CN112780425B - Engine starting control method, engine and vehicle - Google Patents

Engine starting control method, engine and vehicle Download PDF

Info

Publication number
CN112780425B
CN112780425B CN202011634507.4A CN202011634507A CN112780425B CN 112780425 B CN112780425 B CN 112780425B CN 202011634507 A CN202011634507 A CN 202011634507A CN 112780425 B CN112780425 B CN 112780425B
Authority
CN
China
Prior art keywords
engine
mode
preset condition
speed
injection
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN202011634507.4A
Other languages
Chinese (zh)
Other versions
CN112780425A (en
Inventor
薛鹏
段辰辰
李永刚
李晖
张金星
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Weichai Power Co Ltd
Original Assignee
Weichai Power Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Weichai Power Co Ltd filed Critical Weichai Power Co Ltd
Priority to CN202011634507.4A priority Critical patent/CN112780425B/en
Publication of CN112780425A publication Critical patent/CN112780425A/en
Application granted granted Critical
Publication of CN112780425B publication Critical patent/CN112780425B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • 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
    • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

The invention belongs to the technical field of engine control, and discloses an engine starting control method, an engine and a vehicle. The engine start control method is used for controlling the start mode of the engine, and comprises the following steps: dividing a starting mode of the engine into a normal injection mode and an injection optimization mode; when the starting of the engine is in an acceleration stage, if the engine is not in a speed stagnation period, selecting the starting mode as a normal injection mode; if the engine is in a stall period, the start mode is selected as an injection optimized mode for reducing the duration of the stall period. The engine starting control method respectively controls whether the engine is in the speed-lag period. When the diesel engine is in the stagnation period, the combustion parameters are adjusted by selecting the injection optimization mode, and the duration of the stagnation period is reduced, so that the purpose of shortening the stagnation period is achieved, and the starting process is accelerated.

Description

Engine starting control method, engine and vehicle
Technical Field
The invention relates to the technical field of engine control, in particular to an engine starting control method, an engine and a vehicle.
Background
An important evaluation index of the performance of the diesel engine is the starting capability of the diesel engine, and the using range of the diesel engine can be directly influenced by the quality of the starting performance.
When the rotating speed of the engine rises in an accelerating way, if the rising amplitude of the rotating speed is higher than the descending amplitude of the combustion lag phase measured by time, the combustion lag phase measured by a goniometer is increased, so that the ignition moment in a diesel cylinder occurs after a top dead center, at the moment, a piston starts to be far away from the top dead center position, the pressure and the temperature in the diesel cylinder are reduced, mixed gas is missed at the combustion time of the cycle, no combustion pressure cycle occurs, the rotating speed of the diesel engine stops continuously rising at the accelerating stage and stays near a certain rotating speed, and the phenomenon of the combustion lag phase is formed.
When the diesel engine is in a speed-lag period in a starting acceleration stage, the formation time of mixed gas in circulation is greatly shortened due to the fact that instantaneous rotating speed is sharply increased, in addition, due to the fact that atmospheric pressure is low and air is thin in the plateau environment, the compression top dead center temperature and the wall surface temperature in a cylinder under the starting working condition are easily caused to be low, the oxygen content in the air is reduced, the combustion environment is deteriorated, fuel oil atomization quality is deteriorated, the spray penetration distance in the starting process of the diesel engine is increased, the formation quality of the mixed gas in the cylinder is seriously deteriorated, and therefore the situation that a plurality of continuous circulation fires and starting failure is caused.
Disclosure of Invention
The invention aims to provide an engine starting control method, an engine and a vehicle, which can shorten the lag period and optimize in-cylinder combustion.
In order to achieve the purpose, the invention adopts the following technical scheme:
an engine start control method for controlling a start mode of an engine, the start mode of the engine being divided into a normal injection mode and an injection optimization mode, the engine start control method comprising the steps of:
when the starting of the engine is in an acceleration stage, if the engine is not in a speed stagnation period, selecting the starting mode as a normal injection mode; if the engine is in a stall period, the start mode is selected as an injection optimized mode for reducing the duration of the stall period.
Preferably, the main injection angle in the injection optimization mode is smaller than the main injection angle in the normal injection mode.
Preferably, the rail pressure in the injection optimization mode is greater than the main rail pressure in the normal injection mode.
Preferably, in the normal injection mode, the control is performed in accordance with a combustion parameter required for normal start of the engine.
Preferably, when the first preset condition, the second preset condition, the third preset condition and the fourth preset condition are simultaneously met, the engine is in a speed stagnation period;
when at least one of the first preset condition, the second preset condition, the third preset condition and the fourth preset condition is not met, the engine is not in a speed stagnation period;
wherein the first preset condition is that the engine is in a dragging state.
The second preset condition is that the current rotating speed of the engine is greater than the dragging rotating speed of the engine.
The third preset condition is that the difference between the current rotating speed of the engine and the rotating speed of the engine in the previous cycle is less than or equal to a preset rotating speed value.
The fourth preset condition is that the current acceleration of the engine is less than or equal to the acceleration of the engine in the previous cycle.
Preferably, the dragging rotating speed is obtained by calibrating different battery voltages and water temperatures according to a map of an engine cold bin test.
In order to achieve the purpose, the invention also provides an engine, and the starting control is carried out by adopting the engine starting control method.
In order to achieve the purpose, the invention further provides a vehicle comprising the engine.
The invention has the beneficial effects that:
the invention provides an engine starting control method, which respectively controls whether an engine is in a speed stagnation period. When the diesel engine is not in the speed stagnation period, the normal injection mode is selected for control, so that the smooth operation of the acceleration stage in the starting process of the engine is ensured. When the diesel engine is in the stagnation period, the combustion parameters are adjusted by selecting the injection optimization mode, and the duration time of the stagnation period is reduced, so that the purpose of shortening the stagnation period is achieved, and the starting process is accelerated.
The invention also provides an engine, and the starting control is carried out by adopting the engine starting control method, so that the speed lag period can be shortened, the in-cylinder combustion is optimized, and the condition of starting failure caused by continuous and multiple-cycle fire is avoided.
The invention also provides a vehicle comprising the engine, and the condition that the starting fails due to continuous and multiple-cycle fire is avoided.
Drawings
FIG. 1 is a phase profile of an engine start control method of the present invention during a start;
FIG. 2 is a schematic illustration of the engine start control method of the present invention during an acceleration phase during which a stall period occurs;
fig. 3 is a flowchart of an engine start control method of the present invention.
Detailed Description
In order to make the technical problems solved, technical solutions adopted and technical effects achieved by the present invention clearer, the technical solutions of the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all embodiments. All other embodiments, which can be obtained by a person skilled in the art without inventive step based on the embodiments of the present invention, are within the scope of protection of the present invention.
In the description of the present invention, unless expressly stated or limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning permanently connected, removably connected, or integral to one another; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. "beneath," "under" and "beneath" a first feature includes the first feature being directly beneath and obliquely beneath the second feature, or simply indicating that the first feature is at a lesser elevation than the second feature.
The technical scheme of the invention is further explained by the specific implementation mode in combination with the attached drawings.
The present embodiment provides an engine start control method for controlling the start of an engine, preferably a diesel engine. The starting process of the engine refers to a process from a stable static state to a high-speed operation of the engine, and as shown in fig. 1, the starting process of the engine can be divided into a towing stage, an accelerating stage, a transition stage and a stabilizing stage according to the rotating speed of the engine. In the back-dragging stage, the engine does not rotate by itself, the engine rotates under the driving of structures such as a starter, and the like, and the engine becomes a resistance source for the vehicle to advance, so that the back-dragging is caused. In the acceleration stage, the rotating speed of the engine is increased sharply, and the transition stage is entered when the rotating speed of the engine is increased to the highest point. In the transition stage, the rotation speed of the engine is properly reduced within a certain range, and in the transition stage, the rotation speed of the engine is slowly transited. In the stable stage, the rotating speed of the engine is almost kept unchanged and a relatively stable state is kept.
Under extreme conditions such as a plateau, the air is thin, the oxygen content in the air is low, and the temperature of the compression top dead center in the cylinder is low, so that as shown in fig. 2, in an acceleration stage, the rotation speed of the engine stops continuously rising at a certain stage and stays near the certain rotation speed, and the stage is a speed stagnation stage (the position of an oval circle in fig. 2) of the acceleration stage. In the dead-speed period, the quality of formed gas mixture in the cylinder is seriously deteriorated, and the problem that the engine is continuously ignited for a plurality of cycles to cause starting failure exists.
In order to solve this problem, the present embodiment provides an engine start control method for controlling a start mode of an engine, the engine start control method including the steps of: the start mode of the engine is divided into a normal injection mode and an injection optimization mode. When the starting of the engine is in an acceleration stage, if the engine is not in a speed stagnation period, selecting the starting mode as a normal injection mode; if the engine is in a stall period, the start mode is selected as an injection optimized mode for reducing the duration of the stall period.
The engine start control method provided by the embodiment controls whether the engine is in the retarded speed period respectively. When the diesel engine is not in the speed stagnation period, the normal injection mode is selected for control, so that the smooth operation of the acceleration stage in the starting process of the engine is ensured. When the diesel engine is in the stagnation period, the combustion parameters are adjusted by selecting the injection optimization mode, and the duration time of the stagnation period is reduced, so that the purpose of shortening the stagnation period is achieved, and the starting process is accelerated.
Under extreme working conditions such as plateau, the pressure and the temperature in the cylinder are reduced, and the mixed gas is lost at the combustion time of the cycle, so that the rotating speed of the diesel engine stops continuously rising at an acceleration stage and stays near a certain rotating speed to form a speed stagnation period. Aiming at the reasons of the generation of the retardation speed period in the starting process of the engine, two important indexes of the retardation speed period, namely the temperature and the pressure in the cylinder, can be obtained.
And according to the reason of the generation of the lag period in the starting process of the engine, the control of the injection optimization mode is realized by adjusting combustion parameters. Specifically, the main injection angle in the injection optimization mode is smaller than the main injection angle in the normal injection mode. Along with the reduction of the main spray angle, the compression degree of the mixed gas is increased, so that the temperature in the cylinder is improved, the effect of optimizing the combustion process in the cylinder in the speed stagnation period is achieved, and the duration time of the speed stagnation period is further avoided as far as possible. It is understood that the main injection angle is appropriately reduced to some extent, and cannot be reduced in a large range, for example, the main injection angle may be reduced from 15 ° to 12 °.
Specifically, the rail pressure in the injection optimization mode is greater than the main rail pressure in the normal injection mode. The existing rail pressure injection can not be adjusted, and the fuel atomization degree is improved by increasing the rail pressure so as to improve the formation quality of mixed gas in a cylinder, thereby playing the role of optimizing the combustion environment and ensuring the accelerated ignition of the mixed gas. It will be appreciated that the rail pressure is suitably increased to some extent and cannot be increased sharply over a wide range.
Further, if the engine is not in the lag phase, meaning that the start of the engine is in a normal acceleration phase, the normal injection mode is selected as the start mode. Under the normal injection mode, control according to the required burning parameter of engine normal start, utilize current normal injection mode just can satisfy the needs, need not to adjust burning parameter or set up one set of mode of starting alone, it is simple, convenient, manufacturing cost is lower.
Whether the engine is in the speed stagnation period or not needs to be evaluated according to a plurality of parameters. When the first preset condition, the second preset condition, the third preset condition and the fourth preset condition are simultaneously met, the engine is in a speed stagnation period. When at least one of the first preset condition, the second preset condition, the third preset condition and the fourth preset condition is not met, the engine is not in the speed stagnation period. The engine is in the speed-lag period only under the condition that the first preset condition, the second preset condition, the third preset condition and the fourth preset condition are simultaneously met, but the engine is not in the speed-lag period when one preset condition is not met.
The following explains the four preset conditions, i.e., the first preset condition, the second preset condition, the third preset condition, and the fourth preset condition, respectively.
For the first preset condition, the engine is in a dragging state, the engine does not rotate by itself, the engine is dragged to rotate by the starter, and the running state of the engine is in the dragging state.
And for the second preset condition, according to a map of an engine cold bin test, the abscissa represents the dragging rotating speed of the engine, the ordinate represents the battery voltage and the water pump, the dragging rotating speed is obtained by calibrating different battery voltages and water temperatures, and when the current rotating speed of the engine is greater than the dragging rotating speed of the engine, the second preset condition is taken. If the current speed of the engine is less than the motoring speed of the engine, a reverse motoring condition may result. Wherein the dragging speed is the average value or the maximum value of the dragging speed of the engine in the dragging stage.
And for a third preset condition, the third preset condition is that the difference between the current rotating speed of the engine and the rotating speed of the engine in the previous cycle is less than or equal to a preset rotating speed value. In this way, the rotational speed of the engine is constant within a certain range, and therefore, the engine is retained near a certain rotational speed, thereby forming a speed-stagnation period.
For the fourth preset condition, the fourth preset condition is that the current acceleration of the engine is less than or equal to the acceleration of the engine in the previous cycle. By adopting the arrangement, the acceleration of the engine has a tendency of reducing in a period of time, and the situation that the rotating speed is continuously increased by a large amplitude is avoided.
When the first preset condition, the second preset condition, the third preset condition and the fourth preset condition are simultaneously met, the information is transmitted to the ECU, the ECU can judge that the engine is in a stall period, at the moment, the starting mode adopts an injection optimization mode, namely, the delay period of the diesel engine is shortened, the combustion condition in the cylinder is optimized, the duration time of the stall period is shortened through properly reducing a main injection angle, increasing rail pressure and the like, and therefore the diesel engine is quickly started.
As shown in fig. 3, the steps of the engine start control method provided in the present embodiment are as follows:
s1, judging whether an engine is in a dragging state, if so, executing S2, and if not, executing S3;
s2, judging whether the current rotating speed of the engine is greater than the dragging rotating speed of the engine or not, if so, executing S21, and if not, executing S3;
s21, judging whether the difference between the current rotating speed of the engine and the rotating speed of the engine in the previous cycle is smaller than or equal to a preset rotating speed value, if so, executing S22, otherwise, executing S3;
s22, judging whether the current acceleration of the engine is smaller than or equal to the acceleration of the engine in the previous cycle, if so, executing S23, and if not, executing S3;
s23, selecting the starting mode as an injection optimization mode, and returning to S1;
and S3, selecting the starting mode as the normal injection mode, and returning to S1.
It can be understood that, in the present embodiment, the first preset condition, the second preset condition, the third preset condition and the fourth preset condition are taken as an example for sequentially determining, and the determination of the first preset condition, the second preset condition, the third preset condition and the fourth preset condition can be interchanged in position, which is within the protection scope of the present embodiment.
The embodiment also provides the engine, and the starting control is carried out by adopting the engine starting control method, so that the speed delay period can be shortened, the in-cylinder combustion is optimized, and the condition of starting failure caused by continuous and multiple-cycle fire is avoided.
The embodiment also provides a vehicle comprising the engine, and the vehicle is prevented from being started in failure due to continuous fire of a plurality of cycles.
In the description herein, it is to be understood that the terms "upper", "lower", "right", and the like are based on the orientations and positional relationships shown in the drawings and are used for convenience in description and simplicity in operation, but do not indicate or imply that the referenced devices or elements must have a particular orientation, be constructed in a particular orientation, and be constructed in a particular operation, and thus should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used merely for descriptive purposes and are not intended to have any special meaning.
In the description herein, references to "an embodiment," "an example" or the like are intended to mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example.
In addition, the foregoing is only the preferred embodiment of the present invention and the technical principles applied. Those skilled in the art will appreciate that the present invention is not limited to the particular embodiments described herein, and that various obvious changes, rearrangements and substitutions will now be apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims (5)

1. An engine start control method for controlling a start mode of an engine, the start mode of the engine being divided into a normal injection mode and an injection optimization mode, the engine start control method comprising the steps of:
when the starting of the engine is in an acceleration stage, if the engine is not in a speed stagnation period, selecting the starting mode as a normal injection mode; if the engine is in the speed stagnation period, selecting the starting mode as an injection optimization mode for reducing the duration of the speed stagnation period;
the rail pressure in the injection optimization mode is greater than the main injection rail pressure in the normal injection mode;
when the first preset condition, the second preset condition, the third preset condition and the fourth preset condition are simultaneously met, the engine is in a speed-stagnation period;
when at least one of the first preset condition, the second preset condition, the third preset condition and the fourth preset condition is not met, the engine is not in a speed stagnation period;
the first preset condition is that the engine is in a dragging state;
the second preset condition is that the current rotating speed of the engine is greater than the dragging rotating speed of the engine;
according to a map of an engine cold bin test, obtaining a dragging rotating speed by calibrating different battery voltages and water temperatures;
the third preset condition is that the difference between the current rotating speed of the engine and the rotating speed of the engine in the previous cycle is less than or equal to a preset rotating speed value;
the fourth preset condition is that the current acceleration of the engine is less than or equal to the acceleration of the engine in the previous cycle.
2. The engine start control method according to claim 1, characterized in that the main injection angle in the injection optimization mode is smaller than the main injection angle in the normal injection mode.
3. The engine start control method according to claim 1, characterized in that in the normal injection mode, control is performed in accordance with a combustion parameter required for normal start of the engine.
4. An engine characterized in that start control is performed by the engine start control method according to any one of claims 1 to 3.
5. A vehicle characterized by comprising the engine of claim 4.
CN202011634507.4A 2020-12-31 2020-12-31 Engine starting control method, engine and vehicle Active CN112780425B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202011634507.4A CN112780425B (en) 2020-12-31 2020-12-31 Engine starting control method, engine and vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202011634507.4A CN112780425B (en) 2020-12-31 2020-12-31 Engine starting control method, engine and vehicle

Publications (2)

Publication Number Publication Date
CN112780425A CN112780425A (en) 2021-05-11
CN112780425B true CN112780425B (en) 2023-04-18

Family

ID=75754879

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202011634507.4A Active CN112780425B (en) 2020-12-31 2020-12-31 Engine starting control method, engine and vehicle

Country Status (1)

Country Link
CN (1) CN112780425B (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113586274B (en) * 2021-09-14 2023-01-24 潍柴动力股份有限公司 Engine injection angle control method and engine

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004308586A (en) * 2003-04-08 2004-11-04 Toyota Motor Corp Method for determining abnormal factor and device for coping with abnormality for diesel engine
JP4096942B2 (en) * 2004-12-14 2008-06-04 トヨタ自動車株式会社 Fuel injection control device for internal combustion engine
JP5639387B2 (en) * 2010-06-07 2014-12-10 富士重工業株式会社 Diesel engine start control device

Also Published As

Publication number Publication date
CN112780425A (en) 2021-05-11

Similar Documents

Publication Publication Date Title
JP5423720B2 (en) Control method and control device for spark ignition engine
US6912989B2 (en) Fuel injection control device for a direct fuel injection engine
US7831377B2 (en) Ignition timing control system and method for internal combustion engine and engine control unit
JP6049921B1 (en) Gas engine control method and gas engine drive system
JP4297288B2 (en) Control method of ignition timing of premixed compression ignition engine
EP3284934B1 (en) Engine control apparatus, and engine control method
JP2006329158A (en) Controller for spark ignition type cylinder injection type internal combustion engine
JP2002276404A (en) Compression ignition type internal combustion engine
JP2013068165A (en) Starting control device of compression self-ignition engine
US9926838B2 (en) Control system for spark-ignition internal combustion engine
CN112780425B (en) Engine starting control method, engine and vehicle
JPWO2010095262A1 (en) Fuel property determination device for internal combustion engine
JP4089109B2 (en) Ignition control device for internal combustion engine
RU2606963C1 (en) Device of internal combustion engine fuel properties determining
JP2010007581A (en) Air fuel ratio control device
JP2011012555A (en) Control device for internal combustion engine
JP4117799B2 (en) Control method of ignition timing of premixed compression ignition engine
JP5589730B2 (en) Gasoline engine combustion control device
CN111636970A (en) Cold start oil injection ignition control method based on composite injection engine
JP7222869B2 (en) internal combustion engine controller
US11293395B2 (en) Control device for engine
JP2019132242A (en) Control device for engine
US9815465B2 (en) Control device for an internal combustion engine
JP2000080944A (en) Combustion control device for internal combustion engine
CN113586274B (en) Engine injection angle control method and engine

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant