CN113250841B - High-pressure common rail fuel injection system and rail pressure control method thereof - Google Patents

High-pressure common rail fuel injection system and rail pressure control method thereof Download PDF

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CN113250841B
CN113250841B CN202110680048.1A CN202110680048A CN113250841B CN 113250841 B CN113250841 B CN 113250841B CN 202110680048 A CN202110680048 A CN 202110680048A CN 113250841 B CN113250841 B CN 113250841B
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control valve
pressure
signal
driving current
rail
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CN113250841A (en
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张子威
吴小军
徐春龙
奚星
孙树平
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China North Engine Research Institute Tianjin
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China North Engine Research Institute Tianjin
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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
    • 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
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • 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
    • F02D41/3827—Common rail control systems for diesel engines
    • 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
    • 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
    • F02D2041/141—Introducing closed-loop corrections characterised by the control or regulation method using a feed-forward control element
    • 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
    • F02D2041/1413—Controller structures or design
    • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0602—Fuel pressure
    • 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

Abstract

The invention provides a rail pressure control method of a high-pressure common rail fuel injection system, which comprises the following steps: s1, obtaining the rotation speed and rail pressure of an engine, and determining the running condition, torque and oil injection quantity of the engine; s2, obtaining a driving current signal of a target rail pressure value and a target opening degree of the pressure control valve; s3, obtaining a rail pressure deviation value and a driving current deviation signal; s4, performing closed-loop control on a pressure control valve driving current signal according to the rail pressure deviation signal; and carrying out closed-loop control on the driving current signal of the volume control valve according to the driving current deviation signal of the pressure control valve and the oil injection quantity. The invention adopts feedforward control and feedback control of the pressure control valve and the volume control valve to realize rail pressure control of the common rail system together, can precisely control rail pressure, fuel supply and return oil quantity in the system and fuel temperature in the system, and reduces energy loss of the system.

Description

High-pressure common rail fuel injection system and rail pressure control method thereof
Technical Field
The invention belongs to the technical field of diesel engine fuel injection, and particularly relates to a high-pressure common rail fuel injection system and a rail pressure control method thereof.
Background
The quick response, stability and accuracy of the rail pressure control in the high-pressure common rail system of the diesel engine determine the injection and combustion characteristics of the fuel, and the high-pressure common rail system of the diesel engine plays a vital role in improving the working efficiency of the diesel engine. Therefore, rail pressure control plays a key role in the field of diesel fuel injection.
In the high-pressure common rail system, when the high-pressure fuel quantity delivered by the high-pressure fuel feed pump is larger than the required quantity of the system, redundant fuel in the common rail pipe can flow back to the fuel tank through the fuel return pipe, so that energy loss and increased load of the diesel engine are caused, and further the fuel consumption rate is increased. In addition, redundant return oil is repeatedly conveyed, so that the temperature of fuel oil can be increased, and the stability and reliability of the operation of parts of the high-pressure common rail system are affected.
Therefore, in addition to achieving accurate control of rail pressure, there is a need to control the fuel temperature of the high pressure common rail system under transient and steady state conditions, particularly in the return line connecting the common rail to the tank. Excessive fuel temperature in the return line can cause fuel evaporation and even damage to the return line.
Disclosure of Invention
In view of the above, the present invention aims to provide a high-pressure common rail fuel injection system and a rail pressure control method thereof, which can make rail pressure control accurate under steady-state working conditions, and make rail pressure control response quick under transient working conditions, and can control fuel temperature in the common rail system within a specified range.
In order to achieve the above purpose, the technical scheme of the invention is realized as follows:
in a first aspect, the invention provides a high-pressure common rail fuel injection system, which comprises a fuel tank, a low-pressure fuel delivery pump, a high-pressure fuel supply pump, a common rail pipe and a fuel injector which are sequentially communicated through pipelines, wherein the common rail pipe and a fuel return pipe of the fuel injector are connected with the fuel tank, and the high-pressure common rail fuel injection system further comprises an electronic controller unit; a volume control valve for controlling the fuel quantity input into the common rail pipe is arranged between the low-pressure fuel delivery pump and the high-pressure fuel supply pump, one end of the common rail pipe is provided with a pressure control valve, and the other end of the common rail pipe is provided with a rail pressure sensor; the electronic controller unit comprises an information processor module and a memory module, wherein the processor module executes instructions in the memory and sends PWM pulse width modulation driving signals to the volume control valve and the pressure control valve according to instruction results.
The electronic controller unit is in signal connection with a sensor module for collecting information of engine working and environmental states, an engine rotating speed sensor, a rail pressure sensor, a volume control valve and a pressure control valve.
In some implementations of the first aspect, the common rail and the return oil of the fuel injector converge and then flow through the radiator and into the fuel tank.
In some implementations of the first aspect, a fuel filter is disposed between the high-pressure fuel supply pump and the low-pressure fuel supply pump, and the fuel output port of the fuel filter and the fuel input port of the volume control valve are both communicated with a fuel input port of a vent valve and a fuel input port of an overflow valve through fuel delivery pipes.
In a second aspect, the present invention provides a rail pressure control method for a high pressure common rail fuel injection system, including the steps of:
s1, acquiring an engine speed RPM and a rail pressure RP, and determining an engine operation condition RM, a torque RT and an oil injection quantity IQ;
s2, judging the working state according to the engine operation condition RM, the engine speed RPM, the torque RT and the oil injection quantity IQ to obtain a target rail pressure value P tar And a driving current signal PVC of a target opening degree of the pressure control valve tar ；
S3, the target rail pressure value P tar And the actual rail pressure P r After the comparison, the deviation value P of the rail pressure is calculated ERR Driving current signal PVC for controlling target opening degree of pressure control valve tar And a driving current signal PVC of the actual opening of the pressure control valve c After the comparison processing, a driving current deviation signal PVC is obtained ERR ；
S4, according to the rail pressure deviation signal P ERR Performing closed-loop control on a pressure control valve driving current signal; according to the pressure control valve driving current deviation signal PVC ERR And the oil injection quantity IQ is used for carrying out closed-loop control on the driving current signal of the volume control valve.
In some implementations of the second aspect, the target rail pressure value P tar The calculation method of (1) is as follows: judging the running condition of the engine according to the torque RT and the engine speed RPM, determining a target rail pressure basic value, compensating and correcting the current rail pressure according to the signal detected by the sensor module, and outputting a first target rail pressure corrected value after calculation; the target rail pressure basic value and the first target rail pressure correction value are accumulated, and a target rail pressure value P is output after calculation tar 。
In some implementations of the second aspect, the deviation value P of the rail pressure ERR The calculation method of (1) is as follows: the target rail pressure value P tar Filtering to obtain a target rail pressure filtering signal; the target rail pressure filtering signal and the actual rail pressure P acquired by the rail pressure sensor are processed r Adding and calculating to output rail pressure deviation value P ERR 。
In some implementations of the second aspect, the rail pressure deviation signal P ERR To pressureA method of controlling a valve drive current signal for closed loop control comprising the steps of:
calculating a feedforward PWM (pulse width modulation) driving signal of the output pressure control valve according to the target rail pressure filtering signal pulse finding graph;
according to the rail pressure deviation value P ERR Correcting and calculating the rail pressure deviation signal by adopting a PID algorithm, and obtaining a feedback PWM (pulse Width modulation) driving signal of the pressure control valve through a pulse checking general chart;
adding the feedforward PWM driving signal and the feedback PWM driving signal to calculate and output a pressure control valve driving current signal;
and judging the state of the engine, outputting a pressure control valve driving current signal meeting the preset duty ratio limit range through calculation according to the pressure control valve driving current signal, and adjusting the opening degree of the pressure control valve through the pressure control valve driving current signal so as to control the oil drainage quantity of the common rail pipe.
In some implementations of the second aspect, the drive current signal PVC of the target opening of the pressure control valve tar The calculation method of (1) is as follows: calculating the target opening of the pressure control valve according to the torque RT and the engine speed RPM, and calculating a driving current signal PVC corresponding to the target opening of the output pressure control valve through the corresponding relation tar 。
In some implementations of the second aspect, the drive current bias signal PVC ERR The calculation method of (1) is as follows: the rail pressure is compensated and corrected according to the signal detected by the sensor module, and a second target rail pressure correction signal is output after the operation of the look-up table; drive current signal PVC for controlling target opening degree of pressure control valve tar The second target rail pressure correction signal and the pressure control valve driving current signal are accumulated to output a pressure control valve driving current deviation signal PVC ERR 。
In some implementations of the second aspect, the current bias signal PVC is driven according to a pressure control valve ERR And the method for carrying out closed-loop control on the driving current signal of the volume control valve by using the oil injection quantity IQ comprises the following steps:
signalling the deviation of the pressure control valve drive currentNumber PVC ERR Outputting a driving current deviation filtering signal of the pressure control valve after filtering;
calculating a pressure control valve driving current deviation filtering signal by adopting a PID algorithm, and calculating and outputting a feedback PWM (pulse Width modulation) driving signal of a corresponding volume control valve through a corresponding relation;
obtaining a feedforward PWM pulse width modulation driving signal of the volume control valve after look-up table operation according to the oil injection quantity IQ;
adding the feedforward PWM pulse width modulation driving signal and the feedback PWM pulse width modulation driving signal of the volume control valve, and outputting a volume control valve driving current signal after operation;
and judging the working state of the engine, calculating and outputting a volume control valve driving current signal meeting the preset volume control valve duty ratio limit value range according to the volume control valve driving current signal, and adjusting the opening degree of the volume control valve through the volume control valve driving current signal so as to control the oil quantity delivered to the high-pressure oil supply pump.
Compared with the prior art, the invention has the following advantages:
the system and the method adopt feedforward control and feedback control of the pressure control valve and the volume control valve to jointly realize rail pressure control of a common rail system, and can accurately control rail pressure, fuel supply and fuel return in the system; the rail pressure control under the steady-state working condition can be accurate, and the rail pressure control response under the transient working condition is quick; meanwhile, the temperature of the fuel oil in the common rail system can be controlled within a specified range, the oil return temperature is reduced, and the energy loss of the system is reduced.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention. In the drawings:
FIG. 1 is a schematic diagram of a high pressure common rail fuel injection system for a diesel engine according to an embodiment of the present invention;
fig. 2 is a basic architecture diagram of an internal rail pressure control algorithm of an electronic control unit of a high-voltage common rail system according to an embodiment of the present invention;
fig. 3 is a flow chart of a rail pressure control method of the high-pressure common rail system according to the embodiment of the invention.
Detailed Description
It should be noted that, without conflict, the embodiments of the present invention and features of the embodiments may be combined with each other.
In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first", "a second", etc. may explicitly or implicitly include one or more such feature. In the description of the present invention, unless otherwise indicated, the meaning of "a plurality" is two or more.
In the description of the present invention, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art in a specific case.
The invention will be described in detail below with reference to the drawings in connection with embodiments.
In order to achieve accurate control of rail pressure, as shown in fig. 1, the present invention provides a diesel engine high pressure common rail fuel injection system 100, comprising: the fuel tank 101, the low-pressure delivery pump 102, the fuel filter 103, the volume control valve 104, the high-pressure delivery pump 105, the exhaust valve 106, the relief valve 107, the common rail 108, the fuel injector 110, the pressure control valve 114, the radiator 117, the electronic controller unit 119, the engine speed sensor 127, and the sensor module 128.
The oil tank 101, the low-pressure oil delivery pump 102, the high-pressure oil delivery pump 105, the common rail pipe 108 and the oil sprayer 110 are sequentially communicated through pipelines, specifically, the common rail pipe 108 is respectively connected with the oil sprayer 110 and the high-pressure oil delivery pump 105 through high-pressure oil pipes, and the common rail pipe 108 and an oil return pipe of the oil sprayer 110 are connected with the oil tank 101; (II), (III), (V), (;
the low-pressure fuel pump 102 is provided with a fuel input port, a low-pressure fuel pipe is used for communicating the low-pressure fuel pump 102 with the fuel tank 101, a fuel output end of the low-pressure fuel pump 102 is communicated with a fuel input end of the volume control valve 104 through the low-pressure fuel pipe, a fuel filter 103 is arranged between the low-pressure fuel pump 102 and the volume control valve 104, and a fuel output end of the volume control valve 104 is connected with the high-pressure fuel supply pump 105.
The fuel output port of the high-pressure fuel feed pump 105 is connected with the fuel input end of the common rail pipe 108 through the high-pressure fuel pipe 109; the fuel output end of the common rail 108 is connected with a fuel injector 110; as shown in FIG. 1, high pressure common rail fuel injection system 100 includes 5 injectors, indicated by reference numerals 110a-110e, respectively, with fuel inlets of injectors 110a-110e connected to common rail 108 via high pressure fuel lines 111a-111e, respectively, and oil return ends of injectors 110a-110e connected to low pressure return line 113 via fuel lines 112a-112e, respectively.
One end of the common rail pipe 108 is provided with a rail pressure sensor 124, and the other end is provided with a pressure control valve 114; an oil return pipe 115 led out from the fuel output end of the pressure control valve 114 is connected with an oil return pipe 113 connected with the fuel injector 111 together and is connected with a radiator 117 through an oil pipe 116, the fuel output end of the radiator 117 is communicated with the fuel tank, and the radiator 117 is used for absorbing the heat of the fuel in the oil return pipe 116, reducing the oil return temperature and reducing the energy loss of the system.
The exhaust valve 106 is used for releasing air in the common rail system to the oil tank 101; and a relief valve 107 for releasing excessive fuel in an oil passage connecting the fuel filter 103 and the volume control valve 104 to the fuel tank 101. The exhaust valve 106 and the fuel input port of the overflow valve 107 are communicated with the fuel output port of the fuel filter 103 and the fuel input port of the volume control valve 104 through oil delivery pipes; the fuel output end of the vent valve 106 is communicated with the fuel tank 101, and the fuel output end of the relief valve 107 is communicated with the return line of the high-pressure fuel feed pump 105.
The electronic controller unit 119 comprises a processor module 120 and a memory module 121, the processor module 120 executing instructions conveyed by the memory module 121 and issuing PWM pulse width modulated drive signals to the volume control valve 104 and the pressure control valve 114 via signal paths 122 and 123, respectively, for adjusting the opening of the valve (i.e. the equivalent cross-sectional area of the valve opening); the volume control valve 104 controls the amount of fuel supplied to the high-pressure feed pump 105 and the common rail pipe 108, and the pressure control valve 114 controls the amount of discharged fuel from the common rail pipe 108.
The rail pressure sensor 124 and the engine speed sensor 126 are connected to the electronic control unit 119 via a signal path 125 and a signal path 127, respectively; the sensor module 128 for collecting engine operation and environmental conditions is connected to the electronic control unit 119 via a signal path 129, and the sensor module 128 includes an atmospheric pressure sensor, an air temperature sensor, a cylinder pressure sensor, a cylinder temperature sensor, an exhaust gas temperature sensor, a coolant temperature sensor, a fuel temperature sensor, an engine oil pressure sensor, an accelerator sensor, an air flow sensor, and the like.
As shown in fig. 2, the present invention provides an algorithm basic architecture 200 for precisely controlling rail pressure by an electronic controller unit 119 of a high-pressure common rail fuel injection system of a diesel engine, wherein the basic architecture 200 includes: the target rail pressure calculation module 202, the first rail pressure correction calculation module 204, the first adder 206, the first filtering module 208, the first feedforward control module 210, the second adder 212, the first feedback control module 214, the third adder 216, the first override module 218, the first saturation module 220, the pressure control valve target opening calculation module 222, the second rail pressure correction calculation module 224, the fourth adder 226, the second filtering module 228, the second feedback control module 230, the second feedforward control module 232, the fifth adder 234, the second override module 236, the second saturation module 238,
the target rail pressure calculation module 202 determines the operating condition of the engine based on the current engine torque value RT and the rotational speed value RPM, and determines a target rail pressure base value (where the engine rotational speed value is calculated by filtering the crankshaft position signal detected by the engine rotational speed sensor 126 with the signal processor module 121; and the torque value is determined based on the engine rotational speed value and the signal detected by the accelerator pedal sensor).
The first rail pressure correction module 204 compensates and corrects the current rail pressure according to the signals detected by the sensor module 129 of the engine operation and the environmental state, and outputs the target rail pressure correction value after calculation.
The first adder 206 adds up the target rail pressure basic value and the target rail pressure correction value, and outputs a target rail pressure value after operation.
The first filtering module 208 receives the target rail pressure value, performs filtering processing on the target rail pressure value, and outputs a target rail pressure filtering signal.
The first feed forward module 210 receives the target rail pressure filtered signal and calculates a feed forward PWM pulse width modulated drive signal for the output pressure control valve via a look-up pulse map.
The second adder 212 performs an addition calculation on the target rail pressure filtered signal and the actual rail pressure signal acquired by the rail pressure sensor, and outputs a rail pressure deviation signal Δp after the calculation.
The first feedback control module 214 receives the rail pressure deviation signal Δp, performs correction calculation on the rail pressure deviation signal by using a PID algorithm, and obtains a feedback PWM pulse width modulation driving signal of the pressure control valve through a pulse finding map.
The third adder 216 adds the feedforward PWM pulse width modulated drive signal to the feedback PWM pulse width modulated drive signal to output a pressure control valve drive current signal.
The first override module 218 is operable to determine an engine condition and communicate a pressure control valve drive current signal to the first saturation module 220.
The first saturation module 220 sets a maximum value and a minimum value of the duty ratio of the pressure control valve, outputs a pressure control valve driving current signal within a duty ratio limiting range after operation, and adjusts the opening degree of the pressure control valve 114 through the pressure control valve driving current signal to accurately control the oil drainage amount of the common rail 108, so that the temperature of the fuel in the oil return pipe 115 is kept within a specified range.
The pressure control valve target opening driving module 222 calculates a target opening of the pressure control valve 114 from the current engine torque value RT and the rotational speed value RPM, and calculates a driving current signal of the output pressure control valve target opening by a correspondence relation.
The second rail pressure correction module 224 compensates and corrects the rail pressure based on the signal detected by the sensor module 129 that reflects the engine operating and environmental conditions, and outputs a target rail pressure correction signal after a look-up calculation.
The fourth adder 226 adds up the target opening driving current signal outputted from the pressure control valve target opening driving module 222, the target rail pressure correction signal outputted from the in-rail pressure correction module 224, and the pressure control valve driving current signal outputted from the first saturation block 220, and outputs a pressure control valve driving current deviation signal PVC ERR 。
The second filter module 228 receives the pressure control valve drive current bias signal PVC ERR And outputting a current deviation filtering signal driven by the pressure control valve.
The second feedback control module 230 calculates the pressure control valve driving current deviation filtering signal by using a PID algorithm, and outputs a corresponding feedback PWM pulse width modulation driving signal of the volume control valve 104 through a corresponding relation operation.
The second feedforward control module 232 obtains the feedforward PWM driving signal of the volume control valve 104 according to the injection quantity IQ after look-up table operation.
The fifth adder 234 adds the feedforward PWM pulse width modulation driving signal and the feedback PWM pulse width modulation driving signal of the volume control valve, and outputs a volume control valve driving current signal after operation.
The second override control module 236 is operable to determine an operating state of the engine and communicate a volume control valve drive current signal to the second saturation module 238.
The second saturation module 238 is configured to set an upper limit value and a lower limit value (a duty limit value range) of a duty ratio of the volume control valve, output a volume control valve driving current signal within the duty limit value range after operation, and adjust an opening degree of the volume control valve 104 by the volume control valve driving current signal to control an amount of oil delivered to the high pressure oil feed pump 105.
Based on the algorithm architecture, as shown in fig. 3, the control method 300 of the rail pressure of the high-pressure common rail fuel injection system of the diesel engine can be implemented, and the control method 300 includes the following steps:
a. the electronic control unit 119 collects engine speed RPM, rail pressure RP, and other signals from the sensor module 128 for engine operation and environmental condition detection, and determines engine operating conditions RM, torque RT, and injection quantity IQ.
b. The electronic control unit 119 determines the operating state according to the engine operating condition RM, the engine speed RPM, the torque RT, and the injection quantity IQ to obtain a target rail pressure value P tar Drive current signal PVC corresponding to target opening of pressure control valve tar 。
c. The electronic control unit 119 sets the target rail pressure P tar And the actual rail pressure P r After the comparison, the deviation value P of the rail pressure is calculated ERR . The electronic control unit controls the driving current signal PVC of the target opening degree of the valve tar And the actual drive current signal PVC of the pressure control valve c After the comparison processing, a driving current deviation signal PVC is obtained ERR 。
d. According to the rail pressure deviation signal P ERR The drive current signal of the pressure control valve 114 is closed-loop controlled.
e. According to the pressure control valve driving current deviation signal PVC ERR And an injection amount IQ, the drive current signal of the volume control valve 104 is closed-loop controlled.
The closed-loop control of the rail pressure is realized by the closed-loop control of the opening degrees of the volume control valve 104 and the pressure control valve 114, so that the rail pressure in the high-pressure common rail system can quickly reach the target value, and stable and accurate control of the rail pressure is ensured.
The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, alternatives, and improvements that fall within the spirit and scope of the invention.

Claims (4)

1. A rail pressure control method of a high-pressure common rail fuel injection system is characterized in that,
the oil tank (101), the low-pressure oil delivery pump (102), the high-pressure oil supply pump (105), the common rail pipe (108) and the oil injector (110) are sequentially communicated through pipelines, wherein the common rail pipe (108) is respectively connected with the oil injector (110) and the high-pressure oil supply pump (105) through the high-pressure oil pipe, and the common rail pipe (108) and an oil return pipe of the oil injector (110) are connected with the oil tank (101); the method is characterized in that: also comprises an electronic controller unit (119),
a volume control valve (104) for controlling the amount of fuel input into the common rail pipe (108) is arranged between the low-pressure fuel delivery pump (102) and the high-pressure fuel feed pump (105); one end of the common rail pipe (108) is provided with a pressure control valve (114) for controlling the oil unloading amount of the common rail pipe (108), and the other end of the common rail pipe is provided with a rail pressure sensor (124) for collecting the fuel pressure in the common rail pipe;
the electronic controller unit (119) comprises an information processor module (120) and a memory module (121), the information processor module (120) executes instructions in the memory module (121), and sends PWM pulse width modulation driving signals to the volume control valve (104) and the pressure control valve (114) according to instruction results;
the electronic controller unit (119) is in signal connection with a sensor module (128) for collecting engine working and environmental state information, an engine rotating speed sensor (126), a rail pressure sensor (124), a volume control valve (104) and a pressure control valve (114);
the method comprises the following steps:
s1, acquiring an engine speed RPM and a rail pressure RP, and determining an engine operation condition RM, a torque RT and an oil injection quantity IQ;
s2, according to the engine operation condition RM, the engine speed RPM and the torque RTAnd oil injection quantity IQ to judge working state to obtain target rail pressure value P tar And a driving current signal PVC of a target opening degree of the pressure control valve tar The method comprises the steps of carrying out a first treatment on the surface of the Target rail pressure value P tar The calculation method of (1) is as follows:
determining an engine operating condition according to the torque RT and the engine speed RPM, determining a target rail pressure basic value,
compensating and correcting the current rail pressure according to the signal detected by the sensor module (128), and outputting a first target rail pressure corrected value after operation;
the target rail pressure basic value and the first target rail pressure correction value are accumulated, and a target rail pressure value P is output after calculation tar The method comprises the steps of carrying out a first treatment on the surface of the S3, the target rail pressure value P tar And the actual rail pressure P r After the comparison, the deviation value P of the rail pressure is calculated ERR Driving current signal PVC for controlling target opening degree of pressure control valve tar And a driving current signal PVC of the actual opening of the pressure control valve c After the comparison processing, a driving current deviation signal PVC is obtained ERR ；
S4, according to the rail pressure deviation signal P ERR Performing closed-loop control on a pressure control valve driving current signal; according to the pressure control valve driving current deviation signal PVC ERR And the oil injection quantity IQ is used for carrying out closed-loop control on the driving current signal of the volume control valve;
the calculation method of the deviation value PERR of the rail pressure comprises the following steps:
filtering the target rail pressure value Ptar to obtain a target rail pressure filtering signal;
adding the target rail pressure filtering signal and the actual rail pressure Pr acquired by the rail pressure sensor, and outputting a rail pressure deviation value PERR after operation;
the method for performing closed-loop control on the pressure control valve driving current signal according to the rail pressure deviation signal PERR comprises the following steps:
calculating a feedforward PWM (pulse width modulation) driving signal of the output pressure control valve according to the target rail pressure filtering signal pulse finding graph;
correcting and calculating a rail pressure deviation signal by adopting a PID algorithm according to the rail pressure deviation value PERR, and obtaining a feedback PWM pulse width modulation driving signal of the pressure control valve through a pulse checking general chart;
adding the feedforward PWM driving signal and the feedback PWM driving signal to calculate and output a pressure control valve driving current signal;
and judging the state of the engine, outputting a pressure control valve driving current signal meeting the preset duty ratio limit range through calculation according to the pressure control valve driving current signal, and adjusting the opening degree of the pressure control valve (114) through the pressure control valve driving current signal so as to control the oil drainage amount of the common rail pipe (108).
2. The method according to claim 1, characterized in that: drive current signal PVC of target opening degree of pressure control valve tar The calculation method of (1) is as follows:
calculating the target opening of the pressure control valve according to the torque RT and the engine speed RPM, and calculating a driving current signal PVC corresponding to the target opening of the output pressure control valve through the corresponding relation tar 。
3. The method according to claim 1, characterized in that: drive current deviation signal PVC ERR The calculation method of (1) is as follows:
the rail pressure is compensated and corrected according to the signal detected by the sensor module (128), and a second target rail pressure correction signal is output after the operation of a look-up table;
drive current signal PVC for controlling target opening degree of pressure control valve tar The second target rail pressure correction signal and the pressure control valve driving current signal are accumulated to output a pressure control valve driving current deviation signal PVC ERR 。
4. The method according to claim 1, characterized in that: according to the pressure control valve driving current deviation signal PVC ERR And the method for carrying out closed-loop control on the driving current signal of the volume control valve by using the oil injection quantity IQ comprises the following steps:
driving the pressure control valve with a current deviation signal PVC ERR Post-filtering output pressure control valve drive current bias filteringA signal;
calculating a pressure control valve driving current deviation filtering signal by adopting a PID algorithm, and outputting a corresponding feedback PWM pulse width modulation driving signal of the volume control valve (104) through corresponding relation operation;
obtaining a feedforward PWM pulse width modulation driving signal of the volume control valve (104) after look-up table operation according to the oil injection quantity IQ;
adding the feedforward PWM driving signal and the feedback PWM driving signal of the volume control valve (104), and outputting a volume control valve driving current signal after operation;
and judging the working state of the engine, calculating and outputting a volume control valve driving current signal meeting the preset volume control valve duty ratio limit value range according to the volume control valve driving current signal, and adjusting the opening degree of the volume control valve (104) through the volume control valve driving current signal so as to control the oil quantity delivered to the high-pressure oil supply pump (105).
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