CN113586274B - Engine injection angle control method and engine - Google Patents

Engine injection angle control method and engine Download PDF

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Publication number
CN113586274B
CN113586274B CN202111073143.1A CN202111073143A CN113586274B CN 113586274 B CN113586274 B CN 113586274B CN 202111073143 A CN202111073143 A CN 202111073143A CN 113586274 B CN113586274 B CN 113586274B
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engine
time
current
fuel injection
injection angle
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CN113586274A (en
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陈月春
李素婷
朱江苏
王继磊
刘加超
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Weichai Power Co Ltd
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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
    • 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
    • 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
    • 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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  • 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)

Abstract

The invention belongs to the technical field of vehicles and discloses an engine injection angle control method and an engine. The engine injectionThe angle control method comprises the following steps: obtaining time of combustion lag period i (ii) a Acquiring current oil injection time t; if the time of the burn-through period τ i And adjusting the fuel injection angle when the current fuel injection time t is larger than the current fuel injection time t, wherein the current fuel injection time t refers to the time from the start of fuel injection to the movement of the piston to the top dead center of the engine. The injection angle control method of the engine is characterized in that the time tau of the combustion lag period is determined i Comparing with the current fuel injection time t in real time, if the time tau of the combustion lag period i If the current fuel injection time t is longer than the current fuel injection time t, the stable ignition condition in the starting process of the engine is damaged, the engine is not easy to start, and the fuel injection angle needs to be adjusted at the moment, namely the circulating fuel injection angle is automatically adjusted on the basis of the last circulating fuel injection angle, so that the stable ignition condition in the starting process can be automatically met.

Description

Engine injection angle control method and engine
Technical Field
The invention relates to the technical field of vehicles, in particular to an engine injection angle control method and an engine.
Background
During the whole starting process of the engine, fuel is injected into the cylinder at the end of the compression process to form combustible mixed gas, and the fuel vapor and the air of the combustible mixed gas need to meet a certain proportion range, namely an ignition limit, which is used for indicating the concentration of the mixed gas, and the combustible mixed gas can not be ignited when the concentration is too rich or too lean.
Generally, the engine combustion process can be divided into the following four phases: a delayed ignition period, an emergency ignition period, a slow ignition period and a post ignition period. The first stage is an ignition delay period, in which the pressure rises sharply from the start of injection to the start of injection, and this stage is also referred to as a stagnation period. During the burn-through period, the fuel injected into the cylinder needs to go through a series of physical and chemical changes, such as atomization, heating, evaporation, diffusion and air mixing of the fuel and other physical preparation stages as well as a chemical preparation stage before ignition, and the burn-through period has great influence on the whole combustion process and directly influences the combustion process in the burn-through period.
Although the duration of the stagnation period is relatively short, the duration has a great influence on the whole combustion process and is the most important stage of the four stages. If the stagnation period is relatively long, the more fuel is injected into the combustion chamber during the stagnation period, the more combustible mixture is formed before ignition, so that the pressure rise ratio and the maximum combustion pressure are high, and various moving parts are easily subjected to strong impact loads, which affects the service life of the engine. If the combustion lag period is too short, the mixed gas is adversely formed, and the combustion effect is affected. If the combustion lag period is longer than the time from the beginning of fuel injection to the time when the piston runs to the top dead center, the engine is not easy to start without stable ignition conditions in the starting process of the engine.
Disclosure of Invention
The invention aims to provide an engine injection angle control method and an engine, which meet the stable ignition condition in the starting process.
In order to achieve the purpose, the invention adopts the following technical scheme:
an engine injection angle control method comprising the steps of:
obtaining time of combustion lag period i ；
Acquiring current oil injection time t;
if the time of the burn-through period τ i And adjusting the fuel injection angle when the current fuel injection time t is longer than the current fuel injection time t, wherein the current fuel injection time t refers to the time from the start of fuel injection to the movement of the piston to the top dead center of the engine.
Preferably, the time τ of the combustion lag period is obtained i The method comprises the following steps:
acquiring actual pressure and actual temperature of the cylinder at the top dead center;
acquiring the time tau of the combustion lag period according to the actual pressure and the actual temperature of the cylinder at the top dead center i 。
Preferably, the time of the flame lag period τ i The following formula is satisfied:
Figure BDA0003261190280000021
wherein P is the actual pressure of the cylinder at the top dead center, and T is the actual pressure of the cylinder at the top dead centerE is a mathematical constant.
Preferably, the step of obtaining the actual pressure P and the actual temperature T of the cylinder at the top dead center includes the steps of:
acquiring current atmospheric pressure and current ambient temperature;
and acquiring the actual pressure P and the actual temperature T of the cylinder at the top dead center according to the current atmospheric pressure and the current ambient temperature.
Preferably, the actual pressure P and the actual temperature T at the top dead center of the cylinder satisfy the following equation:
Figure BDA0003261190280000022
T＝T a ×ε n-1 ；
wherein, P 0 At the current atmospheric pressure, T a And n is the average coefficient of variation and epsilon is the compression ratio for the current ambient temperature.
Preferably, the step of obtaining the current fuel injection time t includes the following steps:
acquiring the current engine speed;
and acquiring the current oil injection time t according to the current engine rotating speed and the preset injection angle.
Preferably, the current injection time t satisfies the following formula:
Figure BDA0003261190280000031
where θ is a preset injection angle and a is a current engine speed.
Preferably, if the time of the burn-out period τ is greater than i And when the current fuel injection time t is less than or equal to the current fuel injection time t, the fuel injection angle is not adjusted.
Preferably, the method further comprises the following steps before obtaining the current fuel injection time t:
acquiring actual rail pressure of an engine;
and if the actual rail pressure of the engine is greater than or equal to the minimum injection rail pressure, the engine starts to inject oil.
In order to achieve the purpose, the invention also provides an engine which is controlled by adopting the engine injection angle control method.
The invention has the beneficial effects that:
the invention provides an engine injection angle control method, which is characterized in that the time tau of a stagnation period is determined i Comparing with the current fuel injection time t in real time, if the time tau of the combustion lag period i If the current fuel injection time is longer than t, the stable ignition condition of the starting process of the engine is damaged, the engine is not easy to start, and the fuel injection angle needs to be adjusted at the moment, namely the circulating fuel injection angle is automatically adjusted on the basis of the previous circulating fuel injection angle, so that the stable ignition condition of the starting process can be automatically met.
The invention also provides an engine which is controlled by adopting the engine injection angle control method and is used for controlling the injection angle of the engine in real time so as to meet the stable ignition condition in the starting process.
Drawings
FIG. 1 is a flow chart of a method of controlling an injection angle of an engine according to one embodiment of the present invention;
FIG. 2 is a flowchart of an engine injection angle control method according to a second embodiment of the present invention;
FIG. 3 is a flowchart of an engine injection angle control method according to a third embodiment of the present invention;
fig. 4 is a flowchart of an engine injection angle control method according to a fourth embodiment 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 a specific case to those of ordinary skill 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 "on," "above" and "over" the second feature may include the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning 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.
Example one
The engine combustion process can be divided into the following four stages: the ignition delay period is also called a stagnation period, and specifically refers to a period from the start of injection to the start of a sharp rise in pressure of the engine. In the period of slow combustion, the spark is ignited until the flame center is formed, in the period of rapid combustion, the flame is burnt from the flame center to the whole combustion chamber, the stage crosses the top dead center, the pressure and the temperature of the cylinder are increased, and the pressure increase change rate and the temperature increase rate are relatively fast. The pressure and temperature of the cylinder continue to increase during the retarded period, in which the pressure and temperature of the cylinder gradually decrease from the end of the retarded period to substantially complete combustion of the fuel, but the rate of change of the pressure increase and the rate of temperature increase are in a decreasing state.
The control and improvement of the length of the whole combustion process are key to the control and improvement of the whole combustion process. If the period of the stagnation period is long, the more fuel is injected into the combustion chamber during the period of the stagnation period, the more combustible mixture is formed before the ignition, the higher the pressure rise ratio and the highest combustion pressure are, and the moving parts are liable to be subjected to a strong impact load, which affects the engine life. If the combustion lag period is too short, the mixed gas is adversely formed, and the combustion effect is affected.
If the combustion lag period is larger than the time from the beginning of fuel injection to the time when the piston runs to the top dead center, namely the end point of the combustion lag period enters the scram period, the engine does not have stable ignition conditions in the starting process, and the engine is not easy to start.
To solve this problem, the present embodiment provides an engine injection angle control method for controlling a fuel injection angle of an engine. The engine injection angle control method includes the steps of:
obtaining time of combustion lag period i Wherein, the slow burning period refers to the stage from the beginning of fuel injection to the beginning of sharp rise of the pressure in the cylinder of the engine;
acquiring current oil injection time t, wherein the current oil injection time t refers to the time from the start of oil injection to the movement of the piston to the top dead center of the engine;
if the time of the burn-through period τ i And if the current fuel injection time t is longer than the current fuel injection time t, adjusting the fuel injection angle.
The method for controlling the injection angle of the engine provided by the embodiment is to adjust the time tau of the stagnation period i Comparing with the current fuel injection time t in real time, if the time tau of the combustion lag period i If the current fuel injection time t is longer than the current fuel injection time t, the stable ignition condition in the starting process of the engine is damaged, the engine is not easy to start, and the fuel injection angle needs to be adjusted at the moment, namely the circulating fuel injection angle is automatically adjusted on the basis of the last circulating fuel injection angle, so that the stable ignition condition in the starting process can be automatically met.
As shown in fig. 1, the present embodiment provides an engine injection angle control method including the steps of:
s1, acquiring the time tau of the combustion lag period i ；
S2, acquiring current oil injection time t, wherein the current oil injection time t refers to the time from the start of oil injection to the movement of the piston to the top dead center of the engine;
s3, if the time of the combustion lag period is tau i And if the current fuel injection time t is longer than the current fuel injection time t, adjusting the fuel injection angle.
The embodiment also provides an engine which is controlled by adopting the engine injection angle control method and is used for controlling the engine injection angle in real time so as to meet the stable ignition condition during the starting process.
Example two
In this embodiment, the time τ of the combustion lag period is obtained based on the first embodiment i The detailed refinement is performed.
The engine injection angle control method provided by the embodiment acquires the time tau of the combustion lag period i The method comprises the following steps:
acquiring actual pressure and actual temperature of the cylinder at the top dead center;
acquiring the time tau of the combustion lag period according to the actual pressure and the actual temperature of the cylinder at the top dead center i 。
The actual pressure and the actual temperature of the cylinder at the top dead center are utilized to calculate the time tau of the combustion lag period under the environment i 。
In particular, the time of the burn-through period τ i The following formula is satisfied:
Figure BDA0003261190280000061
wherein, P is the actual pressure of the cylinder at the top dead center, T is the actual temperature of the cylinder at the top dead center, and e is a mathematical constant. In this way, the time of the combustion lag period τ i The calculation is simple, convenient and visual.
Since the time tau for calculating the burn-through period i The method comprises the following steps of firstly calculating the actual pressure and the actual temperature of a cylinder at the top dead center, and for this purpose, acquiring the actual pressure P and the actual temperature T of the top dead center:
acquiring current atmospheric pressure and current ambient temperature;
and acquiring the actual pressure P and the actual temperature T of the cylinder at the top dead center according to the current atmospheric pressure and the current ambient temperature.
And calculating the actual pressure P and the actual temperature T of the cylinder at the top dead center under the environment by using the current atmospheric pressure and the current environment temperature.
Specifically, the actual pressure P and the actual temperature T of the cylinder at the top dead center satisfy the following equation:
Figure BDA0003261190280000071
T＝T a ×ε n-1 ；
wherein, P 0 Is the current atmospheric pressure, T a And n is the average coefficient of variation and epsilon is the compression ratio for the current ambient temperature.
After the engine is powered on, the ECU automatically acquires the current atmospheric pressure P 0 Current ambient temperature T a And calculating the actual pressure P and the actual temperature T of the cylinder when the cylinder is compressed to the top dead center according to the built-in compression ratio epsilon of the engine.
As shown in fig. 2, the present embodiment provides the engine injection angle control method at the time τ at which the stagnation period is obtained i The method comprises the following specific steps:
s11, acquiring current atmospheric pressure and current ambient temperature;
s12, acquiring actual pressure and actual temperature of the cylinder at the top dead center according to the current atmospheric pressure and the current environment temperature;
s13, acquiring the time tau of the combustion lag period according to the actual pressure and the actual temperature of the cylinder at the top dead center i 。
EXAMPLE III
In the embodiment, the detailed refinement is performed on the acquisition of the current fuel injection time t on the basis of the first embodiment.
The method for controlling the injection angle of the engine provided by the embodiment comprises the following steps of:
acquiring the current engine speed;
and acquiring the current oil injection time t according to the current engine speed and the preset injection angle.
The preset injection angle is an angle initially calibrated by the ECU, and the current oil injection time t is obtained through calculation by using the current engine speed and the preset injection angle.
Specifically, the current injection time t satisfies the following formula:
Figure BDA0003261190280000081
where θ is a preset injection angle and a is a current engine speed.
In order to ensure the accuracy of the calculation of the current fuel injection time t, the method further comprises the following steps before the current fuel injection time t is acquired:
acquiring actual rail pressure of an engine;
and if the actual rail pressure of the engine is greater than or equal to the minimum injection rail pressure, the engine starts to inject oil.
When the synchronous signal of the engine is established, if the actual rail pressure of the engine reaches the minimum injection rail pressure, the fuel oil starts to be injected, the time when the engine starts to inject the fuel oil can be more accurately determined, and therefore the accuracy of controlling the fuel oil injection angle is guaranteed.
As shown in fig. 3, the engine injection angle control method provided by the embodiment includes the specific steps of obtaining the current injection time t:
s21, acquiring actual rail pressure of the engine;
s22, judging whether the actual rail pressure of the engine is larger than or equal to the minimum injection rail pressure, if so, executing S23, and if not, returning to S21;
s23, starting oil injection by the engine;
s24, acquiring the current engine rotating speed;
and S25, acquiring the current oil injection time according to the current engine rotating speed and the preset injection angle.
Example four
The present embodiment is a comprehensive integration based on the first embodiment, the second embodiment and the third embodiment.
If the time of the burn-through period τ i And if the current fuel injection time t is longer than the current fuel injection time t, adjusting the fuel injection angle. And the ECU automatically adjusts the fuel injection angle of the next cycle according to the combustion condition of the previous cycle to achieve the stable ignition condition in the starting process.
If the time of the burn-through period τ i And when the current fuel injection time t is less than or equal to the current fuel injection time t, the fuel injection angle is not adjusted. Time of combustion delay period tau i When the current fuel injection time t is less than or equal to the current fuel injection time t, the stable ignition condition in the starting process of the engine is not damaged, the engine is easy to start, and the stable ignition condition in the starting process of the engine can be met without adjusting the fuel injection angle.
As shown in fig. 4, the engine injection angle control method provided in the present embodiment includes the specific steps of:
s11, acquiring current atmospheric pressure and current ambient temperature;
s12, acquiring actual pressure and actual temperature of the cylinder at the top dead center according to the current atmospheric pressure and the current environment temperature;
s13, acquiring the time of a combustion lag period according to the actual pressure and the actual temperature of the cylinder at the top dead center;
s21, acquiring actual rail pressure of the engine;
s22, judging whether the actual rail pressure of the engine is larger than or equal to the minimum injection rail pressure, if so, executing S23, and if not, returning to S21;
s23, starting oil injection by the engine;
s24, acquiring the current engine rotating speed;
s25, acquiring current oil injection time according to the current engine rotating speed and a preset injection angle;
s4, judging whether the time of the combustion lag period is greater than the current oil injection time, if so, executing S41, and if not, executing S42;
s41, adjusting a fuel injection angle, and returning to S21;
and S42, the fuel injection angle is not adjusted, and the steps return to S11 and S21.
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 a special meaning.
In the description herein, references to the description of "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 (10)

1. An engine injection angle control method characterized by comprising the steps of:
obtaining the time of the combustion lag period i ；
Acquiring current oil injection time t;
if the time of the burn-through period τ i And adjusting the fuel injection angle more than the current fuel injection time t, wherein the current fuel injection time t refers to the time from the start of fuel injection to the time when the piston moves to the top dead center.
2. Engine injection according to claim 1Method for controlling angle, characterized in that the time τ of the combustion lag period is obtained i The method comprises the following steps:
acquiring actual pressure and actual temperature of the cylinder at the top dead center;
acquiring the time tau of the combustion lag period according to the actual pressure and the actual temperature of the cylinder at the top dead center i 。
3. The engine injection angle control method according to claim 2, characterized in that the time τ of the stagnation period i The following formula is satisfied:
Figure FDA0003261190270000011
wherein, P is the actual pressure of the cylinder at the top dead center, T is the actual temperature of the cylinder at the top dead center, and e is a mathematical constant.
4. The engine injection angle control method according to claim 2, characterized in that the obtaining of the actual pressure P and the actual temperature T of the cylinder at the top dead center includes the steps of:
acquiring current atmospheric pressure and current ambient temperature;
and acquiring the actual pressure P and the actual temperature T of the cylinder at the top dead center according to the current atmospheric pressure and the current ambient temperature.
5. The engine injection angle control method according to claim 4, characterized in that the actual pressure P and the actual temperature T at the top dead center of the cylinder satisfy the following equation:
Figure FDA0003261190270000012
T＝T a ×ε n-1 ；
wherein, P 0 At the current atmospheric pressure, T a And n is the average coefficient of variation and epsilon is the compression ratio for the current ambient temperature.
6. The engine injection angle control method according to claim 1, characterized in that the obtaining of the current injection time t includes the steps of:
acquiring the current engine speed;
and acquiring the current oil injection time t according to the current engine rotating speed and the preset injection angle.
7. The engine injection angle control method according to claim 6, characterized in that the current injection time t satisfies the following formula:
Figure FDA0003261190270000021
where θ is a preset injection angle and a is a current engine speed.
8. The engine injection angle control method according to claim 1, characterized in that if the time τ of the stagnation period is long i And when the current fuel injection time t is less than or equal to the current fuel injection time t, the fuel injection angle is not adjusted.
9. The engine injection angle control method according to claim 1, characterized by further comprising, before obtaining the current injection time t, the steps of:
acquiring actual rail pressure of an engine;
and if the actual rail pressure of the engine is greater than or equal to the minimum injection rail pressure, the engine starts to inject oil.
10. An engine characterized by being controlled by the engine injection angle control method according to any one of claims 1 to 9.
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