WO2022028095A1 - 发动机燃油喷射控制方法及装置 - Google Patents

发动机燃油喷射控制方法及装置 Download PDF

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Publication number
WO2022028095A1
WO2022028095A1 PCT/CN2021/099248 CN2021099248W WO2022028095A1 WO 2022028095 A1 WO2022028095 A1 WO 2022028095A1 CN 2021099248 W CN2021099248 W CN 2021099248W WO 2022028095 A1 WO2022028095 A1 WO 2022028095A1
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WIPO (PCT)
Prior art keywords
fuel injection
engine
control
adaptive control
start angle
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PCT/CN2021/099248
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English (en)
French (fr)
Inventor
林思聪
秦博
冯浩
刘洋
Original Assignee
广州汽车集团股份有限公司
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Application filed by 广州汽车集团股份有限公司 filed Critical 广州汽车集团股份有限公司
Publication of WO2022028095A1 publication Critical patent/WO2022028095A1/zh
Priority to US17/824,024 priority Critical patent/US11821380B2/en

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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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/047—Taking into account fuel evaporation or wall wetting
    • 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
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D41/1402—Adaptive control
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0414—Air temperature
    • 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
    • F02D2200/0618—Actual fuel injection timing or delay, e.g. determined from fuel pressure drop
    • 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
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1002—Output torque
    • 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
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—Engine speed

Definitions

  • the present application relates to the technical field of engines, and in particular, to a method and device for controlling fuel injection of an engine.
  • the device takes an electronic control unit (ECU) as the control center and uses sensors installed on different parts of the engine to measure various working parameters of the engine.
  • ECU electronice control unit
  • a certain control program controls the fuel injection, so that the engine can obtain the best solubility mixture under various working conditions.
  • an engine with direct injection in the cylinder will inject fuel into the cylinder at a very high pressure. If the fuel injection starting angle is not properly controlled, when the temperature level of the cylinder is low, the fuel will be injected to the cylinder wall due to fuel injection. This part of the fuel is difficult to vaporize as quickly as the oil mist particles sprayed in the air.
  • the electronic fuel injection control system looks up the table to control the starting angle of fuel injection according to the operating conditions of the engine. The disadvantage of this method is that when the operating conditions of the engine change from small load to When the load is large, it takes a longer time for the temperature of the piston and the cylinder liner (cylinder wall) to rise.
  • the electronic fuel injection control system looks up a table to control the starting angle of fuel injection during fuel injection according to the operating conditions of the engine. Yes, when the engine operating conditions change from a small load to a large load, it takes a longer time for the temperature of the piston and the cylinder liner (cylinder wall) to rise. Therefore, when the temperature of the piston and the cylinder liner rises to the corresponding large load Before the higher temperature level, the starting angle of fuel injection obtained by looking up the table according to the operating conditions of the engine will cause the fuel to fall on the surface of the piston or cylinder liner, and it will not evaporate in time before combustion, resulting in the phenomenon of wet wall of the piston or cylinder liner. , resulting in the formation of soot during fuel combustion.
  • the purpose of the present application is to provide an engine fuel injection control method and device, which can reduce or even avoid the impact of the oil beam on the piston crown during the fuel injection process by adopting the adaptive control of the starting angle of the fuel injection under dynamic conditions.
  • a first aspect of the embodiments of the present application provides a method for controlling fuel injection of an engine.
  • the method includes the following steps:
  • the fuel injection start angle parameter includes a preset basic fuel injection start angle and a fuel injection start angle adaptive control amount
  • determining the fuel injection start angle adaptive control amount to control the fuel injection includes:
  • the first adaptive control amount and the second adaptive control amount are added to obtain the fuel injection start angle adaptive control amount.
  • the step of entering into the fuel injection start angle adaptive control includes:
  • the fuel injection start angle adaptive control is entered.
  • the engine operating condition information includes engine starting time, predicted engine load, engine load lifting speed, intake air temperature, and whether the engine is in a non-idling state;
  • the preset conditions include that the engine start time is greater than a preset value, the predicted engine load is greater than a preset value, the engine load lift speed is greater than a preset value, the intake air temperature is greater than a preset value, and the engine in a non-idle state.
  • the fuel injection start angle parameter further includes a control duration.
  • the step of determining and controlling the fuel injection according to the fuel injection start angle parameter further includes:
  • the first control duration and the second control duration are added to obtain the control duration, the sum of the fuel injection start angle adaptive control amount and the preset basic fuel injection start angle, and the Control time controls fuel injection.
  • the method further includes:
  • the exit correction control After entering the exit correction control of the fuel injection start angle adaptive control, the exit correction control is performed on the fuel injection start angle.
  • the step of judging whether to enter the exit correction control of the fuel injection start angle adaptive control includes:
  • the exit correction control is a correction control in which the adaptive control amount of the fuel injection start angle decreases to 0 with a preset gradient.
  • the step of determining and controlling the fuel injection according to the fuel injection starting angle parameter further includes:
  • the fuel injection is re-determined every preset time period and controlled according to the fuel injection start angle parameter.
  • a second aspect of the embodiments of the present application provides an engine fuel injection control device.
  • the device includes a memory and a processor, wherein the memory stores at least one program instruction, and the processor By loading and executing the at least one program instruction, the engine fuel injection control method described in any one of the above embodiments is implemented.
  • the present application provides an engine fuel injection control method and device, including: entering into the fuel injection start angle adaptive control, and then determining and controlling the fuel injection according to the fuel injection start angle parameter, wherein the fuel injection start angle parameter It includes the preset basic fuel injection start angle and the fuel injection start angle adaptive control amount, and the step of determining the fuel injection start angle parameter to control the fuel injection includes: according to the predicted load of the engine and the water temperature.
  • the first adaptive control amount is determined according to the engine speed
  • the second adaptive control amount based on the rotation speed is determined according to the engine speed, and then the first adaptive control amount and the second adaptive control amount are added to obtain the fuel injection starting angle adaptive control amount .
  • the fuel injection phase of the transient acceleration conditions can be adaptively adjusted, so as to reduce or even avoid the impact of the oil jet on the piston top and the cylinder wall during the fuel injection process. Wet wall phenomenon, thereby reducing the generation of soot.
  • the engine fuel injection control method and device of the present application include: entering into the fuel injection starting angle adaptive control, and then determining and controlling the fuel injection according to the fuel injection starting angle parameter, wherein the fuel injection starting angle parameter includes a preset basis
  • the fuel injection start angle and the fuel injection start angle adaptive control amount and the step of determining the fuel injection start angle parameter to control the fuel injection includes: determining the first adaptive control based on the load and the water temperature according to the predicted load of the engine and the water temperature
  • the second adaptive control amount based on the rotational speed is determined according to the rotational speed of the engine, and then the first adaptive control amount and the second adaptive control amount are added to obtain the fuel injection starting angle adaptive control amount.
  • the fuel injection phase of the transient acceleration conditions can be adaptively adjusted, so as to reduce or even avoid the impact of the oil jet on the piston top and the cylinder wall during the fuel injection process. Wet wall phenomenon, thereby reducing the generation of soot.
  • FIG. 1 is a schematic flowchart of an engine fuel injection control method provided by a first embodiment of the present application
  • FIG. 2 is a schematic flowchart of an engine fuel injection control method provided by a second embodiment of the present application
  • FIG. 3 is a schematic flowchart of an engine fuel injection control method provided by a third embodiment of the present application.
  • FIG. 4 is a schematic structural diagram of an engine fuel injection control device according to an embodiment of the present application.
  • FIG. 1 is a schematic flowchart of an engine fuel injection control method according to a first embodiment of the present application. As shown in Figure 1, the method includes the following steps:
  • Step S1 Enter the fuel injection start angle adaptive control.
  • the fuel injection start angle refers to the angle at which the fuel injector injects fuel, or it can be said to be the angle formed after the fuel is injected from the injector under a certain pressure. Under certain working conditions, controlling the size of the fuel injection start angle directly affects the combustion efficiency of the gasoline engine, which is related to the emission of soot.
  • step S1: entering into the fuel injection start angle adaptive control includes:
  • the fuel injection start angle adaptive control is entered.
  • the engine control unit detects that the engine has changed from a static state to a working state, that is, after detecting that the engine is started, it obtains the working condition information of the engine through sensors on various parts of the engine.
  • the fuel injection start angle adaptive control is entered.
  • the fuel injection start angle adaptive control is equivalent to a control mode. After entering the fuel injection start angle adaptive control mode, the corresponding steps are passed. Adjust the fuel injection start angle.
  • the engine operating condition information includes engine start time, predicted engine load, engine load lift speed, intake air temperature, and whether the engine is in a non-idle state
  • the preset conditions include engine start time greater than a preset value and predicted engine load. greater than the preset value, the engine load lifting speed is greater than the preset value, the intake air temperature is greater than the preset value, and the engine is in a non-idle state.
  • the engine starting time, the predicted engine load, the engine load lifting speed, and the intake air temperature all have corresponding preset values, and whether the engine is in a non-idle state can be determined according to other parameters, such as the accelerator.
  • the engine load refers to the ratio of the power output by the engine at a certain speed to the maximum power possible at the same speed.
  • the predicted engine load is a prediction of the engine load in the future based on the current load of the engine and other parameters.
  • Step S2 Determine and control the fuel injection according to the fuel injection start angle parameter; wherein, the fuel injection start angle parameter includes a preset basic fuel injection start angle and a fuel injection start angle adaptive control amount; wherein, determine the fuel injection start angle
  • the starting angle adaptive control amount to control the fuel injection includes: determining the first adaptive control amount based on the load and the water temperature according to the predicted load of the engine and the water temperature; determining the second adaptive control amount based on the rotational speed according to the rotational speed of the engine; The first adaptive control amount and the second adaptive control amount are added to obtain the fuel injection start angle adaptive control amount.
  • the preset basic fuel injection start angle refers to the corresponding initial fuel injection angle (or injection phase) of the engine
  • the adaptive control amount is an angle adjusted on the basis of the basic fuel injection start angle, That is, the final fuel injection starting angle is the preset basic fuel injection starting angle plus or minus the adaptive control amount.
  • determining and controlling the fuel injection according to the fuel injection starting angle parameter includes the process of determining the fuel injection starting angle parameter, and the process of performing fuel injection according to the determined fuel injection starting angle parameter.
  • the first adaptive control amount based on the load and the water temperature is determined according to the predicted load of the engine and the water temperature
  • the second adaptive control amount based on the rotation speed is determined according to the rotation speed of the engine
  • the first adaptive control amount and the second adaptive control amount are determined according to the engine speed.
  • the two adaptive control quantities are added together to obtain the fuel injection starting angle adaptive control quantity.
  • the fuel injection starting angle adaptive control amount determination method in this embodiment can be well adapted to adjust the fuel injection phase in a transient acceleration condition.
  • the fuel injection starting angle parameter includes the preset basic fuel injection starting angle and the fuel injection starting angle adaptive control amount
  • the preset basic fuel injection starting angle is a preset fixed value. Therefore, when determining the fuel injection starting angle parameters, only the fuel injection starting angle adaptive control amount is determined in real time according to the engine operating conditions, and then the fuel injection starting angle is determined according to the preset basic fuel injection starting angle and the determined fuel injection starting angle. Adaptive control volume controls fuel injection. Therefore, determining the fuel injection start angle parameter to control the fuel injection can also be understood in a lower level as determining the fuel injection start angle adaptive control amount to control the fuel injection.
  • the fuel injection start angle parameter further includes a control duration.
  • the fuel injection start angle parameter includes a preset basic fuel injection start angle, an adaptive control amount of the fuel injection start angle, and a control duration.
  • the control duration refers to the maximum duration of fuel injection at the fuel injection starting angle, rather than the fuel injection for the control duration.
  • the fuel injection start angle parameter further includes a control duration
  • the step of determining and controlling the fuel injection according to the fuel injection start angle parameter further includes:
  • the control duration is obtained by adding the first control duration and the second control duration, and the fuel injection is controlled by the sum of the fuel injection starting angle adaptive control amount and the preset basic fuel injection starting angle, and the control duration.
  • the fuel injection start angle parameter includes a preset basic fuel injection start angle, a fuel injection start angle adaptive control amount, and a control duration, wherein the fuel injection start angle adaptive control amount and The control duration is determined by determining two quantities according to the predicted load and water temperature of the engine and the rotational speed of the engine, and the sum of the two quantities is used as the final value, wherein the control duration can also be expressed as the number of working strokes of the engine.
  • FIG. 2 is a schematic flowchart of an engine fuel injection control method according to a second embodiment of the present application. As shown in FIG. 2, the engine fuel injection control method further includes after step S2:
  • Step S3 Determine whether to enter the exit correction control of the fuel injection start angle adaptive control.
  • the exit correction control of the fuel injection start angle adaptive control refers to performing fuel injection at a preset basic fuel injection start angle by eliminating the fuel injection start angle adaptive control amount.
  • step S3: judging whether to enter the exit correction control of the fuel injection start angle adaptive control includes:
  • the exit of the fuel injection start angle adaptive control mode can be judged according to the predicted load of the engine or the control time of the fuel injection start angle adaptive control.
  • the conditions are met, go to step S4 in FIG. 2 to perform fuel injection
  • the exit correction control of the starting angle adaptive control when the conditions are not met, continue to perform fuel injection with the previously determined fuel injection starting angle parameters.
  • step S4 after entering the exit correction control of the fuel injection start angle adaptive control, in the step of performing the exit correction control on the fuel injection start angle, the exit correction control is the fuel injection start angle adaptive control.
  • the control amount is decremented to 0 with a preset gradient.
  • the exit correction control is realized by a correction method in which the fuel injection starting angle adaptive control amount of the fuel injection starting angle is decreased to 0 with a preset gradient. Then exit in a small gradient way, or you can exit directly in a one-time way without using a gradient way. It should be noted that, among the many exit methods, the exit correction control is implemented in a way that the preset same gradient decreases to 0, and its stability is higher.
  • FIG. 3 is a schematic flowchart of an engine fuel injection control method according to a third embodiment of the present application. As shown in Figure 3, the method includes the following steps:
  • Step S1 Enter the fuel injection start angle adaptive control.
  • Step S2 Determine and control the fuel injection according to the fuel injection starting angle parameter; wherein, the fuel injection starting angle parameter includes a preset basic fuel injection starting angle and a fuel injection starting angle adaptive control amount; wherein, determining the The fuel injection start angle adaptive control amount to control the fuel injection includes: determining a first adaptive control amount based on the load and water temperature according to the predicted load and water temperature of the engine; determining a second adaptive control amount based on the rotational speed according to the rotational speed of the engine; The first adaptive control amount and the second adaptive control amount are added to obtain the fuel injection start angle adaptive control amount.
  • Step S3 ′ Re-determining and controlling the fuel injection according to the fuel injection starting angle parameter every preset time period.
  • step S2 is re-executed every preset time, so as to re-determine the fuel injection start angle parameter according to the corresponding parameter to use new parameters (mainly the new fuel injection start angle adaptive control amount) to control
  • new parameters mainly the new fuel injection start angle adaptive control amount
  • step S2 is repeatedly executed every preset time, and finally the adaptive control amount of the fuel injection starting angle becomes 0, thereby exiting the adaptive control of the fuel injection starting angle.
  • the preset time is shorter than the control time based on the load, the water temperature and the rotational speed.
  • the present application provides an engine fuel injection control method, by entering into the fuel injection starting angle adaptive control, and then determining and controlling the fuel injection according to the fuel injection starting angle parameter, wherein the fuel injection starting angle parameter includes a preset
  • the basic fuel injection start angle and the fuel injection start angle adaptive control amount, and the step of determining the fuel injection start angle parameter to control the fuel injection includes: determining the first load and water temperature based on the predicted load and water temperature of the engine.
  • the second adaptive control amount based on the rotational speed is determined according to the engine speed, and then the first adaptive control amount and the second adaptive control amount are added to obtain the fuel injection starting angle adaptive control amount.
  • the fuel injection phase of the transient acceleration conditions can be adaptively adjusted, so as to reduce or even avoid the impact of the oil jet on the piston top and the cylinder wall during the fuel injection process. Wet wall phenomenon, thereby reducing the generation of soot.
  • FIG. 4 is a schematic structural diagram of an engine fuel injection control device provided by an embodiment of the present application.
  • the engine fuel injection control device 20 includes a processor 21 and a memory 22, the memory 22 stores at least one program instruction, and the processor 21 loads and executes at least one program instruction to realize the engine of any of the above embodiments Fuel injection control method.
  • the present application provides an engine fuel injection control device, by entering into the fuel injection starting angle adaptive control, and then determining and controlling the fuel injection according to the fuel injection starting angle parameter, wherein the fuel injection starting angle parameter includes a preset
  • the basic fuel injection start angle and the fuel injection start angle adaptive control amount, and the step of determining the fuel injection start angle adaptive control amount to control the fuel injection includes: according to the predicted load and water temperature of the engine.
  • the first adaptive control amount is determined according to the engine speed
  • the second adaptive control amount based on the rotation speed is determined according to the engine speed, and then the first adaptive control amount and the second adaptive control amount are added to obtain the fuel injection starting angle adaptive control amount .
  • the fuel injection phase of the transient acceleration conditions can be adaptively adjusted, so as to reduce or even avoid the impact of the oil jet on the piston top and the cylinder wall during the fuel injection process. Wet wall phenomenon, thereby reducing the generation of soot.
  • the engine fuel injection control method and device of the present application include: entering into the fuel injection starting angle adaptive control, and then determining and controlling the fuel injection according to the fuel injection starting angle parameter, wherein the fuel injection starting angle parameter includes a preset basis
  • the fuel injection start angle and the fuel injection start angle adaptive control amount and the step of determining the fuel injection start angle parameter to control the fuel injection includes: determining the first adaptive control based on the load and the water temperature according to the predicted load of the engine and the water temperature
  • the second adaptive control amount based on the rotational speed is determined according to the rotational speed of the engine, and then the first adaptive control amount and the second adaptive control amount are added to obtain the fuel injection starting angle adaptive control amount.
  • the fuel injection phase of the transient acceleration conditions can be adaptively adjusted, so as to reduce or even avoid the impact of the oil jet on the piston top and the cylinder wall during the fuel injection process. Wet wall phenomenon, thereby reducing the generation of soot.

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  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

一种发动机燃油喷射控制方法，包括步骤：进入燃油喷射起始角自适应控制；确定并根据燃油喷射起始角参数控制燃油喷射；其中，燃油喷射起始角参数包括预设的基础燃油喷射起始角和燃油喷射起始角自适应控制量；确定燃油喷射起始角自适应控制量以控制燃油喷射包括：根据发动机的预测负荷和水温确定基于负荷和水温的第一自适应控制量；根据发动机的转速确定基于转速的第二自适应控制量；将第一自适应控制量和第二自适应控制量相加得到燃油喷射起始角自适应控制量。还提供一种使用该发动机燃油喷射控制方法的装置。通过采用动态工况燃油喷射起始角自适应控制，实现减少甚至避免燃油喷射过程中油束撞击活塞顶与缸壁造成的湿壁现象，从而减少碳烟的生成。

Description

发动机燃油喷射控制方法及装置
本专利申请要求 2020年08月06日提交的中国专利申请号为202010784359.8的优先权，该申请的全文以引用的方式并入本申请中。
技术领域
本申请涉及发动机技术领域，尤其涉及一种发动机燃油喷射控制方法及装置。
 背景技术
随着环保意识的增强，人们对汽车发动机技术的要求不断提高。汽车厂商通过在发动机上使用电子燃油喷射控制系统，该装置以一个电子控制装置（ECU）为控制中心，利用安装在发动机不同部位上的传感器，测得发动机的各种工作参数，按照ECU中设定的控制程序控制燃油喷射，使发动机在各种工况下都能获得最佳的溶度的混合气。
现有技术中，缸内直喷的发动机会以极高的压力将燃油喷射到气缸中，若燃油喷射起始角控制不当，在气缸的温度水平较低时，会因燃油被喷射到气缸壁上造成“湿壁”，这部分燃油是很难如喷射在空气中的油雾颗粒一样迅速汽化的。而在控制燃油喷射时，电子燃油喷射控制系统是根据发动机的运转工况查表控制燃油喷射时的燃油喷射起始角，这种方式存在的缺点是，当发动机运转工况由小负荷变化到大负荷时，由于活塞与缸套（缸壁）的温度上升需要经过更长的时间，因此，在活塞与缸套的温度上升到相应大负荷下的较高温度水平前，根据发动机的运转工况查表得出的燃油喷射起始角会导致燃油落在活塞或缸套表面，且在燃烧前来不及蒸发，造成活塞或缸套的湿壁现象，导致燃油燃烧过程中碳烟的生成。
 技术问题
现有技术中，对于缸内直喷的发动机，在控制燃油喷射时，电子燃油喷射控制系统是根据发动机的运转工况查表控制燃油喷射时的燃油喷射起始角，这种方式存在的缺点是，当发动机运转工况由小负荷变化到大负荷时，由于活塞与缸套（缸壁）的温度上升需要经过更长的时间，因此，在活塞与缸套的温度上升到相应大负荷下的较高温度水平前，根据发动机的运转工况查表得出的燃油喷射起始角会导致燃油落在活塞或缸套表面，且在燃烧前来不及蒸发，造成活塞或缸套的湿壁现象，导致燃油燃烧过程中碳烟的生成。
 技术解决方案
针对上述现有技术的缺陷，本申请的目的在于提供一种发动机燃油喷射控制方法及装置，通过采用动态工况燃油喷射起始角自适应控制，实现减少甚至避免燃油喷射过程中油束撞击活塞顶与缸壁造成的湿壁现象，从而减少碳烟的生成。
为实现上述目的，本申请实施例第一方面提供一种发动机燃油喷射控制方法，作为其中一种实施方式，所述方法包括以下步骤：
进入燃油喷射起始角自适应控制；
确定并根据燃油喷射起始角参数以控制燃油喷射；
其中，所述燃油喷射起始角参数包括预设的基础燃油喷射起始角和燃油喷射起始角自适应控制量；
其中，确定所述燃油喷射起始角自适应控制量以控制燃油喷射包括：
根据发动机的预测负荷和水温确定基于负荷和水温的第一自适应控制量；
根据发动机的转速确定基于转速的第二自适应控制量；
将所述第一自适应控制量和所述第二自适应控制量相加得到所述燃油喷射起始角自适应控制量。
作为其中一种实施方式，所述进入燃油喷射起始角自适应控制的步骤包括：
在检测到发动机起动后，获取发动机工况信息；
当所述发动机工况信息满足预设条件时，进入所述燃油喷射起始角自适应控制。
作为其中一种实施方式，所述发动机工况信息包括发动机起动时间、发动机预测负荷、发动机负荷提升速度、进气温度以及发动机是否处于非怠速状态；
所述预设条件包括所述发动机起动时间大于预设值、所述发动机预测负荷大于预设值、所述发动机负荷提升速度大于预设值、所述进气温度大于预设值以及所述发动机处于非怠速状态。
作为其中一种实施方式，所述燃油喷射起始角参数还包括控制时长。
作为其中一种实施方式，所述确定并根据燃油喷射起始角参数控制燃油喷射的步骤还包括：
根据发动机的预测负荷和水温确定基于负荷和水温的第一控制时长；
根据发动机的转速确定基于转速的第二控制时长；
将所述第一控制时长和所述第二控制时长相加得到所述控制时长，以所述燃油喷射起始角自适应控制量和预设的基础燃油喷射起始角的和，以及所述控制时长控制燃油喷射。
作为其中一种实施方式，所述方法还包括：
判断是否进入所述燃油喷射起始角自适应控制的退出修正控制；
在进入所述燃油喷射起始角自适应控制的退出修正控制后，对所述燃油喷射起始角进行退出修正控制。
作为其中一种实施方式，所述判断是否进入所述燃油喷射起始角自适应控制的退出修正控制的步骤包括：
获取发动机的预测负荷或所述燃油喷射起始角自适应控制的控制时间；
当发动机的预测负荷小于预设阈值或所述燃油喷射起始角自适应控制的控制时间大于或等于所述控制时长时，进入所述燃油喷射起始角自适应控制的退出修正控制。
作为其中一种实施方式，所述退出修正控制为所述燃油喷射起始角自适应控制量以预设的梯度递减至0的修正控制。
作为其中一种实施方式，所述确定并根据燃油喷射起始角参数以控制燃油喷射的步骤后还包括：
每隔预设时间段重新确定并根据燃油喷射起始角参数以控制燃油喷射。
为实现上述目的，本申请实施例第二方面提供一种发动机燃油喷射控制装置，作为其中一种实施方式，该装置包括存储器和处理器，所述存储器存储有至少一条程序指令，所述处理器通过加载并执行所述至少一条程序指令以实现上述任一实施方式所述的发动机燃油喷射控制方法。
综上，本申请提供一种发动机燃油喷射控制方法及装置，包括：进入燃油喷射起始角自适应控制，然后确定并根据燃油喷射起始角参数控制燃油喷射，其中，燃油喷射起始角参数包括预设的基础燃油喷射起始角和燃油喷射起始角自适应控制量，而确定燃油喷射起始角参数以控制燃油喷射的步骤则包括：根据发动机的预测负荷和水温确定基于负荷和水温的第一自适应控制量，根据发动机的转速确定基于转速的第二自适应控制量，然后将第一自适应控制量和第二自适应控制量相加得到燃油喷射起始角自适应控制量。本申请通过采用动态工况燃油喷射起始角自适应控制，例如可以对瞬态加速工况的燃油喷射相位进行自适应调整，从而实现减少甚至避免燃油喷射过程中油束撞击活塞顶与缸壁造成的湿壁现象，进而减少碳烟的生成。
 有益效果
本申请的发动机燃油喷射控制方法及装置，包括：进入燃油喷射起始角自适应控制，然后确定并根据燃油喷射起始角参数控制燃油喷射，其中，燃油喷射起始角参数包括预设的基础燃油喷射起始角和燃油喷射起始角自适应控制量，而确定燃油喷射起始角参数以控制燃油喷射的步骤则包括：根据发动机的预测负荷和水温确定基于负荷和水温的第一自适应控制量，根据发动机的转速确定基于转速的第二自适应控制量，然后将第一自适应控制量和第二自适应控制量相加得到燃油喷射起始角自适应控制量。本申请通过采用动态工况燃油喷射起始角自适应控制，例如可以对瞬态加速工况的燃油喷射相位进行自适应调整，从而实现减少甚至避免燃油喷射过程中油束撞击活塞顶与缸壁造成的湿壁现象，进而减少碳烟的生成。
 附图说明
图1为本申请第一实施方式提供的发动机燃油喷射控制方法的流程示意图；
图2为本申请第二实施方式提供的发动机燃油喷射控制方法的流程示意图；
图3为本申请第三实施方式提供的发动机燃油喷射控制方法的流程示意图；
图4为本申请一实施方式提供的发动机燃油喷射控制装置结构示意图。
本申请的实施方式
为使本申请的目的、技术方案和优点更加清楚，下面将结合附图对本申请的技术方案进行清楚、完整地描述，显然，所描述的实施例是本申请的一部分实施例，而不是全部的实施例，仅仅用以解释本申请，并不用于限定本申请。基于本申请中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
请参考图1，图1为本申请第一实施方式提供的发动机燃油喷射控制方法的流程示意图。如图1所示，该方法包括以下步骤：
步骤S1：进入燃油喷射起始角自适应控制。
具体地，顾名思义，燃油喷射起始角指燃油喷射器喷射燃油的角度，也可以说是燃油在一定的压力下从喷射器喷射出去后形成的角度。在特定的工况下，控制燃油喷射起始角的大小直接影响汽油发动机的燃烧效率，从而关系到碳烟的排放。
在一实施方式中，步骤S1：进入燃油喷射起始角自适应控制包括：
在检测到发动机起动后，获取发动机工况信息；
当所述发动机工况信息满足预设条件时，进入所述燃油喷射起始角自适应控制。
具体地，例如当发动机控制单元（ECU）检测到发动机由静止转入工作状态，即检测到发动机起动后，通过发动机各部位上的传感器获取发动机的工况信息，当获取到的发动机工况信息满足预设条件时，则进入燃油喷射起始角自适应控制，其中燃油喷射起始角自适应控制相当于一个控制模式，当进入燃油喷射起始角自适应控制模式后，则通过相应的步骤调节燃油喷射起始角。
在一实施方式中，发动机工况信息包括发动机起动时间、发动机预测负荷、发动机负荷提升速度、进气温度以及发动机是否处于非怠速状态，预设条件包括发动机起动时间大于预设值、发动机预测负荷大于预设值、发动机负荷提升速度大于预设值、进气温度大于预设值以及发动机处于非怠速状态。
具体地，发动机起动时间、发动机预测负荷、发动机负荷提升速度以及进气温度均有对应的预设值，发动机是否处于非怠速状态可以根据其他参数，如油门等进行判断。其中，发动机负荷指发动机在某一转速下，当时发动机发出的功率与同一转速下所可能发出的最大功率之比，以百分数表示，也可以用油门大小，节气门开度，真空度表示，而发动机预测负荷是基于发动机的当前负荷及其他参数对之后发动机负荷的预测。
步骤S2：确定并根据燃油喷射起始角参数控制燃油喷射；其中，燃油喷射起始角参数包括预设的基础燃油喷射起始角和燃油喷射起始角自适应控制量；其中，确定燃油喷射起始角自适应控制量以控制燃油喷射包括：根据发动机的预测负荷和水温确定基于负荷和水温的第一自适应控制量；根据发动机的转速确定基于转速的第二自适应控制量；将第一自适应控制量和第二自适应控制量相加得到燃油喷射起始角自适应控制量。
具体地，预设的基础燃油喷射起始角是指对应的发动机初始的燃油喷射角（或喷射相位），而自适应控制量则是在基础燃油喷射起始角的基础上进行调整的角度，即最终的燃油喷射起始角为预设的基础燃油喷射起始角加上或减去自适应控制量。其中，确定并根据燃油喷射起始角参数控制燃油喷射包括确定燃油喷射起始角参数的过程，以及根据确定的燃油喷射起始角参数进行燃油喷射的过程，在确定燃油喷射起始角参数时，本实施方式中根据发动机的预测负荷和水温确定基于负荷和水温的第一自适应控制量，根据发动机的转速确定基于转速的第二自适应控制量，然后将第一自适应控制量和第二自适应控制量相加得到燃油喷射起始角自适应控制量。本实施方式的燃油喷射起始角自适应控制量确定方式，可以对瞬态加速工况的燃油喷射相位进行很好的适用调整。
需要说明的是，由于燃油喷射起始角参数包括预设的基础燃油喷射起始角和燃油喷射起始角自适应控制量，其中，预设的基础燃油喷射起始角是一个预设的固定值，因此确定燃油喷射起始角参数时，只用根据发动机工况实时确定燃油喷射起始角自适应控制量，然后根据预设的基础燃油喷射起始角和确定后的燃油喷射起始角自适应控制量控制燃油喷射。因此，确定燃油喷射起始角参数控制燃油喷射也可以更加下位的理解为确定燃油喷射起始角自适应控制量以控制燃油喷射。
在一实施方式中，燃油喷射起始角参数还包括控制时长。
具体地，本实施方式中，燃油喷射起始角参数包括预设的基础燃油喷射起始角、燃油喷射起始角自适应控制量以及控制时长。其中控制时长指以该燃油喷射起始角进行燃油喷射的最大时长，而不是一定要喷射该控制时长的燃油。
在一实施方式中，燃油喷射起始角参数还包括控制时长，确定并根据燃油喷射起始角参数控制燃油喷射的步骤还包括：
根据发动机的预测负荷和水温确定基于负荷和水温的第一控制时长；
根据发动机的转速确定基于转速的第二控制时长；
将第一控制时长和第二控制时长相加得到控制时长，以燃油喷射起始角自适应控制量和预设的基础燃油喷射起始角的和，以及控制时长控制燃油喷射。
具体地，本实施方式中，燃油喷射起始角参数包括预设的基础燃油喷射起始角、燃油喷射起始角自适应控制量以及控制时长，其中，燃油喷射起始角自适应控制量和控制时长都是通过根据发动机的预测负荷和水温以及根据发动机的转速确定两个量，并以该两个量的和作为最终的值，其中控制时长也可以以发动机的工作冲程数表示。
请参考图2，图2为本申请第二实施方式提供的发动机燃油喷射控制方法的流程示意图。如图2所示，该发动机燃油喷射控制方法，在步骤S2之后还包括：
步骤S3：判断是否进入燃油喷射起始角自适应控制的退出修正控制。
具体地，燃油喷射起始角自适应控制的退出修正控制指通过对燃油喷射起始角自适应控制量进行消除，以预设的基础燃油喷射起始角进行燃油喷射。
在一实施方式中，步骤S3：判断是否进入所述燃油喷射起始角自适应控制的退出修正控制包括：
获取发动机的预测负荷或燃油喷射起始角自适应控制的控制时间；
当发动机的预测负荷小于预设阈值或燃油喷射起始角自适应控制的控制时间大于或等于控制时长时，进入燃油喷射起始角自适应控制的退出修正控制。
具体地，燃油喷射起始角自适应控制模式的退出可以根据发动机的预测负荷或燃油喷射起始角自适应控制的控制时间进行判断，当条件符合时进入图2中的步骤S4，进行燃油喷射起始角自适应控制的退出修正控制，当条件不符合时，则继续以之前确定的燃油喷射起始角参数进行燃油喷射。
在一实施方式中，步骤S4：在进入燃油喷射起始角自适应控制的退出修正控制后，对燃油喷射起始角进行退出修正控制的步骤中，退出修正控制为燃油喷射起始角自适应控制量以预设的梯度递减至0的修正控制。
具体地，通过对燃油喷射起始角的燃油喷射起始角自适应控制量以预设的梯度递减至0的修正方式实现退出修正控制，当然也可以以其他形式退出，例如先以大梯度，后以小梯度的方式退出，也可以不以梯度的方式，直接通过一次到位的方式退出。需要说明的是，众多退出方式中，以预设的相同梯度递减至0的方式实现退出修正控制，其稳定性更高。
请参考图3，图3为本申请第三实施方式提供的发动机燃油喷射控制方法的流程示意图。如图3所示，该方法包括以下步骤：
步骤S1：进入燃油喷射起始角自适应控制。
步骤S2：确定并根据燃油喷射起始角参数控制燃油喷射；其中，燃油喷射起始角参数包括预设的基础燃油喷射起始角和燃油喷射起始角自适应控制量；其中，确定所述燃油喷射起始角自适应控制量以控制燃油喷射包括：根据发动机的预测负荷和水温确定基于负荷和水温的第一自适应控制量；根据发动机的转速确定基于转速的第二自适应控制量；将第一自适应控制量和第二自适应控制量相加得到燃油喷射起始角自适应控制量。
步骤S3′：每隔预设时间段重新确定并根据燃油喷射起始角参数以控制燃油喷射。
具体地，步骤S1和步骤S2具体请参考上述实施方式，此处不再赘述。本实施方式中，通过每隔预设时间重新执行步骤S2，以重新根据相应的参数确定燃油喷射起始角参数以使用新的参数（主要是新的燃油喷射起始角自适应控制量）控制燃油喷射，与前述实施方式不同的是，本实施方式通过每隔预设时间重复执行步骤S2，最终实现燃油喷射起始角自适应控制量变为0，从而退出燃油喷射起始角自适应控制。当然该预设时间小于基于负荷和水温以及基于转速得到的控制时长。
综上，本申请提供一种发动机燃油喷射控制方法，通过进入燃油喷射起始角自适应控制，然后确定并根据燃油喷射起始角参数控制燃油喷射，其中，燃油喷射起始角参数包括预设的基础燃油喷射起始角和燃油喷射起始角自适应控制量，而确定燃油喷射起始角参数以控制燃油喷射的步骤则包括：根据发动机的预测负荷和水温确定基于负荷和水温的第一自适应控制量，根据发动机的转速确定基于转速的第二自适应控制量，然后将第一自适应控制量和第二自适应控制量相加得到燃油喷射起始角自适应控制量。本申请通过采用动态工况燃油喷射起始角自适应控制，例如可以对瞬态加速工况的燃油喷射相位进行自适应调整，从而实现减少甚至避免燃油喷射过程中油束撞击活塞顶与缸壁造成的湿壁现象，进而减少碳烟的生成。
本申请实施例还提供一种发动机燃油喷射控制装置，请参考图4，图4为本申请一实施方式提供的发动机燃油喷射控制装置结构示意图。如图4所示，该发动机燃油喷射控制装置20包括处理器21和存储器22，存储器22存储有至少一条程序指令，处理器21通过加载并执行至少一条程序指令以实现上述任一实施方式的发动机燃油喷射控制方法。
综上，本申请提供一种发动机燃油喷射控制装置，通过进入燃油喷射起始角自适应控制，然后确定并根据燃油喷射起始角参数控制燃油喷射，其中，燃油喷射起始角参数包括预设的基础燃油喷射起始角和燃油喷射起始角自适应控制量，而确定燃油喷射起始角自适应控制量以控制燃油喷射的步骤则包括：根据发动机的预测负荷和水温确定基于负荷和水温的第一自适应控制量，根据发动机的转速确定基于转速的第二自适应控制量，然后将第一自适应控制量和第二自适应控制量相加得到燃油喷射起始角自适应控制量。本申请通过采用动态工况燃油喷射起始角自适应控制，例如可以对瞬态加速工况的燃油喷射相位进行自适应调整，从而实现减少甚至避免燃油喷射过程中油束撞击活塞顶与缸壁造成的湿壁现象，进而减少碳烟的生成。
以上结合附图详细描述了本申请的优选实施方式，但是本申请并不限于上述实施方式中的具体细节，在本申请的技术构思范围内，可以对本申请的技术方案进行多种简单变型，这些简单变型均属于本申请的保护范围。
 工业实用性
本申请的发动机燃油喷射控制方法及装置，包括：进入燃油喷射起始角自适应控制，然后确定并根据燃油喷射起始角参数控制燃油喷射，其中，燃油喷射起始角参数包括预设的基础燃油喷射起始角和燃油喷射起始角自适应控制量，而确定燃油喷射起始角参数以控制燃油喷射的步骤则包括：根据发动机的预测负荷和水温确定基于负荷和水温的第一自适应控制量，根据发动机的转速确定基于转速的第二自适应控制量，然后将第一自适应控制量和第二自适应控制量相加得到燃油喷射起始角自适应控制量。本申请通过采用动态工况燃油喷射起始角自适应控制，例如可以对瞬态加速工况的燃油喷射相位进行自适应调整，从而实现减少甚至避免燃油喷射过程中油束撞击活塞顶与缸壁造成的湿壁现象，进而减少碳烟的生成。

Claims (10)

  1. 一种发动机燃油喷射控制方法，其特征在于，包括以下步骤：
    进入燃油喷射起始角自适应控制；
    确定并根据燃油喷射起始角参数以控制燃油喷射；
    其中，所述燃油喷射起始角参数包括预设的基础燃油喷射起始角和燃油喷射起始角自适应控制量；
    其中，确定所述燃油喷射起始角自适应控制量以控制燃油喷射包括：
    根据发动机的预测负荷和水温确定基于负荷和水温的第一自适应控制量；
    根据发动机的转速确定基于转速的第二自适应控制量；
    将所述第一自适应控制量和所述第二自适应控制量相加得到所述燃油喷射起始角自适应控制量。
  2. 根据权利要求1所述的发动机燃油喷射控制方法，其特征在于，所述进入燃油喷射起始角自适应控制的步骤包括：
    在检测到发动机起动后，获取发动机工况信息；
    当所述发动机工况信息满足预设条件时，进入所述燃油喷射起始角自适应控制。
  3. 根据权利要求2所述的发动机燃油喷射控制方法，其特征在于，所述发动机工况信息包括发动机起动时间、发动机预测负荷、发动机负荷提升速度、进气温度以及发动机是否处于非怠速状态；
    所述预设条件包括所述发动机起动时间大于预设值、所述发动机预测负荷大于预设值、所述发动机负荷提升速度大于预设值、所述进气温度大于预设值以及所述发动机处于非怠速状态。
  4. 根据权利要求1所述的发动机燃油喷射控制方法，其特征在于，所述燃油喷射起始角参数还包括控制时长。
  5. 根据权利要求4所述的发动机燃油喷射控制方法，其特征在于，所述确定并根据燃油喷射起始角参数以控制燃油喷射的步骤包括：
    根据发动机的预测负荷和水温确定基于负荷和水温的第一控制时长；
    根据发动机的转速确定基于转速的第二控制时长；
    将所述第一控制时长和所述第二控制时长相加得到所述控制时长，以所述燃油喷射起始角自适应控制量和预设的基础燃油喷射起始角的和，以及所述控制时长控制燃油喷射。
  6. 根据权利要求4所述的发动机燃油喷射控制方法，其特征在于，所述方法还包括：
    判断是否进入所述燃油喷射起始角自适应控制的退出修正控制；
    在进入所述燃油喷射起始角自适应控制的退出修正控制后，对所述燃油喷射起始角进行退出修正控制。
  7. 根据权利要求6所述的发动机燃油喷射控制方法，其特征在于，所述判断是否进入所述燃油喷射起始角自适应控制的退出修正控制的步骤包括：
    获取发动机的预测负荷或所述燃油喷射起始角自适应控制的控制时间；
    当发动机的预测负荷小于预设阈值或所述燃油喷射起始角自适应控制的控制时间大于或等于所述控制时长时，进入所述燃油喷射起始角自适应控制的退出修正控制。
  8. 根据权利要求6所述的发动机燃油喷射控制方法，其特征在于，所述退出修正控制为所述燃油喷射起始角自适应控制量以预设的梯度递减至0的修正控制。
  9. 根据权利要求1所述的发动机燃油喷射控制方法，其特征在于，所述确定并根据燃油喷射起始角参数以控制燃油喷射的步骤后还包括：
    每隔预设时间段重新确定并根据燃油喷射起始角参数以控制燃油喷射。
  10. 一种发动机燃油喷射控制装置，其特征在于，包括存储器和处理器，所述存储器存储有至少一条程序指令，所述处理器通过加载并执行所述至少一条程序指令以实现如权利要求1-9任一项所述的发动机燃油喷射控制方法。
PCT/CN2021/099248 2020-08-06 2021-06-09 发动机燃油喷射控制方法及装置 WO2022028095A1 (zh)

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