CN114607515B - Engine oil injection control method, device, equipment and storage medium - Google Patents
Engine oil injection control method, device, equipment and storage medium Download PDFInfo
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- CN114607515B CN114607515B CN202210263047.1A CN202210263047A CN114607515B CN 114607515 B CN114607515 B CN 114607515B CN 202210263047 A CN202210263047 A CN 202210263047A CN 114607515 B CN114607515 B CN 114607515B
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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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
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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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
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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
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
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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
Abstract
The application provides an engine oil injection control method, device, equipment and storage medium, and belongs to the technical field of engines. The method comprises the following steps: acquiring a first temperature of a catalyst in an automobile; if the first temperature is smaller than a first limit value and larger than a second limit value, acquiring the current oil injection pulse width and the current gas flow of a catalytic converter of an oil injector of the engine, and determining a target oil injection quantity according to the first temperature, the gas flow, the first limit value, the heat of unit fuel oil combustion, the gas specific heat capacity and the oil injection pulse width; if the first temperature is less than or equal to a second limit value and greater than or equal to a third limit value, acquiring a second temperature of the particle trap and the temperature difference between an inlet and an outlet of the catalyst at preset time intervals, determining the variation of the fuel injection quantity of the current preset time interval according to the second temperature and the temperature difference between the inlet and the outlet of the catalyst, and determining a target fuel injection quantity according to the preset fuel starting injection quantity and the variation of the fuel injection quantity; and controlling the fuel injection of the fuel injector according to the target fuel injection quantity. The application improves the catalytic efficiency of the catalyst.
Description
Technical Field
The application relates to the technical field of engines, in particular to an engine oil injection control method, device, equipment and storage medium.
Background
In the process of engine operation, fuel oil needs to be sprayed into a combustion chamber of the engine to enable the engine to normally operate, but if too much fuel oil enters the combustion chamber, the fuel oil is insufficiently combusted, so that the exhaust emission exceeds the standard or the engine oil in the engine is quickly aged.
At present, in the prior art, the fuel oil which is sprayed once can be split into two times of spraying, so that the combustion is more sufficient.
However, the inventor finds that the prior art has at least the following technical problems: whether the oil injection times are one or two, the temperature of the catalyst is not up to the standard due to unreasonable oil injection quantity, so that the catalytic efficiency is reduced.
Disclosure of Invention
The application provides an engine oil injection control method, device, equipment and storage medium, which are used for solving the problem that the temperature of a catalyst does not reach the standard, so that the catalytic efficiency is reduced.
In a first aspect, the present application provides a method for controlling fuel injection in an engine, comprising:
acquiring a first temperature of a catalyst in an automobile in real time; if the first temperature is smaller than a first limit value and larger than a second limit value, acquiring the current oil injection pulse width of an oil injector of the engine and the airflow of a catalytic converter, and determining a target oil injection quantity according to the first temperature, the airflow, the first limit value, the heat of unit fuel oil combustion, the gas specific heat capacity and the oil injection pulse width; if the first temperature is less than or equal to a second limit value and greater than or equal to a third limit value, acquiring a second temperature of the particle trap and the temperature difference between an inlet and an outlet of the catalyst at preset time intervals, determining the variation of the fuel injection quantity of the current preset time interval according to the second temperature and the temperature difference between the inlet and the outlet of the catalyst, and determining a target fuel injection quantity according to the preset fuel starting injection quantity and the variation of the fuel injection quantity; and controlling the fuel injector to inject fuel according to the target fuel injection quantity.
In one possible implementation, determining the target fuel injection quantity according to the first temperature, the air flow, the first limit value, the heat per unit of fuel combustion, the specific heat capacity of the gas and the fuel injection pulse width comprises: if the fuel injection pulse width is larger than a first preset value, inquiring a preset first conversion efficiency pulse spectrum MAP according to a first temperature and a first gas flow so as to obtain corresponding first fuel conversion efficiency; and determining a target fuel injection quantity according to the first fuel conversion efficiency, the first temperature, the heat of unit fuel combustion, the specific heat capacity of the gas and the gas flow.
In one possible implementation, determining the target fuel injection quantity according to the first fuel conversion efficiency, the first temperature, the heat of unit fuel combustion, the gas specific heat capacity and the air flow comprises: calculating a first calorific value required for increasing the unit gas from the first temperature to the first limit value according to the first limit value, the first temperature and the specific heat capacity of the gas; calculating a second calorific value required by the gas of unit gas flow rate to rise from the first temperature to a first limit value according to the first calorific value and the gas flow rate; calculating theoretical fuel injection quantity which can enable the gas flow per unit to reach a first limit value from a first temperature according to the second heat value and the heat quantity of unit fuel oil combustion; and dividing the theoretical fuel injection quantity by the first fuel conversion efficiency to obtain the target fuel injection quantity.
In one possible implementation, after determining the target fuel injection amount, the method further includes: bringing the target fuel injection quantity into a preset conversion efficiency correction curve to obtain a conversion efficiency correction coefficient; determining the corrected fuel oil conversion efficiency according to the conversion efficiency correction coefficient and the first fuel oil conversion efficiency; determining a corrected target fuel injection quantity according to the corrected fuel conversion efficiency, the first temperature, the heat of unit fuel combustion and the air flow; and controlling the fuel injection of the fuel injector according to the corrected target fuel injection quantity.
In one possible implementation, determining the target fuel injection quantity according to the first temperature, the air flow, the first limit value, the heat per unit of fuel combustion and the fuel injection pulse width comprises: if the oil injection pulse width is smaller than or equal to a first preset value, inquiring a preset second conversion efficiency MAP according to the first temperature and the first air flow so as to obtain a corresponding second fuel conversion efficiency; and determining the target fuel injection quantity according to the second fuel conversion efficiency, the first temperature, the heat of unit fuel combustion and the air flow.
In a possible implementation manner, determining a variation of the oil injection amount of the current preset time interval according to the second temperature and the inlet-outlet temperature difference of the catalyst, includes: inquiring the fuel injection quantity incremental MAP according to the second temperature and the temperature difference between the inlet and the outlet of the catalyst so as to obtain a fuel injection quantity incremental step length corresponding to the current preset time interval; acquiring the prestored variable quantity of the fuel injection quantity of the last preset time interval; adding the incremental step length of the oil injection quantity corresponding to the current preset time interval and the variable quantity of the oil injection quantity of the last preset time interval to obtain the variable quantity of the oil injection quantity of the current preset time interval.
In a possible implementation manner, before obtaining the second temperature of the particulate trap and the temperature difference between the inlet and the outlet of the catalyst at preset time intervals, the method further includes: and acquiring the air flow of the catalyst, and determining a preset time interval according to the air flow.
In a second aspect, the present application provides an engine fuel injection control apparatus comprising:
the temperature acquisition module is used for acquiring a first temperature of a catalyst of the engine in real time; the first determining module is used for acquiring the current oil injection pulse width of an oil injector of the engine and the air flow of a catalytic converter if the first temperature is smaller than a first limit value and larger than a second limit value, and determining a target oil injection quantity according to the first temperature, the air flow, the first limit value, the heat of unit fuel oil combustion and the oil injection pulse width; the second determining module is used for acquiring a second temperature of the particle trap and an inlet-outlet temperature difference of the catalyst at preset time intervals if the first temperature is less than or equal to a second limit value and is greater than or equal to a third limit value, determining the variable quantity of the fuel injection quantity of the current preset time interval according to the second temperature and the inlet-outlet temperature difference of the catalyst, and determining the target fuel injection quantity according to the preset fuel starting injection quantity and the variable quantity of the fuel injection quantity; and the oil injection control module is used for controlling the oil injector to inject oil according to the target oil injection quantity.
In a third aspect, the present application provides an electronic device, comprising: a processor, and a memory communicatively coupled to the processor; the memory stores computer-executable instructions; the processor executes computer-executable instructions stored in the memory to cause the processor to perform the engine fueling control method as described above in the first aspect.
In a fourth aspect, the present application provides a computer-readable storage medium having stored thereon computer-executable instructions, which when executed by a processor, are configured to implement the engine fuel injection control method as described in the first aspect above.
According to the engine oil injection control method, the engine oil injection control device, the engine oil injection control equipment and the storage medium, two different determination modes of target oil injection quantity are adopted aiming at different temperatures of a catalytic converter, namely, for the condition of higher temperature, the target oil injection quantity is determined according to a first temperature, a gas flow, a first limit value, the heat of unit fuel oil combustion and the oil injection pulse width; and determining the variable quantity of the fuel injection quantity of the current preset time interval according to the second temperature and the inlet-outlet temperature difference of the catalyst under the condition of lower temperature, determining the target fuel injection quantity according to the preset fuel starting injection quantity and the variable quantity of the fuel injection quantity, and finally controlling the fuel injector to inject the fuel of the target fuel injection quantity, so that the injected fuel quantity is more suitable, the temperature of the catalyst can be in a reasonable interval, the catalysis efficiency of the catalyst is improved, and the emission of pollutant gases is reduced.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and together with the description, serve to explain the principles of the application.
FIG. 1 is a schematic diagram of an application scenario of an engine fuel injection control method according to an embodiment of the present disclosure;
FIG. 2 is a schematic flow chart illustrating a method for controlling fuel injection in an engine according to an embodiment of the present disclosure;
FIG. 3 is a schematic structural diagram of an engine fuel injection control device according to an embodiment of the present disclosure;
fig. 4 is a schematic structural diagram of an electronic device according to an embodiment of the present application.
With the above figures, there are shown specific embodiments of the present application, which will be described in more detail below. These drawings and written description are not intended to limit the scope of the inventive concepts in any manner, but rather to illustrate the inventive concepts to those skilled in the art by reference to specific embodiments.
Detailed Description
Reference will now be made in detail to the exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, like numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.
The operation of the engine requires the fuel to be injected into the combustion chamber and to be combusted in an ignition or compression ignition manner, thereby propelling the piston in motion. It is easy to understand that the combustion efficiency of fuel and automobile emission can be influenced by the amount of injected fuel, when the injected fuel is too much, the fuel which is not combusted sufficiently can be discharged due to insufficient oxygen for chemical reaction, and when the injected fuel is too little, the combusted gas can not reach reasonable catalytic temperature when passing through a catalytic converter, so that the catalytic efficiency is reduced, and the emission exceeds the standard.
At present, prior art can be with the fuel split that once spouts originally be twice spout into the combustion chamber, make the burning more abundant. However, whether the fuel is injected in a single injection or in two injections, the temperature of the catalyst does not reach the standard due to unreasonable injection quantity, so that the catalytic efficiency is reduced.
In view of the above technical problems, the inventors propose the following technical idea: the method comprises the steps of firstly obtaining the temperature of a catalyst, and then calculating the fuel injection quantity by adopting different calculation methods according to the temperature of the catalyst. If the temperature is higher, selecting a preset calculation mode to calculate the target fuel injection quantity according to the fuel injection pulse width of the engine fuel injector, the temperature of the catalyst to be reached, the gas flow of the catalyst, the heat of unit fuel combustion and the fuel injection pulse width; and if the temperature of the catalyst is lower, adding a variable quantity to the initial fuel injection quantity to obtain a target fuel injection quantity, wherein the variable quantity is determined according to the second temperature of the filter and the inlet-outlet temperature difference of the catalyst.
Fig. 1 is a schematic application scenario diagram of an engine fuel injection control method according to an embodiment of the present application. As shown in fig. 1, the scenario includes: processing unit 101, fuel injector 102, catalyst 103, and particulate trap 104.
The processing Unit 101 may be a data processing element such as a CPU (central processing Unit), an ECU (Electronic Control Unit), or a Control board.
The injector 102 may be any one of a needle-type electromagnetic injector, a ball valve-type electromagnetic injector, a plate valve-type electromagnetic injector, or a lower oil inlet injector.
The catalyst 103 may be a three-way catalyst.
The Particulate trap 104 may be a Diesel Particulate Filter (DPF) or a Gasoline Particulate Filter (GPF).
Data acquisition devices such as temperature sensors and gas flow meters may be provided at the bodies or inlet/outlet ports of the injector 102, the catalyst 103, and the particulate trap 104.
The connections between processing unit 101 and fuel injector 102, catalyst 103, and particulate trap 104 may be wired or wireless, wherein the network used for wireless connectivity may include various types of wired and wireless networks, such as, but not limited to: the internet, local Area Networks, wireless Fidelity (WIFI), wireless Local Area Networks (WLAN), cellular communication Networks (General Packet Radio Service (GPRS)), code Division Multiple Access (CDMA), 2G/3G/4G/5G cellular Networks, satellite communication Networks, and so on.
In a specific implementation process, the processing unit 101 is configured to obtain, through each data acquisition device, a temperature of the catalyst 103, an injection pulse width of the injector 102, an inlet-outlet temperature difference of the catalyst, and an airflow of the catalyst 103, and determine a target injection quantity according to the data.
It is to be understood that the illustrated structure of the embodiments of the present application does not constitute a specific limitation on the fuel injection control method of the engine. In other possible embodiments of the present application, the architecture may include more or fewer components than those shown in the drawings, or combine some components, or split some components, or arrange different components, which may be determined according to an actual application scenario and is not limited herein. The components shown in fig. 1 may be implemented in hardware, software, or a combination of software and hardware.
The following describes the technical solution of the present application and how to solve the above technical problems in detail by specific embodiments. The following several specific embodiments may be combined with each other, and details of the same or similar concepts or processes may not be repeated in some embodiments. Embodiments of the present application will be described below with reference to the accompanying drawings.
FIG. 2 is a flowchart illustrating a method for controlling fuel injection in an engine according to an embodiment of the present disclosure. The execution subject of the embodiment of the present application may be the processing unit in fig. 1. As shown in fig. 2, the method includes:
s201: a first temperature of a catalyst in an automobile is obtained in real time.
In this step, the obtaining of the first temperature of the catalyst may be obtaining, as the first temperature, a temperature of a catalyst inlet, a temperature of a catalyst outlet, or a temperature of a catalyst main body.
Wherein the temperature of the catalyst body may be a catalyst bed temperature.
S202: if the first temperature is smaller than the first limit value and larger than the second limit value, the current oil injection pulse width of an oil injector of the engine and the air flow of a catalyst are obtained, and the target oil injection quantity is determined according to the first temperature, the air flow, the first limit value, the unit fuel oil combustion heat, the gas specific heat capacity and the oil injection pulse width.
In this step, the first limit value and the second limit value may be preset temperature values. The fuel injection pulse width represents the time length of each fuel injection of the fuel injector controlled by the engine running computer, the shorter fuel injection pulse width represents the shorter fuel injection time, and the longer fuel injection pulse width represents the longer fuel injection time. The air flow rate of the catalyst can be obtained by acquiring data measured by an air flow meter installed at the inlet or outlet of the catalyst.
Wherein the first limit can be 275 deg.C, 277 deg.C, 279 deg.C, 240 deg.C, 300 deg.C or 270 deg.C, the second limit can be 255 deg.C, 257 deg.C, 259 deg.C or 260 deg.C, and the application is not limited to the specific value of the limit. The heat per unit of fuel burned may be pre-calibrated.
S203: if the first temperature is smaller than or equal to the second limit value and larger than or equal to the third limit value, the second temperature of the particle trap and the temperature difference between the inlet and the outlet of the catalytic converter are obtained at intervals of preset time, the variation of the fuel injection quantity of the current preset time interval is determined according to the second temperature and the temperature difference between the inlet and the outlet of the catalytic converter, and the target fuel injection quantity is determined according to the preset fuel starting injection quantity and the variation of the fuel injection quantity.
In this step, the third limit is 237 ℃, 240 ℃, 241 ℃ or 243 ℃, etc., and the specific numerical value of the third limit is not limited in this application. The second temperature of the particle trap can be the temperature of an air inlet of the particle trap, the temperature of an air outlet of the particle trap or the temperature inside the particle trap, and the preset fuel start-up amount can be defined by the mass of fuel, the volume of fuel or the pulse width of fuel injection.
S204: and controlling the fuel injector to inject fuel according to the target fuel injection quantity.
In this step, the fuel injector may be controlled to spray the fuel with the target fuel injection quantity, specifically, the fuel injection pulse width of the fuel injector may be controlled to enable the fuel injector to spray the fuel with the target fuel injection quantity.
From the description of the above embodiments, it can be known that in the embodiments of the present application, two different determination manners of the target fuel injection amount are adopted for different catalyst temperatures, that is, for the case of higher temperature, the target fuel injection amount is determined according to the first temperature, the air flow, the first limit, the heat of unit fuel combustion, and the fuel injection pulse width; and determining the variable quantity of the fuel injection quantity of the current preset time interval according to the second temperature and the inlet-outlet temperature difference of the catalyst under the condition of lower temperature, determining the target fuel injection quantity according to the preset fuel starting injection quantity and the variable quantity of the fuel injection quantity, and finally controlling the fuel injector to inject the fuel of the target fuel injection quantity, so that the injected fuel quantity is more suitable, the temperature of the catalyst can be in a reasonable interval, the catalysis efficiency of the catalyst is improved, and the emission of pollutant gases is reduced.
In a possible implementation manner, in step S202, determining a target fuel injection quantity according to the first temperature, the air flow, the first limit, the heat of unit fuel combustion, the gas specific heat capacity, and the fuel injection pulse width specifically includes:
s2021: if the fuel injection pulse width is larger than a first preset value, a preset first conversion efficiency MAP (pulse spectrum) is inquired according to a first temperature and a first gas flow so as to obtain a corresponding first fuel conversion efficiency.
In this step, the first conversion efficiency MAP is suitable for the case that the fuel injection pulsewidth is greater than the first preset value, and the first temperature and the first airflow correspond to a first fuel conversion efficiency in the first conversion efficiency MAP.
For example, when the first temperature is 270 ℃ and the first gas flow rate is 2.7g/s, the corresponding first conversion efficiency is 75%; when the first temperature is 275 ℃ and the first air flow is 2.8g/s, the corresponding first conversion efficiency is 77%; the first temperature is 240 ℃, and the first gas flow rate is 3g/s, the corresponding first conversion efficiency is 82%, and the like, and the above values and the corresponding relationship are merely illustrative, and the present application does not specifically limit this.
S2022: and determining the target fuel injection quantity according to the first fuel conversion efficiency, the first temperature, the heat of unit fuel combustion, the gas specific heat capacity and the gas flow.
In this step, the first fuel conversion efficiency represents the conversion efficiency of the fuel at the first temperature.
It can be known from the description of the above embodiment that, in the embodiment of the present application, when the fuel injection pulse width is greater than the first preset value, the first conversion efficiency corresponding to the first conversion efficiency MAP is queried by using the first temperature and the gas flow rate, and then the target fuel injection amount is determined by using the first conversion efficiency, the first temperature, the heat of unit fuel combustion and the gas flow rate.
In a possible implementation manner, in the step S2022, determining the target fuel injection quantity according to the first fuel conversion efficiency, the first temperature, the heat of unit fuel combustion, the gas specific heat capacity, and the air flow quantity specifically includes:
S2022A: a first calorific value required for the unit gas to rise from the first temperature to the first limit is calculated from the first limit, the first temperature and the specific heat capacity of the gas.
In this step, the temperature difference between the first limit value and the first temperature may be calculated, and the amount of heat that can raise the unit gas from the first temperature to the first limit value may be calculated from the temperature difference and the gas specific heat capacity. The specific heat capacity of the gas can be preset, or can be a common specific heat capacity of the gas, and can be the heat absorbed or released by the unit temperature of the unit mass of the gas change, or the heat absorbed or released by the unit temperature of the unit volume of the gas change.
Wherein the unit temperature can be 1 deg.C or 1K, and the unit volume can be 1m 3 And may be 1L or the like.
The calculation in this step may be:
Q＝(L 1 -T 1 )C
wherein Q represents a first calorific value, (L) 1 -T 1 ) Denotes the temperature difference, and C denotes the specific heat capacity.
S2022B: and calculating a second calorific value required by the gas flow per unit to rise from the first temperature to a first limit value according to the first calorific value and the gas flow.
In the step, the air flow is converted into unit air flow, and the unit air flow is multiplied by the first calorific value to obtain a second calorific value required by the increase of the first temperature of the unit air flow to the first limit value.
Wherein the air flow may be per se its flow rate, may be the air flow passing per second or the air flow passing per minute, etc.
S2022C: and calculating the theoretical fuel injection quantity which can enable the gas flow per unit to reach a first limit value from the first temperature according to the second heat value and the heat quantity of unit fuel oil combustion.
In this step, the heat quantity of the unit fuel oil combustion can be the heat quantity generated by the unit mass or volume fuel oil combustion, and the second heat quantity value is divided by the heat quantity of the unit fuel oil combustion to obtain the theoretical fuel injection quantity which can enable the gas flow quantity to reach the first limit value from the first temperature.
The theoretical fuel injection quantity can be a fuel injection quantity value or a fuel injection pulse width value.
S2022D: and dividing the theoretical fuel injection quantity by the first fuel conversion efficiency to obtain a target fuel injection quantity.
In this step, the target fuel injection amount is the fuel injection amount in consideration of the insufficient conversion factor.
As can be seen from the description of the embodiments, in the embodiments of the present application, first, a first calorific value is obtained by calculation according to a first limit value, a first temperature and a specific heat capacity of gas, a second calorific value is obtained by calculation according to the first calorific value and a gas flow, then, a theoretical fuel injection amount enabling the gas flow per unit to reach the first limit value from the first temperature is calculated according to the second calorific value and the heat of unit fuel combustion, and finally, the theoretical fuel injection amount is divided by the first fuel conversion efficiency to obtain a target fuel injection amount. By calculating the theoretical oil injection quantity and considering the fuel oil conversion efficiency, the accurate calculation of the actually required target oil injection quantity is realized, so that the oil injection is more accurate, the temperature of the catalytic converter is accurately controlled, the catalytic conversion rate of pollutants is improved, and the emission of pollutants is reduced.
In a possible implementation manner, after the step S2022 determines the target fuel injection amount, the method further includes:
s205: and bringing the target fuel injection quantity into a preset conversion efficiency correction curve to obtain a conversion efficiency correction coefficient.
In this step, the conversion efficiency correction curve may be calibrated in advance.
Conversion efficiency correction curves such as:
y＝kx+a
wherein y represents the conversion efficiency correction coefficient, k and a are constants, and x represents the target fuel injection quantity.
S206: and determining the corrected fuel conversion efficiency according to the conversion efficiency correction coefficient and the first fuel conversion efficiency.
In this step, the conversion efficiency correction coefficient may be multiplied by the first fuel conversion efficiency to obtain the corrected fuel conversion efficiency.
S207: and determining a corrected target fuel injection quantity according to the corrected fuel conversion efficiency, the first temperature, the heat of unit fuel combustion and the air flow.
This step is similar to step S2022 described above and will not be described herein again.
S208: and controlling the fuel injection of the fuel injector according to the corrected target fuel injection quantity.
In this step, the corrected target fuel injection quantity is similar to the target fuel injection quantity, and may also be fuel injection mass, fuel injection volume, or fuel injection pulse width.
It can be known from the description of the above embodiment that the target fuel injection quantity is brought into the preset conversion efficiency correction curve to correct the obtained first fuel conversion efficiency, so that the fuel conversion efficiency can be more accurate, the corrected target fuel injection quantity obtained by calculation can be more suitable for the current temperature and airflow of the catalyst, the catalytic efficiency is improved, and meanwhile, the first conversion efficiency MAP can be not only suitable for the condition that the fuel injection pulse width is greater than the first preset value, and when the fuel injection pulse width is smaller than the first preset value, a more accurate conversion efficiency value can be provided due to the addition of correction.
In a possible implementation manner, in step S202, determining a target fuel injection quantity according to the first temperature, the air flow, the first limit, the heat of unit fuel combustion, and the fuel injection pulse width specifically includes:
s2023: and if the oil injection pulse width is smaller than or equal to a first preset value, inquiring a preset second conversion efficiency MAP according to the first temperature and the first air flow so as to obtain the corresponding second fuel conversion efficiency.
In this step, similar to step S2021, a preset second conversion efficiency MAP is adopted for the case where the fuel injection pulse width is less than or equal to the first preset value.
S2024: and determining the target fuel injection quantity according to the second fuel conversion efficiency, the first temperature, the heat of unit fuel combustion and the gas flow.
This step is similar to step S2022 described above and will not be described here again.
From the description of the embodiment, it can be known that the fuel oil conversion efficiency more suitable for the condition of small fuel injection pulse width can be obtained by adopting the independent second conversion efficiency MAP under the condition of small fuel injection pulse width, namely, the condition of small fuel injection quantity, so that the target fuel injection quantity is more accurately calculated, the temperature of the catalyst is accurately controlled, and the catalytic conversion efficiency of the waste gas is further improved.
In a possible implementation manner, the determining, in step S203, a variation of the oil injection amount in the current preset time interval according to the second temperature and the temperature difference between the inlet and the outlet of the catalyst includes:
s2031: and inquiring the fuel injection quantity incremental MAP according to the second temperature and the temperature difference between the inlet and the outlet of the catalyst so as to obtain the fuel injection quantity incremental step length corresponding to the current preset time interval.
In this step, the process of querying the MAP is similar to the step S202, and is not described herein again.
S2032: and obtaining the prestored variable quantity of the fuel injection quantity of the last preset time interval.
In this step, the variation of the fuel injection amount in the previous preset time interval may be recorded in advance, and the variation may be read in this time interval.
S2033: adding the incremental step length of the oil injection quantity corresponding to the current preset time interval and the variable quantity of the oil injection quantity of the last preset time interval to obtain the variable quantity of the oil injection quantity of the current preset time interval.
In this step, the dimension of the step length for increasing the fuel injection quantity and the variation of the fuel injection quantity may be the same.
It can be known from the description of the above embodiment that, in the embodiment of the present application, the variation of the fuel injection quantity of the current preset time interval is determined according to the second temperature of the particulate trap and the temperature difference between the inlet and the outlet of the catalyst under the condition of lower temperature, and then the target fuel injection quantity is determined by summing the fuel injection starting quantity and the variation of the fuel injection quantity, so that the fuel injection quantity is gradually increased, and the phenomenon that more fuel is injected to absorb heat under the condition of lower temperature of the catalyst, so that the combustion of the fuel is more insufficient, and the temperature of the catalyst is further reduced.
In a possible implementation, before the step S203 obtains the second temperature of the particulate trap and the inlet-outlet temperature difference of the catalyst at preset time intervals, the method further includes:
s2030: and acquiring the air flow of the catalyst, and determining a preset time interval according to the air flow.
In this step, the preset time interval may be determined according to the amount of airflow such that the larger the amount of airflow, the larger the preset time interval.
Optionally, the preset time interval is calculated as follows:
T Δ ＝dz+n
wherein T is Δ Representing a predetermined time interval, d is a constant, z represents the air flow rate, and n is a constant.
From the description of the above embodiments, it can be seen that the embodiments of the present application, by associating the time interval with the air flow, can provide more catalytic time under the condition of large exhaust emission, so that the catalytic conversion of the exhaust is more sufficient.
Fig. 3 is a schematic structural diagram of an engine fuel injection control device according to an embodiment of the present disclosure. As shown in fig. 3, the engine fuel injection control apparatus 300 includes: a temperature acquisition module 301, a first determination module 302, a second determination module 303, and a fuel injection control module 304.
The temperature acquisition module 301 is used for acquiring a first temperature of a catalyst of the engine in real time;
the first determining module 302 is configured to, if the first temperature is less than the first limit and greater than the second limit, obtain a current fuel injection pulse width of a fuel injector of the engine and a current gas flow of a catalyst, and determine a target fuel injection quantity according to the first temperature, the current gas flow, the first limit, a heat of unit fuel combustion, and a fuel injection pulse width;
the second determining module 303 is configured to, if the first temperature is less than or equal to the second limit and greater than or equal to the third limit, obtain a second temperature of the particulate trap and an inlet-outlet temperature difference of the catalyst at preset time intervals, determine a variation of an oil injection amount of the current preset time interval according to the second temperature and the inlet-outlet temperature difference of the catalyst, and determine a target oil injection amount according to a preset fuel oil start-up injection amount and the variation of the oil injection amount;
and the fuel injection control module 304 is used for controlling the fuel injector to inject fuel according to the target fuel injection quantity.
The apparatus provided in this embodiment may be used to implement the technical solutions of the above method embodiments, and the implementation principles and technical effects are similar, which are not described herein again.
In a possible implementation manner, the first determining module 302 is specifically configured to: if the fuel injection pulse width is larger than a first preset value, a preset first conversion efficiency pulse spectrum MAP is inquired according to a first temperature and a first gas flow so as to obtain a corresponding first fuel conversion efficiency. And determining the target fuel injection quantity according to the first fuel conversion efficiency, the first temperature, the heat of unit fuel combustion, the gas specific heat capacity and the gas flow.
The apparatus provided in this embodiment may be configured to implement the technical solutions of the method embodiments, and the implementation principles and technical effects are similar, which are not described herein again.
In a possible implementation manner, the first determining module 302 is specifically configured to: a first calorific value required for the unit gas to rise from the first temperature to the first limit is calculated from the first limit, the first temperature and the specific heat capacity of the gas. And calculating a second calorific value required by the gas of unit gas flow to rise from the first temperature to the first limit value according to the first calorific value and the gas flow. And calculating the theoretical fuel injection quantity which can enable the gas flow per unit to reach the first limit value from the first temperature according to the second heat value and the heat quantity of unit fuel oil combustion. And dividing the theoretical fuel injection quantity by the first fuel conversion efficiency to obtain the target fuel injection quantity.
The apparatus provided in this embodiment may be used to implement the technical solutions of the above method embodiments, and the implementation principles and technical effects are similar, which are not described herein again.
In one possible implementation manner, the engine fuel injection control device 300 further includes: a correct oil volume module 305.
And the oil quantity correction module 305 is configured to bring the target oil injection quantity into a preset conversion efficiency correction curve to obtain a conversion efficiency correction coefficient. And determining the corrected fuel conversion efficiency according to the conversion efficiency correction coefficient and the first fuel conversion efficiency. And determining a corrected target fuel injection quantity according to the corrected fuel conversion efficiency, the first temperature, the heat of unit fuel combustion and the air flow. And controlling the fuel injection of the fuel injector according to the corrected target fuel injection quantity.
The apparatus provided in this embodiment may be used to implement the technical solutions of the above method embodiments, and the implementation principles and technical effects are similar, which are not described herein again.
In a possible implementation manner, the first determining module 302 is specifically configured to: and if the fuel injection pulse width is smaller than or equal to a first preset value, inquiring a preset second conversion efficiency MAP according to the first temperature and the first gas flow so as to obtain a corresponding second fuel conversion efficiency. And determining the target fuel injection quantity according to the second fuel conversion efficiency, the first temperature, the heat of unit fuel combustion and the air flow.
The apparatus provided in this embodiment may be used to implement the technical solutions of the above method embodiments, and the implementation principles and technical effects are similar, which are not described herein again.
In a possible implementation manner, the first determining module 303 is specifically configured to: and inquiring the fuel injection quantity incremental MAP according to the second temperature and the temperature difference between the inlet and the outlet of the catalyst so as to obtain the fuel injection quantity incremental step length corresponding to the current preset time interval. And obtaining the prestored variable quantity of the fuel injection quantity of the last preset time interval. Adding the oil injection quantity increasing step length corresponding to the current preset time interval and the variation of the oil injection quantity of the last preset time interval to obtain the variation of the oil injection quantity of the current preset time interval.
The apparatus provided in this embodiment may be configured to implement the technical solutions of the method embodiments, and the implementation principles and technical effects are similar, which are not described herein again.
In one possible implementation, the engine fuel injection control apparatus 300 further includes: an interval determination module 306.
An interval determination module 306 is used for acquiring the air flow of the catalyst and determining a preset time interval according to the air flow.
The apparatus provided in this embodiment may be configured to implement the technical solutions of the method embodiments, and the implementation principles and technical effects are similar, which are not described herein again.
In order to realize the above embodiments, the embodiments of the present application further provide an electronic device.
Referring to fig. 4, a schematic structural diagram of an electronic device 400 suitable for implementing the embodiment of the present application is shown, where the electronic device 400 may be a terminal device or a server. Among them, the terminal Device may include, but is not limited to, a mobile terminal such as a mobile phone, a notebook computer, a Digital broadcast receiver, a Personal Digital Assistant (PDA), a tablet computer (PAD), a Portable Multimedia Player (PMP), a car terminal (e.g., car navigation terminal), etc., and a fixed terminal such as a Digital TV, a desktop computer, etc. The electronic device shown in fig. 4 is only an example, and should not bring any limitation to the functions and the scope of use of the embodiments of the present application.
As shown in fig. 4, the electronic device 400 may include a processing device (e.g., a central processing unit, a graphics processor, etc.) 401, which may perform various suitable actions and processes according to a program stored in a Read Only Memory (ROM) 402 or a program loaded from a storage device 408 into a Random Access Memory (RAM) 403. In the RAM 403, various programs and data necessary for the operation of the electronic apparatus 400 are also stored. The processing device 401, the ROM 402, and the RAM 403 are connected to each other via a bus 404. An input/output (I/O) interface 405 is also connected to bus 404.
Generally, the following devices may be connected to the I/O interface 405: input devices 406 including, for example, a touch screen, touch pad, keyboard, mouse, camera, microphone, accelerometer, gyroscope, etc.; an output device 407 including, for example, a Liquid Crystal Display (LCD), a speaker, a vibrator, and the like; storage 408 including, for example, tape, hard disk, etc.; and a communication device 409. The communication device 409 may allow the electronic device 400 to communicate with other devices, either wirelessly or by wire, to exchange data. While fig. 4 illustrates an electronic device 400 having various means, it is to be understood that not all illustrated means are required to be implemented or provided. More or fewer devices may alternatively be implemented or provided.
In particular, according to embodiments of the application, the processes described above with reference to the flow diagrams may be implemented as computer software programs. For example, embodiments of the present application include a computer program product comprising a computer program embodied on a computer readable storage medium, the computer program comprising program code for performing the method illustrated by the flow chart. In such an embodiment, the computer program may be downloaded and installed from a network via the communication device 409, or from the storage device 408, or from the ROM 402. The computer program, when executed by the processing device 401, performs the above-described functions defined in the methods of the embodiments of the present application.
It should be noted that the computer readable storage medium mentioned above in the present application may be a computer readable signal medium or a computer storage medium or any combination of the two. A computer readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the foregoing. More specific examples of the computer readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the context of this application, a computer readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. In this application, however, a computer readable signal medium may include a propagated data signal with computer readable program code embodied therein, for example, in baseband or as part of a carrier wave. Such a propagated data signal may take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination thereof. A computer readable signal medium may also be any computer readable storage medium that is not a computer readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. Program code embodied on a computer readable storage medium may be transmitted using any appropriate medium, including but not limited to: electrical wires, optical cables, RF (radio frequency), etc., or any suitable combination of the foregoing.
The computer-readable storage medium may be included in the electronic device; or may be separate and not incorporated into the electronic device.
The computer-readable storage medium carries one or more programs which, when executed by the electronic device, cause the electronic device to perform the method shown in the above embodiments.
Computer program code for carrying out operations for aspects of the present application may be written in any combination of one or more programming languages, including an object oriented programming language such as Java, smalltalk, C + + or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code may execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of Network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet service provider).
The flowchart and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present application. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems that perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.
The modules described in the embodiments of the present application may be implemented by software or hardware. Where the name of a unit does not in some cases constitute a limitation of the module itself, for example, the interval determination module may also be described as a "time interval determination module".
The functions described herein above may be performed, at least in part, by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: field Programmable Gate Arrays (FPGAs), application Specific Integrated Circuits (ASICs), application Specific Standard Products (ASSPs), systems on a chip (SOCs), complex Programmable Logic Devices (CPLDs), and the like.
In the context of this application, a machine-readable medium may be a tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. The machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.
The foregoing description is only exemplary of the preferred embodiments of the application and is illustrative of the principles of the technology employed. It will be appreciated by those skilled in the art that the scope of the disclosure herein is not limited to the particular combination of features described above, but also encompasses other arrangements formed by any combination of the above features or their equivalents without departing from the spirit of the disclosure. For example, the above features may be replaced with (but not limited to) features having similar functions disclosed in the present application.
Other embodiments of the present application will be apparent to those skilled in the art from consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the invention following, in general, the principles of the application and including such departures from the present disclosure as come within known or customary practice within the art to which the invention pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the application being indicated by the following claims.
It will be understood that the present application is not limited to the precise arrangements described above and shown in the drawings and that various modifications and changes may be made without departing from the scope thereof. The scope of the application is limited only by the appended claims.
Claims (10)
1. An engine fuel injection control method, comprising:
acquiring a first temperature of a catalyst in an automobile in real time;
if the first temperature is smaller than a first limit value and larger than a second limit value, acquiring the current oil injection pulse width of an oil injector of the engine and the air flow of the catalyst, and determining a target oil injection quantity according to the first temperature, the air flow, the first limit value, the heat of unit fuel oil combustion, the specific heat of gas and the oil injection pulse width;
if the first temperature is less than or equal to a second limit value and greater than or equal to a third limit value, acquiring a second temperature of the particle trap and an inlet-outlet temperature difference of the catalyst at intervals of a preset time interval, determining a variation of an oil injection quantity of the current preset time interval according to the second temperature and the inlet-outlet temperature difference of the catalyst, and determining the target oil injection quantity according to a preset fuel oil start-up injection quantity and the variation of the oil injection quantity;
and controlling the fuel injection of the fuel injector according to the target fuel injection quantity.
2. The method of claim 1, wherein determining a target injection quantity based on the first temperature, the airflow, the first limit, a heat per unit fuel burned, a gas specific heat capacity, and a pulse width of injection comprises:
if the oil injection pulse width is larger than a first preset value, inquiring a preset first conversion efficiency pulse spectrum MAP according to the first temperature and the airflow so as to obtain corresponding first fuel oil conversion efficiency;
and determining the target fuel injection quantity according to the first fuel conversion efficiency, the first temperature, the heat of unit fuel combustion, the gas specific heat capacity and the gas flow.
3. The method of claim 2, wherein determining the target injected fuel quantity as a function of the first fuel conversion efficiency, the first temperature, the heat per unit fuel burned, the gas specific heat capacity, and the air flow quantity comprises:
calculating a first calorific value required for the unit gas to rise from the first temperature to the first limit according to the first limit, the first temperature and the specific heat capacity of the gas;
calculating a second calorific value required by the gas of unit gas flow to rise from the first temperature to a first limit value according to the first calorific value and the gas flow;
calculating theoretical fuel injection quantity which can enable the gas flow per unit to reach the first limit value from the first temperature according to the second heat value and the heat quantity of unit fuel oil combustion;
and dividing the theoretical fuel injection quantity by the first fuel conversion efficiency to obtain a target fuel injection quantity.
4. The method of claim 2, wherein after determining the target fuel injection quantity, further comprising:
bringing the target fuel injection quantity into a preset conversion efficiency correction curve to obtain a conversion efficiency correction coefficient;
determining a corrected fuel oil conversion efficiency according to the conversion efficiency correction coefficient and the first fuel oil conversion efficiency;
determining a corrected target fuel injection quantity according to the corrected fuel conversion efficiency, the first temperature, the heat of unit fuel combustion and the air flow;
and controlling the fuel injection of the fuel injector according to the corrected target fuel injection quantity.
5. The method of claim 1, wherein determining a target fuel injection amount based on the first temperature, the airflow, the first limit, a heat per fuel burn, and a fuel injection pulse width comprises:
if the oil injection pulse width is smaller than or equal to a first preset value, inquiring a preset second conversion efficiency MAP according to the first temperature and the air flow to obtain a corresponding second fuel conversion efficiency;
and determining the target fuel injection quantity according to the second fuel conversion efficiency, the first temperature, the heat of unit fuel combustion and the air flow.
6. The method of any one of claims 1 to 5, wherein the determining the change of the fuel injection amount in the current preset time interval according to the second temperature and the inlet-outlet temperature difference of the catalyst comprises:
inquiring the fuel injection quantity incremental MAP according to the second temperature and the temperature difference between the inlet and the outlet of the catalyst so as to obtain a fuel injection quantity incremental step corresponding to the current preset time interval;
acquiring the variation of the pre-stored oil injection quantity of the last preset time interval;
and adding the incremental step length of the oil injection quantity corresponding to the current preset time interval and the variable quantity of the oil injection quantity of the last preset time interval to obtain the variable quantity of the oil injection quantity of the current preset time interval.
7. The method according to any one of claims 1 to 5, wherein before acquiring the second temperature of the particulate trap and the inlet-outlet temperature difference of the catalyst at preset time intervals, the method further comprises:
and acquiring the air flow of the catalyst, and determining the preset time interval according to the air flow.
8. An engine fuel injection control apparatus, comprising:
the temperature acquisition module is used for acquiring a first temperature of a catalyst of the engine in real time;
the first determining module is used for acquiring the current oil injection pulse width of an oil injector of the engine and the airflow of the catalyst if the first temperature is smaller than a first limit value and larger than a second limit value, and determining the target oil injection quantity according to the first temperature, the airflow, the first limit value, the heat of unit fuel oil combustion and the oil injection pulse width;
the second determining module is used for acquiring a second temperature of the particle trap and an inlet-outlet temperature difference of the catalyst at preset time intervals if the first temperature is less than or equal to a second limit value and greater than or equal to a third limit value, determining the variation of the fuel injection quantity of the current preset time interval according to the second temperature and the inlet-outlet temperature difference of the catalyst, and determining the target fuel injection quantity according to the preset fuel starting injection quantity and the variation of the fuel injection quantity;
and the fuel injection control module is used for controlling the fuel injection of the fuel injector according to the target fuel injection quantity.
9. An electronic device, comprising: a processor, and a memory communicatively coupled to the processor;
the memory stores computer-executable instructions;
the processor executes computer-executable instructions stored by the memory to cause the processor to perform the engine fuel injection control method of any one of claims 1 to 7.
10. A computer-readable storage medium having computer-executable instructions stored therein, which when executed by a processor, are configured to implement the engine fuel injection control method of any one of claims 1 to 7.
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