CN116378842A - Fuel injection method, device, apparatus and automobile - Google Patents
Fuel injection method, device, apparatus and automobile Download PDFInfo
- Publication number
- CN116378842A CN116378842A CN202310669506.0A CN202310669506A CN116378842A CN 116378842 A CN116378842 A CN 116378842A CN 202310669506 A CN202310669506 A CN 202310669506A CN 116378842 A CN116378842 A CN 116378842A
- Authority
- CN
- China
- Prior art keywords
- injection
- fuel
- fuel injector
- main fuel
- fuel injection
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000002347 injection Methods 0.000 title claims abstract description 324
- 239000007924 injection Substances 0.000 title claims abstract description 324
- 239000000446 fuel Substances 0.000 title claims abstract description 271
- 238000000034 method Methods 0.000 title claims abstract description 53
- 238000004590 computer program Methods 0.000 claims description 6
- 230000009286 beneficial effect Effects 0.000 abstract description 5
- 230000008569 process Effects 0.000 description 16
- 238000010586 diagram Methods 0.000 description 9
- 238000012423 maintenance Methods 0.000 description 8
- 230000000694 effects Effects 0.000 description 4
- 230000009471 action Effects 0.000 description 3
- 238000005516 engineering process Methods 0.000 description 3
- 230000000630 rising effect Effects 0.000 description 2
- 239000000243 solution Substances 0.000 description 2
- 230000006978 adaptation Effects 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 230000006870 function Effects 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000003287 optical effect Effects 0.000 description 1
- 230000000750 progressive effect Effects 0.000 description 1
- 230000001737 promoting effect Effects 0.000 description 1
- 238000005507 spraying Methods 0.000 description 1
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—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
- F02D41/402—Multiple injections
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
-
- 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
- F02D41/20—Output circuits, e.g. for controlling currents in command coils
- F02D2041/202—Output circuits, e.g. for controlling currents in command coils characterised by the control of the circuit
-
- 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
- F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/06—Fuel or fuel supply system parameters
- F02D2200/0614—Actual fuel mass or fuel injection amount
- F02D2200/0616—Actual fuel mass or fuel injection amount determined by estimation
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
The application discloses a fuel injection method, a device, equipment and an automobile, wherein the method comprises the steps of determining a first injection quantity when fuel needs to be injected into a cylinder of an engine; controlling a fuel injector to perform primary main fuel injection to a cylinder according to a first injection quantity, wherein the primary main fuel injection is vortex line cavitation injection; determining a second injection quantity; and in the injection range of the first main fuel injection, controlling the fuel injector to perform second main fuel injection to the cylinder according to a second injection quantity, wherein the second main fuel injection is non-vortex cavitation injection. The beneficial effect of this scheme lies in, carries out the secondary main fuel through the within range that cavitation was sprayed at the vortex line, can make the fuel droplet of twice main fuel injection strike the breakage each other to further improve the oil gas mixing efficiency of engine.
Description
Technical Field
The application belongs to the technical field of fuel injection, and particularly relates to a fuel injection method, a fuel injection device, fuel injection equipment and an automobile.
Background
When fuel is injected into an engine cylinder, the existing part of vehicles apply a double main injection technology, namely, the fuel to be injected is divided into two injections. The double main spraying technology can enhance the entrainment effect of the middle section of the oil beam and improve the oil-gas mixing efficiency.
However, in the existing double main injection technology, the interaction between the two injected fuels is less, so that the improvement effect on the oil-gas mixing efficiency is not obvious.
Disclosure of Invention
Accordingly, the present application provides a fuel injection method, apparatus, device and automobile to further improve the oil-gas mixing efficiency of the engine.
A first aspect of the present application provides a fuel injection method comprising:
determining a first injection amount when fuel needs to be injected into a cylinder of an engine;
controlling a fuel injector to perform primary fuel injection for the first time to the cylinder according to the first injection quantity; wherein the first primary fuel injection is a vortex line cavitation injection;
determining a second injection quantity;
controlling a fuel injector to perform a second main fuel injection to the cylinder according to the second injection quantity within the injection range of the first main fuel injection; wherein the second main fuel injection is a non-vortex cavitation injection.
Optionally, the determining the first injection quantity includes:
determining a total injection quantity according to a state parameter of the engine;
and determining the first injection quantity according to the total injection quantity and a preset injection quantity proportion.
Optionally, the controlling the fuel injector to perform the first main fuel injection to the cylinder according to the first injection quantity includes:
determining a lift required by vortex line cavitation;
energizing a solenoid valve of the fuel injector according to a preset starting voltage and starting current;
after the lift of the electromagnetic valve reaches the lift required by the vortex line cavitation, reducing the current of the electromagnetic valve from the starting current to a maintaining current corresponding to the lift required by the vortex line cavitation so as to enable the fuel injector to perform primary main fuel injection;
after the injection amount of the fuel injector reaches the first injection amount, the energization of the electromagnetic valve is stopped.
Optionally, the controlling the fuel injector to perform the second main fuel injection to the cylinder according to the second injection quantity includes:
energizing a solenoid valve of the fuel injector according to a preset starting voltage and starting current;
after the lift of the electromagnetic valve reaches the maximum lift, reducing the current of the electromagnetic valve from the starting current to a maintaining current corresponding to the maximum lift so as to enable the fuel injector to perform secondary main fuel injection;
after the injection amount of the fuel injector reaches the second injection amount, the energization of the electromagnetic valve is stopped.
A second aspect of the present application provides a fuel injection device comprising:
a determining unit configured to determine a first injection amount when fuel needs to be injected to a cylinder of an engine;
a control unit for controlling the fuel injector to perform a first main fuel injection into the cylinder according to the first injection quantity; wherein the first primary fuel injection is a vortex line cavitation injection;
the determining unit is used for determining a second injection quantity;
the control unit is used for controlling the fuel injector to perform second main fuel injection to the cylinder according to the second injection quantity in the injection range of the first main fuel injection; wherein the second main fuel injection is a non-vortex cavitation injection.
Optionally, when the determining unit determines the first injection amount, the determining unit is specifically configured to:
determining a total injection quantity according to a state parameter of the engine;
and determining the first injection quantity according to the total injection quantity and a preset injection quantity proportion.
Optionally, the control unit controls the fuel injector to perform the first main fuel injection to the cylinder according to the first injection quantity, specifically for:
determining a lift required by vortex line cavitation;
energizing a solenoid valve of the fuel injector according to a preset starting voltage and starting current;
after the lift of the electromagnetic valve reaches the lift required by the vortex line cavitation, reducing the current of the electromagnetic valve from the starting current to a maintaining current corresponding to the lift required by the vortex line cavitation so as to enable the fuel injector to perform primary main fuel injection;
after the injection amount of the fuel injector reaches the first injection amount, the energization of the electromagnetic valve is stopped.
Optionally, the control unit controls the fuel injector to perform the second main fuel injection to the cylinder according to the second injection quantity, specifically for:
energizing a solenoid valve of the fuel injector according to a preset starting voltage and starting current;
after the lift of the electromagnetic valve reaches the maximum lift, reducing the current of the electromagnetic valve from the starting current to a maintaining current corresponding to the maximum lift so as to enable the fuel injector to perform secondary main fuel injection;
after the injection amount of the fuel injector reaches the second injection amount, the energization of the electromagnetic valve is stopped.
A third aspect of the present application provides an electronic device comprising a memory and a processor;
the memory is used for storing a computer program;
the processor is configured to execute the computer program, and is specifically configured to implement the fuel injection method provided in any one of the first aspects of the present application.
A fourth aspect of the present application provides an automobile comprising an electronic control unit and an engine;
the electronic control unit is used for:
in operation of the engine, the fuel injection method according to any one of the first aspects of the present application controls a fuel injector of the engine to inject fuel into a cylinder of the engine.
The application discloses a fuel injection method, a device, equipment and an automobile, wherein the method comprises the steps of determining a first injection quantity when fuel needs to be injected into a cylinder of an engine; controlling a fuel injector to perform primary fuel injection for the first time to the cylinder according to the first injection quantity; wherein the first main fuel injection is vortex line cavitation injection; determining a second injection quantity; controlling the fuel injector to perform second main fuel injection to the cylinder according to a second injection quantity in the injection range of the first main fuel injection; wherein the second main fuel injection is a non-vortex cavitation injection. The beneficial effect of this scheme lies in, carries out the secondary main fuel through the within range that cavitation was sprayed at the vortex line, can make the fuel droplet of twice main fuel injection strike the breakage each other to further improve the oil gas mixing efficiency of engine.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings that are required to be used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only embodiments of the present application, and that other drawings may be obtained according to the provided drawings without inventive effort to a person skilled in the art.
FIG. 1 is a flow chart of a fuel injection method provided by an embodiment of the present application;
FIG. 2 is a schematic diagram of the driving current of a solenoid valve in a fuel injection method according to an embodiment of the present disclosure;
FIG. 3 is a solenoid energized schematic diagram of a fuel injection method according to an embodiment of the present disclosure;
FIG. 4 is a schematic illustration of fuel injector flow for a fuel injection method according to an embodiment of the present disclosure;
FIG. 5 is a schematic view illustrating injection angles of two main fuel injections in a fuel injection method according to an embodiment of the present disclosure;
FIG. 6 is a schematic diagram of a fuel injection device according to an embodiment of the present disclosure;
fig. 7 is a schematic structural diagram of an electronic device according to an embodiment of the present application.
Detailed Description
The following description of the embodiments of the present application will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all, of the embodiments of the present application. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present disclosure.
The various steps in the embodiments of the present application may be performed by an electronic control unit (Electronic Control Unit, ECU) of the vehicle.
In view of the problems described in the background art, an embodiment of the present application provides a fuel injection method, please refer to fig. 1, which is a flowchart of the method, and the method may include the following steps.
S101, when fuel needs to be injected into a cylinder of the engine, a first injection amount is determined.
In the present embodiment, the first injection amount may be determined in various ways.
An alternative way of determining the first injection quantity is:
determining a total injection amount according to a state parameter of the engine;
and determining a first injection quantity according to the total injection quantity and the preset injection quantity proportion.
The state parameter of the engine may specifically be the current load of the engine.
The injection amount ratio means a ratio of the first injection amount to the total injection amount. In this embodiment, the injection amount ratio may be determined according to the actual situation, for example, according to the structure and the working condition of the engine, and is not limited.
For example, the injection amount ratio may be set to 0.5, and the corresponding first injection amount may be half of the total injection amount.
S102, controlling a fuel injector to perform primary main fuel injection to a cylinder according to a first injection quantity, wherein the primary main fuel injection is vortex line cavitation injection.
Optionally, controlling the fuel injector to perform a first main fuel injection into the cylinder at the first injection amount includes:
determining a lift required by vortex line cavitation;
energizing a solenoid valve of the fuel injector according to a preset starting voltage and starting current;
after the lift of the electromagnetic valve reaches the lift required by vortex cavitation, reducing the current of the electromagnetic valve from the starting current to a maintaining current corresponding to the lift required by vortex cavitation, so that the fuel injector carries out primary main fuel injection;
after the injection amount of the fuel injector reaches the first injection amount, the energization of the solenoid valve is stopped.
The lift required for cavitation of the vortex line can be a preset fixed value or a variable determined according to the first injection quantity.
For example, the injection duration of the first main fuel injection may be preset, that is, it is specified that the first main fuel injection should be completed within a preset number of seconds, based on this, the injector flow required for injecting the fuel of the first injection amount in the set injection duration may be calculated according to the set injection duration and the first injection amount determined in S101, and then the lift corresponding to the required injector flow, that is, the lift required for cavitation of the vortex line may be determined according to the correspondence between the injector flow and the lift of the solenoid valve.
Referring to fig. 2, fig. 2 is a schematic diagram showing a variation of a driving current of a solenoid valve according to a movement of a piston (represented by a crank angle) in a fuel injection method.
In fig. 2, the processes 1 to 3 are schematic diagrams of the driving current of the solenoid valve when the first main fuel injection (i.e., the first main injection) is performed.
In the current steep rising process shown in the step 1, the ECU can energize the electromagnetic valve according to the starting voltage, and rapidly promote the driving current passing through the electromagnetic valve to the starting current, so that the coil of the electromagnetic valve can generate strong electromagnetic force to enable the armature to overcome the pre-tightening force of the spring, and the electromagnetic valve can rapidly move upwards.
Then, in the starting current maintaining process shown in the step 2, the ECU limits the current not to rise any more, the armature of the electromagnetic valve starts to move, and the current is maintained for a moment to be unchanged in order to ensure that the armature can continuously move. The duration of the start-up current maintenance event determines the solenoid valve lift, in this embodiment, the lift required for cavitation is generally less than that required for normal injection, so the duration of event 2 may be suitably reduced relative to the duration maintained during normal injection.
After the lift of the solenoid valve reaches the lift required for cavitation, the solenoid valve enters a maintenance current process 3 in fig. 2, in which, to reduce energy consumption and prevent coil burnout, the ECU may reduce the current of the solenoid valve from a higher starting current to a maintenance current corresponding to the lift required for cavitation, and maintain the maintenance current for a period of time, and maintain the lift of the solenoid valve unchanged at the lift required for cavitation, so that the fuel injector performs the first main fuel injection.
The current value of the holding current in the process 3 can be determined according to the lift required by the cavitation of the vortex line, and in general, the higher the lift required by the cavitation of the vortex line, the larger the value of the holding current in the process 3.
After the solenoid valve is stopped being energized, the first main fuel injection ends. The first main fuel injection typically ends after the crankshaft of the engine passes top dead center.
S103, determining a second injection quantity.
The second injection amount may be determined based on the first injection amount and the total injection amount determined in S101, and specifically, the first injection amount may be subtracted from the total injection amount, and the resulting difference may be determined as the second injection amount.
S104, controlling the fuel injector to perform second main fuel injection to the cylinder according to a second injection quantity within the injection range of the first main fuel injection, wherein the second main fuel injection is non-vortex line cavitation injection.
Optionally, controlling the fuel injector to perform a second main fuel injection into the cylinder at a second injection amount includes:
energizing a solenoid valve of the fuel injector according to a preset starting voltage and starting current;
after the lift of the electromagnetic valve reaches the maximum lift, reducing the current of the electromagnetic valve from the starting current to the maintaining current corresponding to the maximum lift so as to enable the fuel injector to perform the second main fuel injection;
after the injection amount of the fuel injector reaches the second injection amount, the energization of the solenoid valve is stopped.
Referring to fig. 2, the processes 4 to 6 in fig. 2 are schematic diagrams of the driving current of the solenoid valve when the second main fuel injection (i.e. the second main injection) is performed.
In the current steep rising process shown in the step 4, the ECU can energize the electromagnetic valve according to the starting voltage, and rapidly raise the driving current passing through the electromagnetic valve to the starting current, so that the coil of the electromagnetic valve can generate strong electromagnetic force to enable the armature to overcome the pre-tightening force of the spring, and the electromagnetic valve can rapidly move upwards.
Then, during the start-up current maintenance process shown in fig. 5, the ECU maintains the current of the solenoid at the start-up current for a period of time so that the solenoid armature moves to a position corresponding to the maximum lift.
Finally, in the maintenance current process 6, the ECU reduces the current of the solenoid valve from the start current to the maintenance current required for maintaining the maximum lift, that is, the maintenance current corresponding to the maximum lift, in which case the solenoid valve maintains the maximum lift unchanged, and the fuel injector performs a rapid and large amount of fuel injection until the total injection amount required for completing the cycle is reached, that is, until the fuel amount of the second main injection and the fuel amount of the first main injection are added up to the total injection amount position.
The lift required for cavitation of the vortex line can be smaller than the maximum lift or equal to the maximum lift.
In some alternative embodiments, to enhance the effect of the mutual collision between the fuel droplets of the second main fuel injection and the fuel droplets of the first main fuel injection, the vortex cavitation lift may be set to be smaller than the maximum lift, at which time the lift of the solenoid valve at the time of the two main fuel injections may be referred to in fig. 3, and the flow rate of the injector (i.e., the fuel injector) at the time of the two main fuel injections may be referred to in fig. 4 when the solenoid valve is controlled during the two main fuel injections in accordance with the lift shown in fig. 3.
As can be seen from fig. 3 and fig. 4, the first main fuel injection is performed in the mode of cavitation injection of the vortex line, the lift of the corresponding solenoid valve is lower, the flow rate of the injector is lower, the flow rate of the injected fuel droplets is lower, and the duration of the whole injection process is longer, so that the fuel droplets generated by cavitation injection of the vortex line can be uniformly distributed in the injection range.
When the secondary main fuel injection is carried out in a common injection mode (namely a non-vortex cavitation injection mode), the lift of the electromagnetic valve is higher, the flow rate of the injector is higher, the flow rate of injected fuel droplets is higher, and the duration of the whole injection process is shorter. After the high-speed fuel drops collide with the throat of the piston and return, the high-speed fuel drops still have high kinetic energy, so that the high-speed fuel drops can collide with the fuel drops generated by the primary fuel injection, and the breaking degree of the collided fuel drops is high.
Therefore, by controlling the electromagnetic valve in the two main fuel injection processes in the mode of fig. 3, the crushing degree of fuel droplets generated by the two main fuel injection after collision can be enhanced, and the oil-gas mixing efficiency can be further improved.
The application discloses a fuel injection method, which comprises the steps of determining a first injection quantity when fuel needs to be injected into a cylinder of an engine; controlling a fuel injector to perform primary fuel injection for the first time to the cylinder according to the first injection quantity; wherein the first main fuel injection is vortex line cavitation injection; determining a second injection quantity; controlling the fuel injector to perform second main fuel injection to the cylinder according to a second injection quantity in the injection range of the first main fuel injection; wherein the second main fuel injection is a non-vortex cavitation injection. The beneficial effect of this scheme lies in, carries out the secondary main fuel through the within range that cavitation was sprayed at the vortex line, can make the fuel droplet of twice main fuel injection strike the breakage each other to further improve the oil gas mixing efficiency of engine.
The beneficial effects of the present embodiment can be understood with reference to fig. 5, and fig. 5 is a schematic view of injection angles of two main fuel injections in the fuel injection method.
In fig. 5, a broken line from the injector toward the piston throat represents the injection range of the first main fuel injection, and a solid line represents the movement path of the fuel droplets injected by the second main fuel injection.
It can be seen that after the end of the first main fuel injection, a large number of fuel droplets are distributed over its injection range.
After that, when the second main fuel injection is performed within the injection range of the first main fuel injection, firstly the fuel droplet injected from the injector collides with the fuel droplet of the first main fuel injection within the range to be broken, and secondly, when the fuel droplet of the second main fuel injection collides with the piston throat and reflects from the piston throat, the reflected fuel droplet collides again with the fuel droplet of the first main fuel injection within the range to be broken.
It can be seen from this that the method according to the present embodiment provides the opportunity for at least two collisions to break up between the fuel droplets of the first main fuel injection and the fuel droplets of the second main fuel injection when fuel is injected. Therefore, in the embodiment, the second main fuel injection is performed in the injection range of the first vortex line cavitation injection, so that the probability of collision between fuel droplets of the two main fuel injections is remarkably improved, the fuel droplets of the two main fuel injections can be fully collided, and the effects of promoting the breaking of the fuel droplets and improving the oil-gas mixing efficiency are achieved.
According to the fuel injection method provided in the embodiment of the present application, the embodiment of the present application further provides a fuel injection device, please refer to fig. 6, which is a schematic structural diagram of the device, and the device may include the following units.
A determining unit 601 for determining a first injection amount when fuel needs to be injected to a cylinder of an engine;
a control unit 602 for controlling the fuel injector to perform a first main fuel injection into the cylinder at a first injection amount; wherein the first main fuel injection is vortex line cavitation injection;
a determination unit 601 for determining a second injection amount;
a control unit 602 for controlling the fuel injector to perform a second main fuel injection into the cylinder at a second injection amount within an injection range of the first main fuel injection; wherein the second main fuel injection is a non-vortex cavitation injection.
Optionally, when the determining unit 601 determines the first injection amount, the determining unit is specifically configured to:
determining a total injection amount according to a state parameter of the engine;
and determining a first injection quantity according to the total injection quantity and the preset injection quantity proportion.
Alternatively, the control unit 602 controls the fuel injector to perform the first main fuel injection into the cylinder according to the first injection amount, specifically for:
determining a lift required by vortex line cavitation;
energizing a solenoid valve of the fuel injector according to a preset starting voltage and starting current;
after the lift of the electromagnetic valve reaches the lift required by vortex cavitation, reducing the current of the electromagnetic valve from the starting current to a maintaining current corresponding to the lift required by vortex cavitation, so that the fuel injector carries out primary main fuel injection;
after the injection amount of the fuel injector reaches the first injection amount, the energization of the solenoid valve is stopped.
Optionally, the control unit 602 is specifically configured to, when controlling the fuel injector to perform the second main fuel injection into the cylinder according to the second injection amount:
energizing a solenoid valve of the fuel injector according to a preset starting voltage and starting current;
after the lift of the electromagnetic valve reaches the maximum lift, reducing the current of the electromagnetic valve from the starting current to the maintaining current corresponding to the maximum lift so as to enable the fuel injector to perform the second main fuel injection;
after the injection amount of the fuel injector reaches the second injection amount, the energization of the solenoid valve is stopped.
The specific working principle of the fuel injection device provided in this embodiment may refer to relevant steps of a fuel injection method provided in this embodiment, and will not be described in detail.
The application discloses a fuel injection device, comprising a determining unit 601 for determining a first injection amount when fuel needs to be injected to a cylinder of an engine; the control unit 602 is configured to control the fuel injector to perform a first main fuel injection into the cylinder according to a first injection amount; wherein the first main fuel injection is vortex line cavitation injection; the determination unit 601 is configured to determine a second injection amount; the control unit 602 is configured to control the fuel injector to perform a second main fuel injection into the cylinder in a second injection amount within an injection range of the first main fuel injection; wherein the second main fuel injection is a non-vortex cavitation injection. The beneficial effect of this scheme lies in, carries out the secondary main fuel through the within range that cavitation was sprayed at the vortex line, can make the fuel droplet of twice main fuel injection strike the breakage each other to further improve the oil gas mixing efficiency of engine.
An embodiment of the present application further provides an electronic device, please refer to fig. 7, which is a schematic structural diagram of the electronic device, and the electronic device may include a memory 701 and a processor 702.
The memory 701 is for storing a computer program;
the processor 702 is configured to execute a computer program, and in particular to implement the fuel injection method provided in any of the embodiments of the present application.
The processor 702 may be considered an electronic control unit of the vehicle.
The memory 701 may be considered to be a storage medium connected to or comprised by the electronic control unit.
The embodiment of the application also provides an automobile, which comprises an electronic control unit and an engine;
the electronic control unit is used for:
in operation of the engine, the fuel injection method according to any embodiment of the present application controls a fuel injector of the engine to inject fuel into a cylinder of the engine.
It should be noted that, in the present specification, each embodiment is described in a progressive manner, and each embodiment is mainly described as different from other embodiments, and identical and similar parts between the embodiments are all enough to be referred to each other.
For convenience of description, the above system or apparatus is described as being functionally divided into various modules or units, respectively. Of course, the functions of each element may be implemented in one or more software and/or hardware elements when implemented in the present application.
From the above description of embodiments, it will be apparent to those skilled in the art that the present application may be implemented in software plus a necessary general purpose hardware platform. Based on such understanding, the technical solution of the present application may be embodied essentially or in a part contributing to the prior art in the form of a software product, which may be stored in an automobile, such as a ROM/RAM, a magnetic disk, an optical disk, etc., including several instructions to cause a computer device (which may be a personal computer, a server, or a network device, etc.) to perform the method described in the embodiments or some parts of the embodiments of the present application.
Finally, it is further noted that relational terms such as first, second, third, fourth, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.
The foregoing is merely a preferred embodiment of the present application and it should be noted that modifications and adaptations to those skilled in the art may be made without departing from the principles of the present application and are intended to be comprehended within the scope of the present application.
Claims (10)
1. A fuel injection method, characterized by comprising:
determining a first injection amount when fuel needs to be injected into a cylinder of an engine;
controlling a fuel injector to perform primary fuel injection for the first time to the cylinder according to the first injection quantity; wherein the first primary fuel injection is a vortex line cavitation injection;
determining a second injection quantity;
controlling a fuel injector to perform a second main fuel injection to the cylinder according to the second injection quantity within the injection range of the first main fuel injection; wherein the second main fuel injection is a non-vortex cavitation injection.
2. The method of claim 1, wherein the determining the first injection amount comprises:
determining a total injection quantity according to a state parameter of the engine;
and determining the first injection quantity according to the total injection quantity and a preset injection quantity proportion.
3. The method of claim 1, wherein the controlling the fuel injector to inject the first main fuel into the cylinder at the first injection amount comprises:
determining a lift required by vortex line cavitation;
energizing a solenoid valve of the fuel injector according to a preset starting voltage and starting current;
after the lift of the electromagnetic valve reaches the lift required by the vortex line cavitation, reducing the current of the electromagnetic valve from the starting current to a maintaining current corresponding to the lift required by the vortex line cavitation so as to enable the fuel injector to perform primary main fuel injection;
after the injection amount of the fuel injector reaches the first injection amount, the energization of the electromagnetic valve is stopped.
4. The method of claim 1, wherein said controlling the fuel injector to inject a second main fuel into the cylinder at the second injection amount comprises:
energizing a solenoid valve of the fuel injector according to a preset starting voltage and starting current;
after the lift of the electromagnetic valve reaches the maximum lift, reducing the current of the electromagnetic valve from the starting current to a maintaining current corresponding to the maximum lift so as to enable the fuel injector to perform secondary main fuel injection;
after the injection amount of the fuel injector reaches the second injection amount, the energization of the electromagnetic valve is stopped.
5. A fuel injection device, characterized by comprising:
a determining unit configured to determine a first injection amount when fuel needs to be injected to a cylinder of an engine;
a control unit for controlling the fuel injector to perform a first main fuel injection into the cylinder according to the first injection quantity; wherein the first primary fuel injection is a vortex line cavitation injection;
the determining unit is used for determining a second injection quantity;
the control unit is used for controlling the fuel injector to perform second main fuel injection to the cylinder according to the second injection quantity in the injection range of the first main fuel injection; wherein the second main fuel injection is a non-vortex cavitation injection.
6. The apparatus according to claim 5, wherein the determining unit is configured to, when determining the first injection amount:
determining a total injection quantity according to a state parameter of the engine;
and determining the first injection quantity according to the total injection quantity and a preset injection quantity proportion.
7. The apparatus of claim 5, wherein the control unit is configured to control the fuel injector to perform a first main fuel injection into the cylinder at the first injection amount, specifically:
determining a lift required by vortex line cavitation;
energizing a solenoid valve of the fuel injector according to a preset starting voltage and starting current;
after the lift of the electromagnetic valve reaches the lift required by the vortex line cavitation, reducing the current of the electromagnetic valve from the starting current to a maintaining current corresponding to the lift required by the vortex line cavitation so as to enable the fuel injector to perform primary main fuel injection;
after the injection amount of the fuel injector reaches the first injection amount, the energization of the electromagnetic valve is stopped.
8. The apparatus of claim 5, wherein the control unit is configured to control the fuel injector to perform a second main fuel injection into the cylinder at the second injection amount, specifically:
energizing a solenoid valve of the fuel injector according to a preset starting voltage and starting current;
after the lift of the electromagnetic valve reaches the maximum lift, reducing the current of the electromagnetic valve from the starting current to a maintaining current corresponding to the maximum lift so as to enable the fuel injector to perform secondary main fuel injection;
after the injection amount of the fuel injector reaches the second injection amount, the energization of the electromagnetic valve is stopped.
9. An electronic device comprising a memory and a processor;
the memory is used for storing a computer program;
the processor is configured to execute the computer program, in particular to implement the fuel injection method according to any one of claims 1 to 4.
10. An automobile is characterized by comprising an electronic control unit and an engine;
the electronic control unit is used for:
the fuel injection method according to any one of claims 1 to 4 controls a fuel injector of the engine to inject fuel into a cylinder of the engine when the engine is operated.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310669506.0A CN116378842B (en) | 2023-06-07 | 2023-06-07 | Fuel injection method, device, apparatus and automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310669506.0A CN116378842B (en) | 2023-06-07 | 2023-06-07 | Fuel injection method, device, apparatus and automobile |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN116378842A true CN116378842A (en) | 2023-07-04 |
| CN116378842B CN116378842B (en) | 2023-09-19 |
Family
ID=86966092
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202310669506.0A Active CN116378842B (en) | 2023-06-07 | 2023-06-07 | Fuel injection method, device, apparatus and automobile |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN116378842B (en) |
Citations (23)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1376235A (en) * | 1999-09-29 | 2002-10-23 | 沃尔沃公司 | Method for controlling a combustion process in a combustion engine |
| JP2007138780A (en) * | 2005-11-16 | 2007-06-07 | Nissan Motor Co Ltd | Auxiliary chamber type internal combustion engine |
| US20080135014A1 (en) * | 2003-06-30 | 2008-06-12 | Daimlerchrysler Ag | Compression Ignition Internal Combustion Engine |
| JP2008215267A (en) * | 2007-03-06 | 2008-09-18 | Toyota Motor Corp | Control device for cylinder injection type spark ignition internal combustion engine |
| JP2009068479A (en) * | 2007-09-18 | 2009-04-02 | Toyota Motor Corp | Control device of fuel injection valve |
| JP2009114917A (en) * | 2007-11-05 | 2009-05-28 | Toyota Motor Corp | Internal combustion engine |
| CN103518059A (en) * | 2011-05-12 | 2014-01-15 | 丰田自动车株式会社 | Fuel injection apparatus for internal combustion engine |
| CN105332840A (en) * | 2015-10-31 | 2016-02-17 | 北京工业大学 | Method for achieving pre-mixing burning through cavitation jet strengthening |
| CN105940211A (en) * | 2014-02-03 | 2016-09-14 | 丰田自动车株式会社 | Fuel injection controller for internal combustion engine |
| JP2016223411A (en) * | 2015-06-03 | 2016-12-28 | マツダ株式会社 | Control device of engine |
| DE102015116844A1 (en) * | 2015-10-05 | 2017-04-06 | Phitea GmbH | Fuel and water injection by means of vortex cavitation |
| JP2017166390A (en) * | 2016-03-15 | 2017-09-21 | トヨタ自動車株式会社 | Fuel injection system of internal combustion engine |
| CN107620661A (en) * | 2016-07-15 | 2018-01-23 | 福特环球技术公司 | The method of explosive motor and the explosive motor for operating the type |
| US20200003146A1 (en) * | 2018-06-28 | 2020-01-02 | Mazda Motor Corporation | Fuel injection control system and fuel injection control method for diesel engine |
| JPWO2019016862A1 (en) * | 2017-07-18 | 2020-05-07 | 日産自動車株式会社 | Control method for direct injection type internal combustion engine |
| CN112228262A (en) * | 2020-09-30 | 2021-01-15 | 江苏大学 | Diesel injector based on nozzle inner vortex cavitation induction hollow spraying structure |
| CN113123891A (en) * | 2021-06-17 | 2021-07-16 | 潍柴动力股份有限公司 | Control method of combustion system, combustion system and internal combustion engine |
| CN113357033A (en) * | 2020-03-06 | 2021-09-07 | 福特全球技术公司 | Liquid and/or gaseous fuel delivery system and method |
| CN114109637A (en) * | 2022-01-28 | 2022-03-01 | 潍柴动力股份有限公司 | Combustion control method and device of diesel engine and diesel engine |
| CN114109636A (en) * | 2022-01-26 | 2022-03-01 | 潍柴动力股份有限公司 | Combustion control method for improving NVH performance of engine and engine |
| CN114233544A (en) * | 2022-02-25 | 2022-03-25 | 潍柴动力股份有限公司 | Engine double-main-jet device and calibration method for engine cold start process |
| CN114357632A (en) * | 2022-03-21 | 2022-04-15 | 潍柴动力股份有限公司 | Oil sprayer optimization method and device |
| CN114483406A (en) * | 2022-04-02 | 2022-05-13 | 潍柴动力股份有限公司 | Linear cavitation promotion method and device for diesel engine |
-
2023
- 2023-06-07 CN CN202310669506.0A patent/CN116378842B/en active Active
Patent Citations (23)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1376235A (en) * | 1999-09-29 | 2002-10-23 | 沃尔沃公司 | Method for controlling a combustion process in a combustion engine |
| US20080135014A1 (en) * | 2003-06-30 | 2008-06-12 | Daimlerchrysler Ag | Compression Ignition Internal Combustion Engine |
| JP2007138780A (en) * | 2005-11-16 | 2007-06-07 | Nissan Motor Co Ltd | Auxiliary chamber type internal combustion engine |
| JP2008215267A (en) * | 2007-03-06 | 2008-09-18 | Toyota Motor Corp | Control device for cylinder injection type spark ignition internal combustion engine |
| JP2009068479A (en) * | 2007-09-18 | 2009-04-02 | Toyota Motor Corp | Control device of fuel injection valve |
| JP2009114917A (en) * | 2007-11-05 | 2009-05-28 | Toyota Motor Corp | Internal combustion engine |
| CN103518059A (en) * | 2011-05-12 | 2014-01-15 | 丰田自动车株式会社 | Fuel injection apparatus for internal combustion engine |
| CN105940211A (en) * | 2014-02-03 | 2016-09-14 | 丰田自动车株式会社 | Fuel injection controller for internal combustion engine |
| JP2016223411A (en) * | 2015-06-03 | 2016-12-28 | マツダ株式会社 | Control device of engine |
| DE102015116844A1 (en) * | 2015-10-05 | 2017-04-06 | Phitea GmbH | Fuel and water injection by means of vortex cavitation |
| CN105332840A (en) * | 2015-10-31 | 2016-02-17 | 北京工业大学 | Method for achieving pre-mixing burning through cavitation jet strengthening |
| JP2017166390A (en) * | 2016-03-15 | 2017-09-21 | トヨタ自動車株式会社 | Fuel injection system of internal combustion engine |
| CN107620661A (en) * | 2016-07-15 | 2018-01-23 | 福特环球技术公司 | The method of explosive motor and the explosive motor for operating the type |
| JPWO2019016862A1 (en) * | 2017-07-18 | 2020-05-07 | 日産自動車株式会社 | Control method for direct injection type internal combustion engine |
| US20200003146A1 (en) * | 2018-06-28 | 2020-01-02 | Mazda Motor Corporation | Fuel injection control system and fuel injection control method for diesel engine |
| CN113357033A (en) * | 2020-03-06 | 2021-09-07 | 福特全球技术公司 | Liquid and/or gaseous fuel delivery system and method |
| CN112228262A (en) * | 2020-09-30 | 2021-01-15 | 江苏大学 | Diesel injector based on nozzle inner vortex cavitation induction hollow spraying structure |
| CN113123891A (en) * | 2021-06-17 | 2021-07-16 | 潍柴动力股份有限公司 | Control method of combustion system, combustion system and internal combustion engine |
| CN114109636A (en) * | 2022-01-26 | 2022-03-01 | 潍柴动力股份有限公司 | Combustion control method for improving NVH performance of engine and engine |
| CN114109637A (en) * | 2022-01-28 | 2022-03-01 | 潍柴动力股份有限公司 | Combustion control method and device of diesel engine and diesel engine |
| CN114233544A (en) * | 2022-02-25 | 2022-03-25 | 潍柴动力股份有限公司 | Engine double-main-jet device and calibration method for engine cold start process |
| CN114357632A (en) * | 2022-03-21 | 2022-04-15 | 潍柴动力股份有限公司 | Oil sprayer optimization method and device |
| CN114483406A (en) * | 2022-04-02 | 2022-05-13 | 潍柴动力股份有限公司 | Linear cavitation promotion method and device for diesel engine |
Non-Patent Citations (1)
| Title |
|---|
| 张正洋;何志霞;郭根苗;孙申鑫;陶希成;: "柴油机原型喷嘴内瞬态流动的特性试验", 内燃机学报, no. 02 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN116378842B (en) | 2023-09-19 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP3867468B2 (en) | Common rail fuel injection system | |
| DE60224106T2 (en) | CONTROL DEVICE FOR HIGH-PRESSURE FUEL PUMP OF INTERNAL COMBUSTION ENGINE | |
| JP5203928B2 (en) | Control system for fuel injector | |
| EP0893594B1 (en) | A fuel injection control device | |
| DE102004062613B4 (en) | Method and device for supplying fuel to internal combustion engines | |
| WO2014181549A1 (en) | Fuel injection control device and fuel injection system | |
| DE10064055A1 (en) | Control device for high pressure fuel pump and for direct injection engine | |
| CN101755116B (en) | Method and device for forming an electric control signal for an injection impulse | |
| US7373924B1 (en) | Method and system to mitigate pump noise in a direct injection, spark ignition engine | |
| CN102425516B (en) | Multi-valve oil spraying system and multi-valve oil spraying method | |
| JP2012117400A (en) | Fuel injection control apparatus for internal combustion engine | |
| CN102877974B (en) | Oil injection control system for engine | |
| CN116378842B (en) | Fuel injection method, device, apparatus and automobile | |
| JP5958417B2 (en) | Fuel injection control device and fuel injection system | |
| CN116398311B (en) | Multi-strategy fuel injection method, device, equipment and automobile | |
| CN105863861A (en) | Method for operating a fuel injector | |
| CN104879230B (en) | Method for noise-reducing actuation of a switchable valve, in particular an injection valve of an internal combustion engine of a motor vehicle | |
| CN112814816B (en) | High-pressure common rail fuel injection system and control method thereof | |
| CN113544378B (en) | Control device for high-pressure pump | |
| WO2015007446A1 (en) | Method for operating a fuel injection system of an internal combustion engine | |
| CN202348503U (en) | Multi-valve oil injection system | |
| JPH0996241A (en) | Combustion device for diesel engine | |
| JP6750710B2 (en) | Fuel injection control device and fuel injection system | |
| WO2023199612A1 (en) | Control device for high-pressure fuel pump | |
| JP6237819B2 (en) | Fuel injection control device and fuel injection system |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |