CN210003434U - Engine oil way air exhaust system and oil rail pressure calibration device - Google Patents
Engine oil way air exhaust system and oil rail pressure calibration device Download PDFInfo
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- CN210003434U CN210003434U CN201920277544.0U CN201920277544U CN210003434U CN 210003434 U CN210003434 U CN 210003434U CN 201920277544 U CN201920277544 U CN 201920277544U CN 210003434 U CN210003434 U CN 210003434U
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
- F02M55/007—Venting means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
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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 utility model relates to an engine oil circuit air discharge system has exhaust injection control portion in order to discharge the air in the engine rapidly, exhaust injection control portion includes injection moment confirm portion, this injection moment confirm portion confirms the injection moment of each cylinder of engine and exports injection control signal to all cylinders at the injection moment, injection execution portion, this injection execution portion receives all cylinders of injection control signal control carry out exhaust injection with specified injection duration, discharge the air in the engine, and oil rail pressure judgement portion, this oil rail pressure judgement portion acquires the oil rail pressure of engine and compares this oil rail pressure with the oil rail pressure calibration value of preliminary calibration, if oil rail pressure is greater than or equal to oil rail pressure calibration value, close exhaust injection control portion, get into normal procedure, if oil rail pressure is less than oil rail pressure calibration value, restart exhaust injection control portion.
Description
Technical Field
The utility model relates to an kind of engine oil circuit air discharge system and oil rail pressure calibration device.
Background
For newly produced automobiles on an automobile production line, air must be present in the fuel line at this time because the engine has never been started. During the normal starting process of the automobile, fuel oil needs to pass through a low-pressure oil pump in an oil tank and reach an oil nozzle through a fuel oil guide pipe, a fuel oil filter, a high-pressure oil pump and an oil rail. However, in the initial stage of the first start of the engine, the engine oil passage is filled with air, so that fuel cannot reach the engine immediately. The fuel spray nozzle sprays air, and the engine cannot be ignited. Therefore, the engine can be normally started only by exhausting air in the oil way system of the engine to fill the whole oil way with fuel oil and establishing oil pressure. Therefore, air in an oil way of the engine needs to be discharged before the new vehicle is off line, so that the normal starting of the off-line new vehicle can be ensured. During the period, the engine can be started for a plurality of times and a long time, fuel can only reach the fuel spray nozzle, air in an engine oil way cannot be discharged in time, and the new offline of the production line is influenced.
Documents of the prior art
Patent document
Patent document 1: CN No. 106481484
Patent document 2: CN106194534
SUMMERY OF THE UTILITY MODEL
Problem to be solved by the utility model
However, in the reference 1, two resonator plates are added to the fuel rail, and the resonator plates are hollow sealed structures and have the scalability of , which is used for relieving the rise and the fall of the fuel pressure, but the cost is increased due to the addition of hardware in the fuel rail, and the unreliability of exists.
In the reference 2, the air discharge signal is a command for issuing a device trigger, requiring intervention of outside personnel and equipment, and the condition for judging completion of air discharge is the rotation speed, there is also certain unreliability.
The utility model relates to a solve above-mentioned problem and provide, its aim at provides kinds of engine oil circuit air discharge system, only can discharge the air among the engine oil circuit system fast, reliably through software control's means, guarantees that the new car rolls off the production line.
Technical scheme for solving technical problem
The utility model relates to an engine oil circuit air discharge system has exhaust injection control portion, and this exhaust injection control portion carries out exhaust injection control when the engine is started for the first time to discharge rapidly air in the engine, exhaust injection control portion includes: an injection timing determination section that determines an injection timing of each cylinder of the engine and outputs an injection control signal to all cylinders at the injection timing; an injection execution unit that receives the injection control signal, sets an ignition coil energization angle of the engine to 0, controls all cylinders to execute exhaust injection for a predetermined injection duration, and discharges air in the engine; and an oil rail pressure determination unit that obtains an oil rail pressure of the engine after a predetermined injection duration has elapsed and compares the oil rail pressure with a previously calibrated oil rail pressure calibration value, wherein if the oil rail pressure is equal to or greater than the oil rail pressure calibration value, the exhaust injection control unit ends the exhaust injection and enters a normal injection procedure, and if the oil rail pressure is less than the oil rail pressure calibration value, the exhaust injection control unit executes the exhaust injection again, and the oil rail pressure calibration value is previously calibrated according to the following method: and continuously starting a new vehicle for multiple times, determining a transition point of the engine of the vehicle from being incapable of being started to being started, and taking the minimum oil rail pressure value of the engine at the transition point successfully started as the oil rail pressure calibration value.
The utility model discloses still relate to oil rail pressure calibration device for the oil rail pressure calibration value that uses when confirming to carry out engine oil circuit air escape, its characterized in that includes oil rail pressure monitoring portion, this oil rail pressure monitoring portion in the process of carrying out continuous many times to the new car start, monitor the engine speed of this vehicle with the change of oil rail pressure in the engine, and oil rail pressure determination portion, this oil rail pressure determination portion confirms the engine of vehicle changes the transition point that can start from can not starting into, regards as the minimum oil rail pressure value that the engine successfully started on this transition point oil rail pressure calibration value.
Effect of the utility model
According to the utility model discloses an engine oil circuit air discharge system can be under the prerequisite that does not increase cost such as manual work, equipment, only through the means of software control air among the engine oil circuit system of discharging fast, reliably.
According to the utility model discloses an oil rail pressure calibration device can be according to the motorcycle type of difference, different engine configuration and different fuel supply system etc. mark oil rail pressure calibration value to make the air in the engine oil circuit air discharge method and the system that has applied this oil rail pressure calibration value to different types of engine homoenergetic discharge engine oil piping system more reliably.
Drawings
Fig. 1 is a schematic diagram showing the configuration of an engine oil passage air discharge system according to the present invention.
Fig. 2 is a flowchart of a discharge method adopted by the engine oil passage air discharge system according to the present invention.
Fig. 3 is a block flow diagram of exhaust injection control in the method for air discharge from an engine oil passage according to the present invention.
FIG. 4 is a graph of engine speed and rail pressure changes monitored by the system during rail pressure calibration.
Fig. 5 is a schematic diagram showing a configuration of a modification 1 of the engine oil passage air discharge system according to the present invention.
Fig. 6 is a flowchart of a modification 1 of the engine oil passage air discharge method according to the present invention.
Fig. 7 is a schematic diagram showing a configuration of a modification 2 of the engine oil passage air discharge system according to the present invention.
Fig. 8 is a flowchart of a modification 2 of the engine oil passage air discharge method according to the present invention.
Detailed Description
Examples
The configuration of the engine oil path air discharge system according to the present invention and the engine oil path air discharge method executed thereby will be described below with reference to the drawings.
Fig. 1 is a schematic diagram of the configuration of an engine oil passage air discharge system 1. As shown in fig. 1, the engine oil passage air-discharge system 1 includes an engine state determination portion 11 and an exhaust injection control portion 12. The exhaust injection control unit 12 includes an injection timing determination unit 121, an injection execution unit 122, and a rail pressure determination unit 123. The engine oil passage air discharge system 1 is configured to function as each part thereof by an ECU (Electronic Control Unit) provided in the vehicle.
Next, the steps of the engine oil passage air discharge method executed by the engine oil passage air discharge system 1 will be described with reference to fig. 2.
To having adopted the utility model discloses a vehicle of engine oil circuit air exhaust system has set up initial start flag # FIRSTACTSW in its ECU to the engine is the initial start when defining "# FIRSTACTSW ═ 1", and the system gets into the air discharge mode, and engine oil circuit air exhaust system 1 starts. As shown in fig. 2, after it is determined at step S11 that the vehicle is powered on, the routine proceeds to step S12. It is determined whether the first start flag # FIRSTACTSW is 1.
The ECU default value of "# FIRSTACTSW" is set to 1, that is, the engine is first started and then defaulted to the air-discharge mode and the engine oil passage air-discharge system 1 is started.
When the first start flag # FIRSTACTSW is set to 1 in step S12, the process proceeds to step S13, and the engine motoring state is determined. After the new automobile is electrified and started for the first time, the electric energy of the automobile storage battery is converted into mechanical energy to drive the flywheel of the automobile engine to rotate. When the engine is dragged by the starter and is shifted from the stopped state (taken as STENG1) to the dragged state (taken as STENG 2), and when the engine state determination unit 11 determines that the engine is shifted from the stopped state (taken as STENG1) to the dragged state (taken as STENG 2), the process proceeds to step S14. If it is determined that the engine is not yet in the motoring state, the routine returns to step S13 to continue determining the motoring state of the engine.
Next, in step S14, exhaust injection control is performed. In the exhaust injection control process, first, the operating stroke state of each cylinder of the engine is determined, the injection timing of each cylinder is calculated, and an injection control signal is output. Then, the exhaust injection is executed for each cylinder in accordance with the received injection control signal. The specific contents thereof will be described in detail later.
After the exhaust injection is continued for the predetermined injection duration, the routine proceeds to step S15, where it is determined whether or not the rail pressure PFUEL of the engine is equal to or higher than the rail pressure calibration value Kp MPA. If the oil rail pressure PFUEL of the engine is judged to be smaller than the oil rail pressure calibration value KpMPA, the pressure of an oil path of the engine is not built, and air in the engine still needs to be discharged. The step returns to S11, and the exhaust injection control is resumed.
If the rail pressure PFUEL of the engine is judged to be greater than or equal to the rail pressure calibration value kpmpa, the rail pressure PFUEL of the engine indicates that sufficient pressure exists in the oil rail and the whole oil circuit of the engine, and air in the engine is completely discharged, the control unit moves to step S16, after the marking position # FIRSTACTSW is set to 0 for the first time, denier # FIRSTACTSW is 0, the ECU counts the marking position upwards, the marking position cannot be activated again after the counting value is 1, and when the marking position # FIRSTACTSW is 0, the control unit immediately moves to step S17, the engine enters a normal oil injection control program, and the air discharge of the oil circuit of the engine is completed.
That is, only when the following conditions ①, ②, ③ are all satisfied, it can be determined that # FIRSTACTSW is 0 and the normal injection control routine is entered:
① vehicle is powered on;
② the engine is in dragging state;
③ Engine oil rail pressure PFUEL > -Kp MPA.
< exhaust gas injection control >
As is apparent from fig. 1 and 2, after the vehicle is powered on and started, the first start flag # FIRSTACTSW provided in the ECU is 1, the starter of the vehicle drives the engine, and the engine state determination unit 11 determines the operating state of the engine, and after it is determined that the engine has shifted from the stopped state to the driven state, the exhaust injection control unit 12 is started to start the exhaust injection control, and the specific steps of the exhaust injection control will be described with reference to fig. 3 as a step .
When the piston of each cylinder is determined to move to , the injection time determining part 121 determines the injection time and outputs injection control signals to each component controlling the injection in the engine, the injection executing part 122 receives the injection signals, then the electromagnetic coil circuit of the engine injector is conducted, the cylinder starts the injection, at the same time, the conduction angle of the engine ignition coil is set to 0, the engine is ensured not to ignite in the exhaust injection control process, thereby avoiding the problems of carbon deposition generated by ignition before the engine finishes the exhaust and engine damage caused by ignition due to insufficient oil rail pressure.
The injection execution unit 122 receives the injection control signal at the determined injection timing, and then executes exhaust injection for a predetermined injection duration. The injection duration is determined by a coolant temperature sensing signal of the engine, an intake air temperature sensing signal, a battery voltage signal, and the like. Then, the rail pressure determining unit 123 compares the current rail pressure PFUEL of the engine with the rail pressure calibration value Kp, and when the rail pressure PFUEL > is equal to Kp, it indicates that the rail pressure of the engine is sufficient for normal operation of the engine and all the air in the engine oil passage is discharged. Therefore, the first activation flag # FIRSTACTSW is set to 0, and the exhaust injection control ends.
Here, if the engine in the present embodiment is a four-cylinder direct injection engine, the engine has four fuel injectors, and the four fuel injectors are respectively connected to independent electromagnetic coil circuits, so that each fuel injector is independently controlled by a respective driving circuit.
The utility model discloses the same is applicable to the engine of other jar numbers, for example two jar, six jar or eight jar engines etc.. The number of the drive circuits of the oil injectors is equal to the number of the cylinders.
< injection timing control strategy >
Next, the control of the injection timing will be described by taking a four-cylinder direct injection engine as an example. In the four-cylinder engine, four cylinders respectively perform an intake stroke, a compression stroke, a power stroke, and an exhaust stroke. Therefore, the injection timing determination portion 121 first determines that the cylinder piston in the intake stroke and in the compression stroke is operated to a specific position of the top dead center, and performs the exhaust injection at this timing. Since in the normal injection sequence the cylinders in the intake and compression strokes have been predefined to inject when their cylinder piston is operated to said specific position. Therefore, the injection timing determining unit 121 causes the cylinder performing the intake stroke to perform the exhaust injection at the predetermined timing INJTM11 and causes the cylinder performing the compression stroke to perform the exhaust injection at the predetermined timing INJTM12, directly using the timing for performing the injection defined in advance in the system. Where INJTM11 is a fixed constant, INJTM12 is a value determined based on a Map (Map) of injection timing versus angle between the particular position and top dead center.
The power stroke and the exhaust stroke have no predefined injection times during the normal injection sequence. The present invention sets the exhaust injection control to be executed when "# FIRSTACTSW is 1", that is, the cylinders of four working strokes all perform the injection operation. Therefore, in the exhaust injection control, the injection timing is newly added to the power stroke and the exhaust stroke. And defines the injection timing for the power stroke as INJTM13 and the injection timing for the exhaust stroke as INJTM 14. And INJTM13 is INJTM11, and INJTM14 is INJTM 12.
< oil rail pressure calibration method >
Next, the calibration method of the calibration value of the oil rail pressure used in the air exhaust method of the engine oil path of the present invention will be described, the calibration value Kp of the oil rail pressure can be calibrated according to different vehicle models, different engine configurations, and different fuel supply systems, etc., the present invention provides calibration methods, and the specific contents are as follows.
The calibration object is a sample vehicle which is newly off-line in a certain batch. Before starting the sample vehicle, whether the fuel rail pressure PFUEL value is 0 or not is detected, and a low-pressure side pipeline of a high-pressure fuel pump of the engine is disassembled to check whether oil stains exist or not. Through the above two steps, it is confirmed that the sample car has not been started. And calibrating the oil rail pressure calibration value Kp in the state.
The calibration method comprises the steps of starting the engine of the sample vehicle by using a normal fuel injection system control method, and monitoring the engine oil rail pressure PFUEL. FIG. 4 shows a graph of system monitoring of engine speed HNDATA and rail pressure PFUEL during a sample vehicle start. As can be seen from this figure, when the number of previous starts is small, the rail pressure PFUEL is 0 and the engine speed HNDATA is 0, which is caused by the presence of air in the engine oil passage and the engine cannot be started. As the number of starts increases, the engine speed HNDATA starts to take on a jittered value. From the 9 th start, the engine speed HNDATA continues to rise significantly, at which point the rail pressure buildup is about to complete. From the 10 th start, the engine transitions from a no-start to a successful start, at which point the rail pressure PFUEL is successfully established. The rail pressure PFUEL at this time is the minimum rail pressure value for ensuring the successful start of the engine, and is calibrated to the rail pressure calibration Kp in the batch for use.
It is worth to mention that the number of starts to transition from a failed start to a successful start is different for different types of engines, but that for any type of engine, a transition point for oil pressure build up will occur as the number of starts increases.
Modification example 1
Next, a modified example 1 of the engine oil passage air discharge system according to the present invention will be described. The engine oil passage air discharge system 1a shown in fig. 5 is different from the engine oil passage air discharge system 1 shown in fig. 2 in that: in the engine oil passage air-discharge system 1a, the exhaust injection control portion 12 further includes an injection time correction portion 124. The configuration of the engine oil passage air discharge system 1a and the engine oil passage air discharge method executed thereby will be described below centering on these differences. The same structures and steps as those described above will not be described.
As shown in fig. 5, the engine oil passage air discharge system 1a includes an engine state determination portion 11 and an exhaust injection control portion 12. The exhaust injection control unit 12 includes an injection timing determination unit 121, an injection execution unit 122, a rail pressure determination unit 123, and an injection time correction unit 124. The engine oil passage air discharge system 1a also functions as each part of the vehicle by an ECU provided in the vehicle.
The injection time correction unit 124 generates an initial start correction coefficient KEFS based on an initial start signal newly added to the exhaust injection control according to the present invention. The first start correction coefficient KEFS can be calibrated in advance according to the water temperature of the engine, and the lower the water temperature is, the larger the fuel quantity required by the start of the engine is. The initial start correction coefficient KEFS is used to adjust the original injection duration, and the injection duration in the exhaust injection control is prolonged.
Fig. 6 shows a flowchart of a modification 1 of the engine oil passage air discharge method. After the vehicle is determined to be powered on and started in step S11, the routine proceeds to step S12, as in the embodiment. When the first start flag # FIRSTACTSW is set to 1 in step S12, the process proceeds to step S13, and the engine motoring state is determined. When it is determined that the engine has shifted from the stop state (taken as step 1) to the drive state (taken as step 2), the routine proceeds to step S14.
Next, in step S14, exhaust injection control is performed. In the exhaust injection control process, first, the operating stroke state of each cylinder of the engine is determined, the injection timing of each cylinder is calculated, and an injection control signal is output. Then, exhaust injection is performed according to the received injection control signal.
Since the modification 1a further includes the injection timing correction unit 124, the initial injection duration is corrected by introducing the first start correction coefficient KEFS in step S14 a. So that the injection time is prolonged during this exhaust gas injection process. This increases the air ejection amount in the single exhaust injection control, improving the air discharge efficiency.
After the exhaust injection is continued for the predetermined injection duration as in the embodiment, the routine proceeds to step S15, where it is determined whether or not the rail pressure PFUEL of the engine is equal to or higher than the rail pressure calibration value Kp MPA. When the rail pressure PFUEL of the engine is determined to be equal to or higher than the rail pressure calibration value kpmpa, it indicates that all the air in the engine has been discharged. Moving to step S16, the first setting flag position # FIRSTACTSW is set to 0, and then moving to step S17, the engine enters a normal fuel injection control routine, and the engine oil passage air discharge process ends.
Next, a modified example 2 of the engine oil passage air discharge system according to the present invention will be described. The engine oil passage air discharge system 1b shown in fig. 7 is different from the engine oil passage air discharge system 1 shown in fig. 2 in that: in the engine oil passage air-discharge system 1b, the exhaust injection control portion 12 further includes an injection pressure correction portion 125. The configuration of the engine oil passage air discharge system 1b and the engine oil passage air discharge method executed thereby will be described below centering on this difference. The same structures and steps as those described above will not be described.
As shown in fig. 7, the engine oil passage air discharge system 1b includes an engine state determination portion 11 and an exhaust injection control portion 12. The exhaust injection control unit 12 includes an injection timing determination unit 121, an injection execution unit 122, a rail pressure determination unit 123, and an injection pressure correction unit 125. The engine oil passage air discharge system 1b also functions as each part of the vehicle by an ECU provided in the vehicle.
The injection pressure correction portion 125 defines the injection pressure in the exhaust injection control as TPEXT. And MTPFUELS < TPEXT < KTPFUELBGD. Where MTPFUELS is the injection pressure in the normal injection sequence and KTPFUELBGD is the upper limit value of the injection pressure. That is, in the engine oil passage air-discharge system 1b, the injection pressure correction portion 125 sets the injection pressure in the exhaust injection control to be larger than the injection pressure of the normal injection procedure.
Fig. 8 is a flowchart showing a modification 2 of the engine oil passage air discharge method. After the vehicle is determined to be powered on and started in step S11, the routine proceeds to step S12, as in the embodiment. When the first start flag # FIRSTACTSW is set to 1 in step S12, the process proceeds to step S13, and the engine motoring state is determined. When it is determined that the engine has shifted from the stop state (taken as step 1) to the drive state (taken as step 2), the routine proceeds to step S14.
Next, in step S14, exhaust gas injection is performed. In the exhaust injection process, first, the operating stroke state of each cylinder of the engine is determined, the injection timing of each cylinder is calculated, and an injection control signal is output. Then, exhaust injection is performed according to the received injection control signal.
Since the modification 1b further includes the injection pressure correction portion 125, the injection pressure of the exhaust injection control is increased to be higher than the injection pressure of the normal injection routine in step S14 b. Therefore, in the exhaust injection process, the injection pressure is increased to enable the oil nozzle to spray more air each time, so that the air in the oil way is discharged more quickly and reliably.
After the exhaust injection is continued for the predetermined injection duration as in the embodiment, the routine proceeds to step S15, where it is determined whether or not the rail pressure PFUEL of the engine is equal to or higher than the rail pressure calibration value Kp MPA. When the rail pressure PFUEL of the engine is determined to be equal to or higher than the rail pressure calibration value kpmpa, it indicates that all the air in the engine has been discharged. Moving to step S16, the first setting flag position # FIRSTACTSW is set to 0, and then moving to step S17, the engine enters a normal fuel injection control routine, and the engine oil passage air discharge process ends.
For example, the injection time correction unit 124 in modification 1 and the injection pressure correction unit 125 in modification 2 may be used simultaneously, and the injection duration and the injection pressure in the exhaust injection may be adjusted simultaneously, and therefore, may be further increased to improve the air discharge efficiency in the exhaust injection.
Description of the reference symbols
1. 1a, 1b engine oil circuit air exhaust system
11 engine state determination unit
12 exhaust gas injection control unit
121 injection timing determining part
122 injection execution part
123 oil rail pressure determination part
124 injection time correction unit
125 jet pressure correcting part.
Claims (5)
1, air exhaust system of engine oil way, characterized in that,
having an exhaust injection control portion that executes exhaust injection control to quickly discharge air in an engine when the engine is first started,
the exhaust injection control portion includes:
an injection timing determination section that determines an injection timing of each cylinder of the engine and outputs an injection control signal to all cylinders at the injection timing;
an injection execution unit that receives the injection control signal, sets an ignition coil energization angle of the engine to 0, controls all cylinders to execute exhaust injection for a predetermined injection duration, and discharges air in the engine; and
a rail pressure determination unit that acquires a rail pressure of the engine after a predetermined injection duration has elapsed and compares the rail pressure with a rail pressure calibration value calibrated in advance,
the exhaust injection control portion is turned off when the rail pressure is equal to or greater than the rail pressure calibration value as a result of the comparison by the rail pressure determination portion, and is restarted when the rail pressure is less than the rail pressure calibration value as a result of the comparison,
the oil rail pressure calibration value is the minimum oil rail pressure value of the engine of the vehicle, which is determined in advance by starting a new vehicle for a plurality of times continuously, and at the transition point of the engine from the non-starting state to the starting state, the engine is started successfully.
2. The engine oil air discharge system according to claim 1,
further comprising an engine state determination unit that determines whether or not the engine is in a motoring state in which the engine is motoring by a starter of the vehicle after first being started,
the exhaust injection control portion executes the exhaust injection control with the engine in a motoring state.
3. The engine oil air discharge system according to claim 1 or 2,
the exhaust injection control portion further includes an injection time correction portion that corrects an injection time under a normal injection procedure using a first start correction coefficient to obtain the injection duration,
the first start correction factor is pre-calibrated by the relationship between the engine water temperature and the cylinder injection amount.
4. The engine oil air discharge system according to claim 1 or 2,
the exhaust injection control portion further includes an injection pressure correction portion that makes an injection pressure at which all cylinders perform exhaust injection in the exhaust injection control larger than an injection pressure in a normal injection procedure and equal to or smaller than an injection pressure upper limit value.
The kinds of oil rail pressure calibration device, is used for confirming the oil rail pressure calibration value that uses when carrying out engine oil circuit air discharge, its characterized in that includes:
the system comprises an oil rail pressure monitoring part, a control part and a control part, wherein the oil rail pressure monitoring part monitors the engine speed of a new vehicle and the change of oil rail pressure in the engine in the process of continuously starting the new vehicle for multiple times; and
and an oil rail pressure determination unit that determines a transition point at which an engine of the vehicle transitions from being unable to start to being able to start, and that takes a minimum oil rail pressure value at the transition point at which the engine is successfully started as the oil rail pressure calibration value.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
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| CN2019101113349 | 2019-02-12 | ||
| CN201910111334 | 2019-02-12 |
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| CN210003434U true CN210003434U (en) | 2020-01-31 |
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| CN201920277544.0U Active CN210003434U (en) | 2019-02-12 | 2019-03-05 | Engine oil way air exhaust system and oil rail pressure calibration device |
| CN201910164225.3A Pending CN111550339A (en) | 2019-02-12 | 2019-03-05 | Engine oil way air discharge method and system and oil rail pressure calibration method |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111520245A (en) * | 2020-03-20 | 2020-08-11 | 浙江吉利汽车研究院有限公司 | Engine combustion control method and system |
| CN113623107A (en) * | 2020-05-06 | 2021-11-09 | 联合汽车电子有限公司 | Air exhausting method, starting system and readable storage medium of fuel injection system |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112922733B (en) * | 2021-01-29 | 2022-11-15 | 浙江吉利控股集团有限公司 | Vehicle first-time exhaust starting control method, device and equipment |
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2019
- 2019-03-05 CN CN201920277544.0U patent/CN210003434U/en active Active
- 2019-03-05 CN CN201910164225.3A patent/CN111550339A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111520245A (en) * | 2020-03-20 | 2020-08-11 | 浙江吉利汽车研究院有限公司 | Engine combustion control method and system |
| CN113623107A (en) * | 2020-05-06 | 2021-11-09 | 联合汽车电子有限公司 | Air exhausting method, starting system and readable storage medium of fuel injection system |
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| CN111550339A (en) | 2020-08-18 |
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