density gradient chilowAnd high charge density gradient chihighSelecting two corresponding tables from a three-dimensional table MAP 1-a three-dimensional table MAP5, and marking the tables as a MAP _ L table and a MAP _ H table;
3.5) obtaining the fuel with high fuel injection quantity fuel by inquiring the MAP _ H table according to the engine speed and the expected torquehighAnd inquiring the MAP _ L table through the engine speed and the expected torque to obtain the low fuel injection amount fuellow；
3.6) calculating the expected fuel injection quantity L through a weighting coefficientfuel1The calculation formula is as follows:
Lfuel1＝(fuelhigh-fuellow)*chifactor+fuellow
step four, calculating the maximum fuel injection quantity Lfuel2
4.1) according to a low charge density gradient chilowAnd high charge density gradient chihighSelecting two corresponding tables from the three-dimensional table MAP _ max 1-three-dimensional table MAP _ max5, and marking the tables as MAP _ maxL and MAP _ maxH tables;
4.2) obtaining low fuel injection quantity by inquiring MAP _ maxL through engine speed and expected torque
Figure FDA0002785632920000021
Inquiring the MAP _ maxH table through the rotating speed and the expected torque of the engine to obtain high fuel injection quantity
Figure FDA0002785632920000022
4.3) calculating the maximum fuel injection quantity L through a weighting coefficientfuel2The calculation formula is as follows:
Figure FDA0002785632920000031
step five, calculating the maximum fuel injection quantity L of the enginefuel3
Obtaining the maximum engine fuel injection quantity L by inquiring a three-dimensional table MAP6 through the intake air density and the engine speedfuel3；
Step six, calculating the limited fuel injection quantity Lfuel4
Limiting the injected quantity Lfuel4The calculation formula is as follows;
Lfuel4＝DA×Lfuelrate
wherein D isAAdjusting the oil quantity minimum coefficient; l isfuelrateTo limit the amount of post-injection oil;
step seven, calculating the final expected fuel injection quantity L of the enginefuel
Expected fuel injection quantity Lfuel1Maximum fuel injection amount Lfuel2Maximum fuel injection quantity L of enginefuel3And limiting the injected fuel quantity Lfuel4Comparing to output the minimum fuel injection quantity which is the final expected fuel injection quantity L of the enginefuelIt is calculated as follows：
Lfuel＝min(Lfuel1，Lfuel2，Lfuel3，Lfuel4)。
2. The altitude-based electrically-controlled diesel internal combustion engine fuel injection quantity acquisition method according to claim 1, characterized in that: the lookup table further comprises a two-dimensional table MAP7, wherein the two-dimensional table MAP7 shows the relationship between the intake air density and the minimum coefficient of the regulated oil quantity;
in the sixth step, the minimum coefficient D of the oil quantity is adjustedAObtained by looking up the two-dimensional table MAP7 with the intake air density.
3. The altitude-based electrically controlled diesel internal combustion engine fuel injection quantity acquisition method according to claim 1 or 2, characterized in that: the lookup table also comprises a three-dimensional table MAP8, wherein the three-dimensional table MAP8 shows the relationship among the engine speed, the time of entering an air-fuel ratio limiting state and the limited fuel injection amount;
in the sixth step, the post-injection quantity L is limitedfuelrateObtained by looking up the three-dimensional table MAP8 for engine speed and time to enter an air-fuel ratio limiting state.
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