CN113404603B - Vehicle engine control device and vehicle engine control method - Google Patents
Vehicle engine control device and vehicle engine control method Download PDFInfo
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- CN113404603B CN113404603B CN202010181487.3A CN202010181487A CN113404603B CN 113404603 B CN113404603 B CN 113404603B CN 202010181487 A CN202010181487 A CN 202010181487A CN 113404603 B CN113404603 B CN 113404603B
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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
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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
- 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
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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
- F02D2200/00—Input parameters for engine control
- F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
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- 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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Abstract
The present invention relates to a vehicle engine control device and a vehicle engine control method. A vehicle engine control apparatus for balancing engine oil dilution and particulate matter emission of an engine by optimizing injection timing of the engine, comprising: a determination unit that determines whether or not the engine needs to optimize the injection timing based on at least any one of the vehicle mileage and the air-fuel ratio correction value; and an injection time optimizing unit for adjusting the injection time according to a prescribed step length with the current injection time as the origin under each specified working condition of the engine when the judging unit judges that the injection time needs to be optimized, recording the air-fuel ratio correction coefficient corresponding to each injection time, selecting the injection time corresponding to the time when the air-fuel ratio correction coefficient is minimum as the injection time optimizing value, generating and applying the mapping between each specified working condition and the injection time optimizing value.
Description
Technical Field
The present invention relates to a vehicle engine control technology, and more particularly, to a vehicle engine control device and a vehicle engine control method for balancing engine oil dilution and particulate matter emission of an engine.
Background
With the increase of the driving range of the vehicle, problems such as part aging and carbon deposition generation occur after the engine of the vehicle runs for a long time. At this time, fuel and incomplete combustion products form an oil film on the cylinder wall surface of the engine, and the oil film is mixed into the engine oil with the movement of the piston, which results in the dilution of the engine oil. In the initial idle stage of engine start, poor fuel atomization tends to adhere to the wall surface of the cylinder, and the oil dilution phenomenon is particularly serious. Fig. 1 shows a graph of the oil dilution ratio versus the engine speed at the time when the engine load is 80. As shown in fig. 1, the engine oil dilution phenomenon is serious in the initial idle stage of the engine start, and the engine oil dilution ratio gradually decreases as the engine speed increases.
The dilution of the engine oil causes the problems of rising of the engine oil level, lowering of the engine oil pressure and increasing of the crankcase oil. In addition, dilution of the engine oil may lead to problems such as reduced viscosity of the engine oil, reduced life of the engine oil, and reduced lubrication and cooling effects, fuel economy, and dynamic properties of the engine oil.
Conventionally, in order to cope with the problem of oil dilution, there has been proposed a method of reducing the effect of oil dilution by injecting fuel at a position further up the piston by advancing the injection timing of the engine so as to reduce the area of fuel injection on the cylinder wall surface.
However, in this method, if the injection timing of the engine is advanced and the injection is performed at a position further up the piston, the area and the amount of fuel injected on the piston surface are increased, the fuel-air mixture is uneven, the combustion effect is deteriorated, and the Particulate Matter (PM) emission is deteriorated, and there is a possibility that the requirements of increasingly severe national standard PM emission regulations may not be met.
Further, patent document 1 discloses a system and method for reducing engine oil dilution by estimating an oil dilution quality index, setting an oil dilution threshold, and adjusting the injection timing of the engine when it is detected that the oil dilution amount exceeds the threshold level, thereby optimizing the oil dilution.
Prior Art
Patent document 1: chinese patent CN105240087a
Disclosure of Invention
Technical problem to be solved by the invention
However, in patent document 1, only the injection timing most favorable for engine oil dilution is taken into consideration when it is detected that the engine oil dilution amount exceeds the threshold level, but no consideration is taken to the PM emission deterioration that may result, so that the PM emission does not reach the standard. Thus, the balance between the engine oil dilution and the PM emission cannot be balanced, and continuous adjustment of the balance between the engine oil dilution and the PM emission cannot be achieved. Further, the estimation of the oil dilution ratio in patent document 1 is not accurate enough, and there is a problem of adjustment lag.
The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle engine control device and a vehicle engine control method that balance engine oil dilution and particulate matter emission of an engine by optimizing injection timing of the engine.
Technical proposal for solving the technical problems
The present invention relates to a vehicle engine control apparatus that balances engine oil dilution and particulate matter emission of an engine by optimizing injection timing of the engine, comprising: a determination unit that determines whether or not the engine needs to optimize an injection timing based on at least any one of a vehicle mileage and an air-fuel ratio correction value; and an injection time optimizing unit that, when the determining unit determines that the injection time needs to be optimized, adjusts the injection time according to a predetermined step length with the current injection time as an origin under each specified condition of the engine, records an air-fuel ratio correction coefficient corresponding to each injection time, selects an injection time corresponding to the minimum air-fuel ratio correction coefficient as an injection time optimizing value, and generates and applies a map of each specified condition and the injection time optimizing value.
Preferably, in the vehicle engine control device, the determining unit sets different mileage intervals according to a mileage range in which the current vehicle mileage is located, and determines that the injection timing needs to be optimized when the mileage interval is reached.
Preferably, in the vehicle engine control device, the determination means determines that the injection timing needs to be optimized when the air-fuel ratio correction value exceeds a predetermined upper limit value.
Preferably, in the vehicle engine control device, the determination means determines that the injection timing needs to be optimized when the number of times the air-fuel ratio correction value exceeds a predetermined upper limit value reaches a predetermined number of times.
Preferably, in the vehicle engine control device, the determination means updates the predetermined upper limit value when the average value of the air-fuel ratio correction value fluctuates by a predetermined proportion exceeding an allowable range.
Preferably, in the vehicle engine control device, the injection timing optimizing unit sets the specified condition by an engine speed and an engine load.
Preferably, in the vehicle engine control device, the injection timing optimizing unit obtains a plurality of the air-fuel ratio correction coefficients at each injection timing for each of the specified conditions, calculates an average value, and selects an injection timing corresponding to a minimum average value as the injection timing optimizing value.
The present invention also relates to a vehicle engine control method for balancing engine oil dilution and particulate matter emission of an engine by optimizing injection timing of the engine, comprising the steps of: a determination step of determining whether or not the engine needs to optimize the injection timing based on at least any one of the vehicle mileage and the air-fuel ratio correction value; and an injection timing optimizing step of, when it is determined by the determining step that the injection timing needs to be optimized, adjusting the injection timing according to a predetermined step length with the current injection timing as an origin under each specified condition of the engine, recording an air-fuel ratio correction coefficient corresponding to each injection timing, selecting an injection timing corresponding to a time when the air-fuel ratio correction coefficient is minimum as an injection timing optimizing value, and generating and applying a map of each specified condition and the injection timing optimizing value.
The present invention also relates to a storage medium storing a program for causing a computer to execute the above-described vehicle engine control method.
Effects of the invention
According to the vehicle engine control device and the vehicle engine control method of the present invention, it is determined whether or not the engine needs to optimize the injection timing based on at least any one of the vehicle mileage and the air-fuel ratio correction value, and when it is determined that the engine needs to optimize the injection timing, the injection timing is adjusted to confirm the injection timing corresponding to the time when the air-fuel ratio correction coefficient is the smallest, whereby the injection timing is continuously optimized to achieve the balance of engine oil dilution and particulate matter emission of the engine.
Drawings
Fig. 1 is a graph showing the relationship between the oil dilution ratio and the engine speed at the time when the engine load is 80.
Fig. 2 is a graph showing the relationship between the engine oil dilution ratio and the PM emission amount and the injection timing, and the relationship between the closed-loop feedback target air-fuel ratio and the air-fuel ratio correction coefficient and the injection timing, respectively, under the actual condition 1 of the engine.
Fig. 3 is a graph showing the relationship between the engine oil dilution ratio and the PM emission amount and the injection timing, and the relationship between the closed-loop feedback target air-fuel ratio and the air-fuel ratio correction coefficient and the injection timing, respectively, under the actual condition 2 of the engine.
Fig. 4 is a block diagram showing the configuration of a vehicle engine control device according to the present invention.
Fig. 5 is a flowchart showing the overall operation of the vehicle engine control device according to the present invention.
Fig. 6 is a flowchart showing the operation of the determination means in the vehicle engine control device.
Fig. 7 is a flowchart showing the operation of the injection timing optimizing means in the vehicle engine control device.
Detailed Description
In the following, in order to explain the present invention in more detail, modes for carrying out the present invention will be described with reference to the accompanying drawings.
First, the theoretical principle of the present invention will be explained. In the closed-loop control of the engine, the possibility of fuel injection on the cylinder wall surface and the piston surface is low at the time when the injection amount is relatively small, so that it can be inferred that the engine oil dilution and Particulate Matter (PM) emission of the engine are optimal at this time. Since the engine oil dilution is severe during the initial idle phase of engine start, this is in the closed loop control region of the engine. The point at which the injection amount is the smallest, i.e., the point at which the closed-loop Fuel feedback is the smallest, is also the side at which the correction of the Air-Fuel ratio (a/f=air/Fuel) is closest to the lean side. Therefore, the inventors have deduced that the air-fuel ratio correction coefficient GAMMA is the balance point when it is the smallest, that is, when the air-fuel ratio correction is closest to the lean side.
Further, based on the formula of target air-fuel ratio (14.7) =actual air-fuel ratio by air-fuel ratio correction coefficient GAMMA in the closed-loop control, the actual air-fuel ratio is maximum at the point where the air-fuel ratio correction coefficient is minimum, and the mixture at this time is in a lean state, which is favorable for engine oil dilution.
The inventor performs experimental verification on the inference. The oil dilution Rate (Rate) and PM emission were monitored by adjusting the injection timing of the engine under 2 actual conditions of the engine. Fig. 2 and 3 show the monitoring results under 2 actual conditions, respectively. The relationship between the engine oil dilution Rate (Rate) and the PM emission amount and the injection timing is shown in the upper half of fig. 2 and 3, and the relationship between the closed-loop feedback target air-fuel ratio a/F and the air-fuel ratio correction coefficient GAMMA and the injection timing is shown in the lower half.
As can be seen from fig. 2 and 3, when both the engine oil dilution ratio and the PM emission amount are optimized, the air-fuel ratio correction coefficient GAMMA is at a minimum value. The following conclusions were thereby verified: when the air-fuel ratio correction coefficient GAMMA is at a minimum value, both the engine oil dilution ratio and the PM emission amount reach ideal conditions, and the balance of engine oil dilution and PM emission of the engine can be achieved.
Next, a specific configuration of the vehicle engine control device 1 according to the present embodiment will be described with reference to fig. 4.
As shown in fig. 4, the vehicle engine control device 1 includes a determination unit 11 and an injection timing optimization unit 12.
The determination unit 11 determines whether the engine needs to optimize the injection timing based on at least any one of the vehicle mileage and the air-fuel ratio correction value.
Specifically, the determination unit 11 sets two trigger conditions for optimizing the injection timing in accordance with the actual running state of the vehicle in the closed-loop control region of the engine.
< trigger condition 1. Determination based on vehicle mileage >
After a certain mileage of the vehicle, the injection timing is optimized in order to balance the effect of hardware aging on combustion. Specifically, different mileage intervals are set according to the mileage range where the current vehicle mileage is located, and when the mileage interval is reached, it is determined that the injection time needs to be optimized. Further, it may be set such that the mileage interval is set shorter as the vehicle running mileage is longer.
An example of the determination based on the vehicle mileage is as follows. Since the vehicle is in a good state when the vehicle mileage is within 1 ten thousand kilometers, the vehicle is not triggered within 1 ten thousand kilometers. In the interval of the vehicle with the driving mileage of 1-5 kilometers, the mileage interval K is set to be 2 kilometers, namely, the triggering is carried out every 2 kilometers, and the injection time is determined to be required to be optimized. In the interval of 5-10 km of the vehicle driving mileage, the mileage interval K is set to 1 km, namely, the triggering is carried out every 1 km, and the injection time is determined to be required to be optimized. In a section where the vehicle driving distance is 10 km or more, the distance interval K is set to 0.5 km, that is, the triggering is performed every 0.5 km, and it is determined that the injection timing needs to be optimized.
The above description has been made with respect to only one example of the determination based on the vehicle mileage, and in practical applications, different mileage ranges may be set for the vehicle mileage as needed, and different mileage intervals K may be set accordingly.
< trigger condition 2. Determination of correction value based on air-fuel ratio >
When the air-fuel ratio correction value is detected to exceed the predetermined upper limit value during the operation of the engine, the actual air-fuel ratio is made smaller, the fuel amount of the mixture is made larger, the mixture is made richer, and the fuel and the incomplete combustion products are mixed into the engine oil along with the movement of the piston, resulting in the dilution of the engine oil. In order to improve the current state in which the mixture is richer and the air-fuel ratio correction is larger, it is necessary to optimize the injection timing.
Therefore, the air-fuel ratio correction value may be set to trigger when it exceeds a predetermined upper limit value, and it may be determined that the injection timing needs to be optimized.
In order to avoid an occasional case where the fluctuation of the air-fuel ratio correction value is large, the trigger may be set to be triggered when the number of times the air-fuel ratio correction value exceeding the predetermined upper limit value is detected to be accumulated up to a predetermined number of times (for example, 5 times as an example), and it may be determined that the injection timing needs to be optimized.
Hereinafter, the setting of the predetermined upper limit value β will be specifically described with respect to the predetermined upper limit value β of the air-fuel ratio correction value.
First, during the running of the vehicle, the air-fuel ratio correction value of 1 km or less is recorded and stored, and the maximum value and the minimum value thereof are acquired, whereby the initial allowable range of the air-fuel ratio correction value is obtained. The initial value of the predetermined upper limit value β is set as the upper limit of the initial allowable range. That is, initially:
upper limit of allowable range=maximum value of air-fuel ratio correction value recorded within 1 ten thousand kilometers;
the lower limit of the allowable range=the minimum value of the air-fuel ratio correction value recorded within 1 ten thousand kilometers;
the maximum value of the air-fuel ratio correction value recorded within the upper limit value beta=1 ten thousand km is specified.
Since the air-fuel ratio correction value fluctuates as a whole becomes larger or smaller as the vehicle travels, the allowable range of the air-fuel ratio correction value and the predetermined upper limit value β are updated. When it is detected that the average value of the recorded air-fuel ratio correction values fluctuates by a predetermined proportion beyond the allowable range, it is determined that the allowable range and the predetermined upper limit value β need to be updated. The predetermined ratio is preferably 5% to 15%, more preferably 10%.
After it is determined that the allowable range and the predetermined upper limit value β need to be updated, in order to fully reflect the recent state of the vehicle, the maximum value MAX1, the minimum value MIN1, and the maximum value MAX2 and the minimum value MIN2 of the air-fuel ratio correction values recorded within 0.1 kilometers of the vehicle travel and within 0.2 kilometers of the vehicle travel can be acquired, respectively, and the new allowable range and the predetermined upper limit value β can be calculated according to the constant weights w1 and w 2. That is, after updating:
upper limit of the allowable range=w1×max1+w2×max2;
lower limit of the allowable range = w1 x min1+w2 x MIN2;
the upper limit value β=w1×max1+w2×max2 is specified.
In one example of the present invention, the weights w1 and w2 are set to 0.4 and 0.6, respectively, and the weights w1 and w2 may be set to other values as needed.
The determination unit 11 is configured to determine that the engine needs to optimize the injection timing when either the trigger condition 1 or the trigger condition 2 is satisfied.
If any triggering condition is established first, the current recorded value of the other triggering condition is cleared, and the judgment based on the driving mileage of the vehicle is carried forward to the next interval. For example, if the trigger condition that the air-fuel ratio correction value exceeds the predetermined upper limit value is established and the injection timing is optimized before the determination based on the vehicle mileage is satisfied, the injection timing is not optimized when the determination based on the vehicle mileage is satisfied at this time, and the determination based on the vehicle mileage is delayed until the next time. The purpose of this arrangement is to avoid frequent changes in injection timing leading to engine anomalies.
When it is determined by the determination unit 11 that the injection timing needs to be optimized, the injection timing optimizing unit 12 adjusts the injection timing at each specified condition of the engine in a predetermined step by using the current injection timing as the origin, records the air-fuel ratio correction coefficient corresponding to each injection timing, selects the injection timing corresponding to the minimum air-fuel ratio correction coefficient as the injection timing optimizing value, and generates and applies a map of each specified condition and the injection timing optimizing value.
Specifically, the specified operating condition of the engine may be set by the engine speed and the engine load. The term "adjusting the injection timing at a predetermined step length with the current injection timing as the origin" means that the injection timing is advanced and retarded at a predetermined step length (which may be set to 5 degrees, as an example) with the current injection timing as the origin. In addition, in order to ensure the reliability of the collected data, it may be set to acquire a plurality of (as one example, 3) air-fuel ratio correction coefficients GAMMA for each injection timing for each specified condition and average the injection timing corresponding to the minimum average value as the injection timing optimization value.
The overall operation of the vehicle engine control device 1 will be specifically described below with reference to a flowchart shown in fig. 5.
After the vehicle engine control device 1 starts to operate, the flow advances to step S1, where the determination means 11 determines whether or not the trigger condition for optimizing the injection timing is satisfied. Specifically, the flow of operations shown in fig. 6 is entered.
In fig. 6, after the start of the operation of the determination unit 11, the routine proceeds to step S101, where it is determined whether or not the closed-loop control flag is on, that is, whether or not the closed-loop control flag is in the closed-loop control region of the engine, and when it is determined that "yes" (Y), the routine proceeds to step S102. On the other hand, when the determination in step S101 is no (N), the routine returns to step S101 to continue the determination until the determination is yes, and the routine proceeds to step S102.
In step S102, it is determined whether or not the vehicle driving distance is 10 km or more, and when the determination is yes, it is determined in step S106 whether or not the current mileage is equal to the diagnostic mileage, that is, whether or not the mileage interval is reached, based on the mileage interval k=0.5 km set for the mileage range. If the determination is no, the flow advances to step S103.
In step S103, it is determined whether or not the vehicle travel distance is 5 ten thousand kilometers or more, and when the determination is yes, it is determined in step S106 whether or not the current mileage is equal to the diagnosis mileage, that is, whether or not the mileage interval is reached, based on the mileage interval k=1 ten thousand kilometers set for the mileage range. If the determination is no, the flow advances to step S104.
In step S104, it is determined whether or not the vehicle travel distance is 1 ten thousand kilometers or more, and when the determination is yes, it is determined in step S106 whether or not the current mileage is equal to the diagnosis mileage, that is, whether or not the mileage interval is reached, based on the mileage interval k=2 ten thousand kilometers set for the mileage range. If the determination is no, the flow advances to step S105.
In step S105, the air-fuel ratio correction value of 1 km or less is recorded and stored, the maximum value and the minimum value thereof are acquired, and the allowable range of the air-fuel ratio correction value and the initial value of the predetermined upper limit value β are generated as described above and applied to determination based on the air-fuel ratio correction value.
When it is determined in step S106 that the current mileage is equal to the diagnostic mileage (Y), it is determined that the trigger condition 1 is satisfied, and step S2 in fig. 5 is executed (step S107). Meanwhile, the diagnostic mileage is added with the corresponding mileage interval K in step S108, and the determination of step S101 is returned. On the other hand, when it is determined in step S106 that the current mileage is not equal to the diagnosis mileage (N), the process returns to the determination in step S101.
In the determination based on the air-fuel ratio correction value (a/F correction value), in step S109, it is determined whether or not the average value fluctuation of the air-fuel ratio correction value exceeds a predetermined proportion Δ (for example, set to 10%) of the allowable range, and when the determination is yes (Y), the allowable range and the predetermined upper limit value β need to be corrected (step S110). On the other hand, when it is determined as "no" (N), the process proceeds to step S113.
In step S111, the maximum value MAX1 and the minimum value MIN1 of the air-fuel ratio correction value recorded within 0.1 km/v after the vehicle travels and the maximum value MAX2 and the minimum value MIN2 of the air-fuel ratio correction value recorded within 0.2 km/v after the vehicle travels are acquired, and the new allowable range and the predetermined upper limit value β are calculated according to the weights 0.4 and 0.6. In step S112, a new predetermined upper limit value β is applied.
In step S113, it is determined whether or not the a/F correction value exceeds the predetermined upper limit value β, and if yes, the count value obtained by counting the number of times the predetermined upper limit value β is exceeded is incremented by 1, and the flow advances to step S115.
In step S115, it is determined whether or not the count value is greater than a predetermined number of times 5, and if yes, it is determined that the trigger condition 2 is satisfied, and step S2 in fig. 5 is executed (step S116). Meanwhile, the count value is zeroed in step S117, and the diagnostic mileage is added with the corresponding mileage interval K in step S118 (i.e., when the trigger condition 2 is established, the determination based on the vehicle mileage is continued to the next section), and the determination of step S101 is returned.
The operation flow in the determination unit 11 is described above, and the flow processing in fig. 5 is returned to.
In step S2, first, the operating condition of the engine in which data is recorded is specified. Different working condition tables can be generated according to different engine models. In the case where the specified condition is set by the engine speed and the engine load, for example, a condition table as shown in table 1 below is generated.
TABLE 1
Then, for each specified condition, the injection time is adjusted in a predetermined step by using the current injection time as the origin, and the air-fuel ratio correction coefficient GAMMA corresponding to each injection time is recorded. Specifically, under each specified condition, the current injection time is taken as the origin, the injection time is advanced and retarded by taking the step length of 5 degrees as the step length, and the air-fuel ratio correction coefficient GAMMA at each injection time is recorded. As an example of the recording result, it is possible to be as shown in table 2 below.
TABLE 2
In table 2, in order to secure the reliability of the acquired data, the values of 3 air-fuel ratio correction coefficients GAMMA are acquired at each injection timing, and the average value of the 3 values is calculated and recorded as gamma_ave. Of course, the number of values of the air-fuel ratio correction coefficient acquired at each injection timing is not limited to 3, and may be other number.
Then, in step S3, the injection timing corresponding to the minimum value of gamma_ave is selected as the injection timing optimization value. Specifically, for the gamma_ave obtained after the injection timing was adjusted under each specified condition, the minimum gamma_ave and the corresponding injection timing under each specified condition were selected, and the recording results shown in table 3 below were generated.
TABLE 3 Table 3
| Working conditions of | |
|
Working condition 3 | |
|
Working condition 6 | |
|
Working condition 9 | |
| At the time of spraying
| Injection time | 1 | |
Injection time 3 | |
|
Injection time 6 | |
|
Injection time 9 |
| GAMMA | 1GAMMA_ avemin | 2GAMMA_ avemin | 3GAMMA_ avemin | 4GAMMA_ avemin | 5GAMMA_ avemin | 6GAMMA_ avemin | 7GAMMA_ avemin | 8GAMMA_ avemin | 9GAMMA_ avemin |
In step S4, the injection timing MAP is generated. Specifically, the corresponding injection timing optimization value (i.e., the injection timing corresponding to the recorded minimum gamma_ave value) is filled in according to the engine speed and the engine load for each specified condition, and the map shown in table 4 below is generated.
TABLE 4 Table 4
In step S5, the generated injection timing map is stored, and a new injection timing is applied.
The above-described steps S2 to S5 are each performed by the injection timing optimizing unit 12. In fig. 7, a more detailed operation flow of the injection timing optimizing unit 12 is shown, and the operation flow is processed according to the conditions 1 to 121, respectively, to generate and apply the injection timing MAP.
Then, in fig. 6, in step S6, a new round of determination is performed again.
In this way, in the vehicle engine control device 1 according to the present embodiment, it is determined whether or not the engine needs to be optimized in terms of at least any one of the vehicle mileage and the air-fuel ratio correction value, and when it is determined that the engine needs to be optimized in terms of the injection timing, the injection timing is adjusted to confirm the injection timing corresponding to the time when the air-fuel ratio correction coefficient is the smallest, whereby the injection timing is continuously optimized to achieve the balance between the engine oil dilution and the particulate matter emission of the engine.
The functions of the respective elements of the vehicle engine control device 1 may be realized by dedicated hardware, or may be realized by a processor (CPU (Central Processing Unit: central processing unit), a central processing unit, a processing device, an arithmetic device, a microprocessor, a microcomputer, or a DSP (Digital Signal Processor: digital signal processor)) that executes a program stored in a memory. In the case of being implemented by a processor, the functions of the respective elements of the vehicle engine control device 1 are implemented by software or the like (software, firmware, or a combination of software and firmware). The software is recorded as a program and stored in the memory. The programs stored in the memories are read and executed by the processors, thereby realizing the functions of the respective parts. Here, the Memory includes all storage media such as a nonvolatile or volatile semiconductor Memory such as a RAM (Random Access Memory: random access Memory), a ROM (Read Only Memory), a flash Memory, an EPROM (Erasable Programmable Read Only Memory: erasable programmable Read Only Memory), an EEPROM (Electrically Erasable Programmable Read Only Memory: electrically erasable programmable Read Only Memory), an HDD (Hard Disk Drive), a magnetic Disk, a floppy Disk, an optical Disk, a compact disc, a mini optical Disk, a DVD (Digital Versatile Disk: digital versatile Disk), and a Drive device thereof.
The present invention has been described in detail, but the above embodiments are merely examples of all embodiments, and the present invention is not limited thereto. The present invention can be modified within the scope of the present invention as described above.
Claims (13)
1. A vehicle engine control apparatus that balances engine oil dilution and particulate matter emission of an engine by optimizing an injection timing of the engine, comprising:
a determination unit that determines whether or not the engine needs to optimize an injection timing based on at least any one of a vehicle mileage and an air-fuel ratio correction value detected during an operation of the engine; a kind of electronic device with high-pressure air-conditioning system
An injection timing optimizing unit that, when the determining unit determines that the injection timing needs to be optimized, adjusts the injection timing according to a predetermined step length with a current injection timing as an origin under each specified condition of the engine, records an air-fuel ratio correction coefficient corresponding to each injection timing, selects an injection timing corresponding to a minimum air-fuel ratio correction coefficient as an injection timing optimizing value, generates a map of each specified condition and the injection timing optimizing value, and applies the map,
the air-fuel ratio correction coefficient is a ratio of a target air-fuel ratio to an actual air-fuel ratio in closed-loop control,
in the injection timing optimizing unit, the specified condition is set by an engine speed and an engine load.
2. The vehicle engine control apparatus according to claim 1, characterized in that,
and the judging unit sets different mileage intervals according to the mileage range where the current vehicle mileage is located, and judges that the injection time is required to be optimized when the mileage interval is reached.
3. The vehicle engine control apparatus according to claim 1, characterized in that,
the determination means determines that the injection timing needs to be optimized when the air-fuel ratio correction value exceeds a predetermined upper limit value.
4. The vehicle engine control apparatus according to claim 1, characterized in that,
the determination unit determines that the injection timing needs to be optimized when the number of times the air-fuel ratio correction value exceeds a predetermined upper limit value reaches a predetermined number of times.
5. The vehicle engine control apparatus according to claim 3 or 4, characterized in that,
the determination means updates the predetermined upper limit value when the average value of the air-fuel ratio correction values fluctuates by a predetermined proportion of the allowable range.
6. A vehicle engine control apparatus that balances engine oil dilution and particulate matter emission of an engine by optimizing an injection timing of the engine, comprising:
a determination unit that determines whether or not the engine needs to optimize an injection timing based on at least any one of a vehicle mileage and an air-fuel ratio correction value detected during an operation of the engine; a kind of electronic device with high-pressure air-conditioning system
An injection timing optimizing unit that, when the determining unit determines that an injection timing needs to be optimized, adjusts injection timings in a predetermined step size with a current injection timing as an origin under each specified condition of the engine, records air-fuel ratio correction coefficients corresponding to each injection timing, acquires a plurality of the air-fuel ratio correction coefficients at each injection timing for each specified condition, averages the air-fuel ratio correction coefficients, selects an injection timing corresponding to a minimum average value as an injection timing optimizing value, generates a map of each specified condition and the injection timing optimizing value, and applies the map,
the air-fuel ratio correction coefficient is a ratio of a target air-fuel ratio to an actual air-fuel ratio in closed-loop control,
in the injection timing optimizing unit, the specified condition is set by an engine speed and an engine load.
7. A vehicle engine control method that balances engine oil dilution and particulate matter emission of an engine by optimizing injection timing of the engine, comprising the steps of:
a determination step of determining whether or not the engine needs to optimize the injection timing based on at least any one of a vehicle mileage and an air-fuel ratio correction value detected during an operation of the engine; a kind of electronic device with high-pressure air-conditioning system
An injection timing optimizing step of, when it is determined by the determining step that the injection timing needs to be optimized, adjusting the injection timing at a predetermined step size with a current injection timing as an origin under each specified condition of the engine, recording an air-fuel ratio correction coefficient corresponding to each injection timing, selecting an injection timing corresponding to a time when the air-fuel ratio correction coefficient is minimum as an injection timing optimizing value, generating a map of each specified condition and the injection timing optimizing value, and applying the map,
the air-fuel ratio correction coefficient is a ratio of a target air-fuel ratio to an actual air-fuel ratio in closed-loop control,
in the injection timing optimizing step, the specified condition is set by an engine speed and an engine load.
8. The vehicle engine control method according to claim 7, characterized in that,
in the judging step, different mileage intervals are set according to the mileage range where the current vehicle mileage is located, and when the mileage interval is reached, the injection time is judged to be required to be optimized.
9. The vehicle engine control method according to claim 7, characterized in that,
in the determining step, it is determined that the injection timing needs to be optimized when the air-fuel ratio correction value exceeds a predetermined upper limit value.
10. The vehicle engine control method according to claim 7, characterized in that,
in the determining step, when the number of times the air-fuel ratio correction value exceeds a predetermined upper limit value reaches a predetermined number of times, it is determined that the injection timing needs to be optimized.
11. The vehicle engine control method according to claim 9 or 10, characterized in that,
in the determining step, when the average value of the air-fuel ratio correction values fluctuates by a predetermined proportion of the allowable range, the predetermined upper limit value is updated.
12. A vehicle engine control method that balances engine oil dilution and particulate matter emission of an engine by optimizing injection timing of the engine, comprising the steps of:
a determination step of determining whether or not the engine needs to optimize the injection timing based on at least any one of a vehicle mileage and an air-fuel ratio correction value detected during an operation of the engine; a kind of electronic device with high-pressure air-conditioning system
An injection timing optimizing step of, when it is determined by the determining step that the injection timing needs to be optimized, adjusting the injection timing at a predetermined step length with a current injection timing as an origin under each specified condition of the engine, recording air-fuel ratio correction coefficients corresponding to each injection timing, obtaining a plurality of air-fuel ratio correction coefficients at each injection timing for each specified condition, averaging the air-fuel ratio correction coefficients, selecting an injection timing corresponding to a minimum average value as an injection timing optimizing value, generating a map of each specified condition and the injection timing optimizing value, and applying the map,
the air-fuel ratio correction coefficient is a ratio of a target air-fuel ratio to an actual air-fuel ratio in closed-loop control,
in the injection timing optimizing step, the specified condition is set by an engine speed and an engine load.
13. A storage medium, characterized in that,
the storage medium stores a program that causes a computer to execute the vehicle engine control method according to any one of claims 7 to 12.
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