CN110360015B - Dual-purpose fuel control system of GDI engine - Google Patents
Dual-purpose fuel control system of GDI engine Download PDFInfo
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- CN110360015B CN110360015B CN201910591421.9A CN201910591421A CN110360015B CN 110360015 B CN110360015 B CN 110360015B CN 201910591421 A CN201910591421 A CN 201910591421A CN 110360015 B CN110360015 B CN 110360015B
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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
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
- F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
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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
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02D19/0686—Injectors
- F02D19/0689—Injectors for in-cylinder direct injection
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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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- 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
- Y02T10/30—Use of alternative fuels, e.g. biofuels
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Ignition Installations For Internal Combustion Engines (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
The invention relates to a dual-purpose fuel control system of a GDI engine, which comprises an oil nozzle cut-off resistor connected with an oil injection signal high-side driving output end of an automobile ECU in parallel; the oil nozzle cutoff module is used for being connected with the oil nozzle cutoff resistor in parallel; the fuel injection nozzle signal acquisition circuit is used for acquiring a fuel injection nozzle signal and outputting a fuel injection nozzle cut-off signal PTO to the fuel injection nozzle cut-off module; when the fuel injection valve is in a gasoline working state, the fuel injection valve cutoff signal PT0 controls the fuel injection valve cutoff module to be closed and conducted, and when the fuel injection valve is in a fuel gas working state, the fuel injection valve cutoff signal PT0 controls the fuel injection valve cutoff module to be disconnected in a fuel injection valve working period; the fuel sprayer current compensation module is used for compensating input current to the fuel sprayer when the fuel sprayer cuts the module and is in the disconnect-mode, and the problem that the traditional ignition emulation of gas system and ignition drive also can no longer satisfy GDI engine system demand has been solved to this scheme.
Description
Technical Field
The invention relates to the field of engine control, in particular to a dual-purpose fuel control system of a GDI engine.
Background
The GDI engine is a hot spot for the research and development of internal combustion engines abroad in recent years. The experts think that the gasoline engine technology enters a brand-new era due to the emergence of the gasoline engine direct injection technology, and the gasoline engine technology has the tendency of replacing the traditional gasoline engine and diesel engine in the 21 st century and becomes the most ideal power device of a car. In the GDI engine gasoline system, the fuel injection valve drive opening voltage required by the in-cylinder direct injection characteristic is high, and can reach about 40V generally. And at present, a high-low combination driving mode is widely used in a GDI fuel spray nozzle driving module in a host factory, namely, one high-low driving switch simultaneously controls the driving of two paths of fuel spray nozzles, and the respective low-low switches respectively carry out gating work. The difficulty of a fuel nozzle signal acquisition and truncation part of a fuel system is increased by the fuel nozzle driving mode, a current diagnosis part is added in the diagnosis of the fuel nozzle in a gasoline system of a GDI engine, and the requirement of a GDI dual-purpose fuel control system cannot be met by the traditional voltage simulation mode.
Meanwhile, the ignition part in the GDI engine system mostly adopts the mode of an intelligent ignition coil, so that the traditional ignition simulation and ignition drive of a gas system can not meet the requirements of the GDI engine system any more.
Disclosure of Invention
The invention aims to overcome the defects of the prior art, provides a dual-purpose fuel control system of a GDI engine, provides a gas translation system solution aiming at the unique high-pressure double-group oil nozzle driving and intelligent ignition mode of a gasoline system of the GDI engine, and solves the problem that the traditional ignition simulation and ignition driving of a gas system can not meet the system requirements of the GDI engine any more.
The purpose of the invention is realized by the following technical scheme:
a dual-purpose fuel control system of a GDI engine comprises an oil nozzle cut-off resistor connected with an oil injection signal high-side driving output end of an automobile ECU in parallel;
the oil nozzle cutoff module is used for being connected with the oil nozzle cutoff resistor in parallel;
the fuel injection nozzle signal acquisition circuit is used for acquiring a fuel injection nozzle signal and outputting a fuel injection nozzle cut-off signal PTO to the fuel injection nozzle cut-off module;
when the gasoline engine is in a gasoline working state, an oil nozzle cutoff signal PT0 controls an oil nozzle cutoff module to be closed and conducted; when the fuel gas injection valve is in a fuel gas working state, the fuel injection valve cut-off signal PT0 controls the fuel injection valve cut-off module to be switched off in the working period of the fuel injection valve;
and the oil nozzle current compensation module is used for compensating input current for the oil nozzle when the oil nozzle cut-off module is in a cut-off mode.
Furthermore, the oil nozzle cutoff module selects a high-voltage-resistant MOS chip VNP35N07, is different from a common MOS tube, changes the clamping voltage of the high-voltage MOS tube to be 70V, has the current capacity of 35A, and completely meets the characteristic that the oil nozzle of the GDI engine drives high voltage.
Furthermore, the oil nozzle signal acquisition circuit comprises a signal acquisition control chip and a low-pass filter which are sequentially connected in series, and the oil nozzle signal is sequentially acquired by the signal acquisition control chip and the low-pass filter.
Further, the fuel injector current compensation module includes:
the fuel injection valve current simulation starting drive circuit comprises a first compensation circuit, a second compensation circuit and a control circuit, wherein the first compensation circuit is formed by sequentially connecting a fuel injection valve starting cutoff current compensation drive signal input end, a fuel injection valve starting stage preceding stage drive chip, a fuel injection valve current simulation starting drive chip and a fuel injection valve current simulation starting resistor in series;
the second compensation circuit is formed by sequentially connecting a current compensation driving signal input end of an oil nozzle maintaining stage, an oil nozzle current compensation preceding stage driving chip, a maintaining stage driving chip and a maintaining stage current simulation resistor in series;
the output ends of the first compensation circuit and the second compensation circuit are connected in parallel, and when the oil nozzle cutoff signal PT0 drives the oil nozzle cutoff module to be disconnected at the same time, the oil nozzle opening cutoff current compensation driving signal input end and the oil nozzle maintaining stage current compensation driving signal input end respectively input an oil nozzle opening cutoff current compensation signal and an oil nozzle maintaining stage current compensation signal.
Further, whether the fuel injection nozzle opening cutoff current compensation signal works depends on the cutoff degree of the fuel injection nozzle, the fuel injection nozzle opening cutoff current compensation signal is started under the condition that the opening stage of the fuel injection nozzle is also cut off, the fuel injection nozzle maintaining stage current compensation signal is started, and at the moment, the fuel injection nozzle maintaining stage current compensation signal is converted into a high level to drive the fuel injection nozzle current compensation preceding stage driving chip to be opened.
Further, the current of the oil nozzle simulates the driving end of the starting driving chip to be grounded.
Further, still include an intelligence ignition emulation and collection circuit, this circuit includes:
the pi-type filter circuit is composed of a capacitor C10, a resistor R29 and a capacitor C94 and is used for filtering high-frequency clutter in the ignition signal;
the inverter is connected between the ignition driving signal and the resistor R29 in series and is used for ensuring that the ignition signal is not weakened at the acquisition end;
and the simulation resistor R34 is arranged between the capacitor C10 and the resistor R29 and is used for simulating an ignition signal to drive the intelligent ignition coil.
Further, the intelligent ignition driving and diagnosis circuit comprises AN ignition driving pre-stage driving chip, AN ignition driving chip and AN ignition diagnosis path formed by a resistor R211, a resistor R215 and a capacitor C193, wherein the resistor R211 is connected with the input end of the diagnosis signal AN12 in series; the resistor R215 and the capacitor C193 are connected to the ground between the resistor R211 and the diagnostic signal AN 12;
the ignition driving front-stage driving chip inputs a low-level ignition driving signal, and the signal drives the front-stage driving chip to obtain a high-level driving signal at the driving end of the ignition driving chip; the ignition driving chip outputs a high level signal under the driving of the signal, and the signal directly drives the ignition coil to work.
Further, the ignition driving chip is a push-pull circuit chip.
Furthermore, when the ignition signal is in a fault state of short circuit to the ground, the diagnosis signal is in a 0V level no matter in a state of opening or closing the ignition signal;
when the ignition signal is short-circuited to the 12V power supply, the ignition diagnosis signal is at a level of 5V no matter in the state of opening or closing the ignition signal;
when the external ignition coil breaks down, the ignition diagnosis signal is turned on and cut off to be 2.5V level in the ignition driving;
the ignition diagnosis signal is cut off to 2.5V level at ignition drive on only in normal working state
The invention has the beneficial effects that: in the system, a high-voltage-resistant MOS chip VNP35N07 is selected for a signal cutoff part of the fuel injection nozzle, the system is different from a common MOS tube, the clamping voltage of the high-voltage MOS tube is changed to be 70V, the current capacity is 35A, and the characteristic that the fuel injection nozzle of a GDI engine drives high voltage is completely met; meanwhile, the oil nozzle signals are identified in a current mode, so that the risk that the oil nozzle signals of a GDI engine gasoline system are naturally damaged due to the fact that the oil nozzle is driven in a double-group driving mode and is acquired in a voltage level mode is avoided; moreover, in order to deal with the current diagnosis function of the gasoline part of the dual-purpose fuel system of the GDI engine, the patent also provides a set of current compensation scheme. The fuel injection nozzle current is reduced by the cut-off resistor, meanwhile, the corresponding current is injected into the gasoline controller, the reduced current part is compensated, and meanwhile, the fuel injection nozzle current compensation system further comprises a set of simulation and driving part aiming at an intelligent ignition system, so that the defect that the traditional dual-purpose fuel control system cannot be compatible with intelligent ignition driving is overcome.
Drawings
FIG. 1 is an overall schematic view of the present invention;
FIG. 2 is a schematic diagram of a fuel injector cut-off and signal acquisition circuit;
FIG. 3 is a fuel injector compensation circuit diagram;
FIG. 4 is a circuit diagram of intelligent ignition simulation and acquisition;
fig. 5 is a circuit diagram of an intelligent ignition driver and diagnostic circuit.
Detailed Description
The technical solution of the present invention is further described in detail with reference to the following specific examples, but the scope of the present invention is not limited to the following.
As shown in FIG. 1, the dual-purpose fuel control system for the GDI engine comprises an oil nozzle cut-off resistor connected with an oil injection signal high-side driving output end of an automobile ECU in parallel;
the oil nozzle cutoff module is used for being connected with the oil nozzle cutoff resistor in parallel;
the fuel injection nozzle signal acquisition circuit is used for acquiring a fuel injection nozzle signal and outputting a fuel injection nozzle cut-off signal PTO to the fuel injection nozzle cut-off module;
when the gasoline engine is in a gasoline working state, an oil nozzle cutoff signal PT0 controls an oil nozzle cutoff module to be closed and conducted; when the fuel gas injection valve is in a fuel gas working state, the fuel injection valve cut-off signal PT0 controls the fuel injection valve cut-off module to be switched off in the working period of the fuel injection valve;
and the oil nozzle current compensation module is used for compensating input current for the oil nozzle when the oil nozzle truncation module is in a disconnection mode.
The oil nozzle cutoff module is different from a common MOS (metal oxide semiconductor) tube in that a high-voltage-resistant MOS chip VNP35N07 is selected, the clamping voltage of the high-voltage MOS tube is 70V, the current capacity is 35A, and the characteristic that the oil nozzle of the GDI engine drives high voltage is completely met.
As shown in fig. 2: ECU-INJ1H and ECU-INJ1L are originally high-side driving lines of gasoline ECU fuel injection signals, and are connected to the circuit module in the middle after being cut off. Wherein U26 is for cuting the control chip, and R200 is the nozzle and cuts the resistance, and PT0 is nozzle truncation signal when the GDI engine is in petrol operating condition, cuts the signal drive U26 through PT0 nozzle and cuts the control chip closure and switches on, and bypass R200 cuts the resistance under this kind of state, and the nozzle work is normal. When the GDI engine is in a gas working state, the PT0 oil nozzle cutoff signal is controlled to cut off the U26 cutoff control chip at a specific cutoff of an oil nozzle working period, and the oil nozzle driving current flowing through the R200 cutoff resistor is greatly reduced so that the oil nozzle cannot be opened to work. By the fuel injection nozzle signal cutoff mode, quantitative reduction control on the working pulse width of the fuel injection nozzle can be realized, and the reduced part is supplemented by fuel gas injection. Wherein, Q11A is fuel sprayer signal acquisition control chip, and Q11A chip opens work when the work of gasoline fuel sprayer, and the VCC signal passes through Q11A device and is gathering through a low pass filter, and this signal just can be direct and accurate reaction fuel sprayer operating signal. Wherein, PT0 is the truncation signal of gas system initiative output, and PJ0 is the oil spout signal that gas system gathered, and wherein PT0 is exported by gas system's MCU.
Moreover, in order to deal with the current diagnosis function commonly existing in the gasoline part of the dual-fuel system of the GDI engine, the patent also provides a set of current compensation scheme. And reducing the current of the fuel spray nozzle by using the cut-off resistor, and injecting corresponding current into the gasoline controller end to compensate the reduced current part. Through the current compensation mode, when the GDI engine system enters a gas working state, the current of each fuel spray nozzle detected in the gasoline controller is still in a normal state value, so that a fault code of the gasoline spray nozzle cannot be reported, and the normal work of the whole system is influenced.
When the GDI engine system is operating in the gas state, the injector cutoff module U26 is in the disconnect mode. The driving current of the oil nozzle flows through the cutoff resistor R200, so that the current of the oil nozzle in the stage is reduced, and the reduction of the current can cause the oil nozzle current diagnosis module of the gasoline system to detect the abnormal current of the oil nozzle, thereby reporting the fault of the oil nozzle and enabling the whole GDI engine control system to work normally. The intervention of the oil nozzle current compensation module perfectly solves the problem.
As shown in fig. 3, the fuel injection nozzle current compensation module is a first compensation circuit formed by sequentially connecting a fuel injection nozzle opening cutoff current compensation driving signal input end, a fuel injection nozzle opening stage preceding stage driving chip, a fuel injection nozzle current simulation opening driving chip, and a fuel injection nozzle current simulation opening resistor in series;
the fuel injection valve current compensation driving circuit comprises a fuel injection valve maintaining stage current compensation driving signal input end, a fuel injection valve current compensation preceding stage driving chip, a maintaining stage driving chip and a maintaining stage current simulation resistor which are sequentially connected in series to form a second compensation circuit, and the output ends of the first compensation circuit and the second compensation circuit are connected in parallel.
The PS4 is a fuel injection nozzle opening cutoff current compensation driving signal, and the PS5 is a fuel injection nozzle maintaining stage current compensation driving signal. Q2A and Q2B are fuel sprayer open phase and fuel sprayer current compensation preceding stage driver chip respectively for improve driving ability and the logic of fuel sprayer current compensation driver chip pair. U6A and U6B are the fuel sprayer current emulation opening respectively and maintain the stage driver chip, can provide a great powerful fuel sprayer current emulation signal. RS4 and RS1 are oil nozzle current emulation opening respectively and maintain stage current emulation resistance, adjust and change the size that the resistance value can adjust emulation current, wherein PS4, PS5 are directly exported by the MCU of gas system.
The oil nozzle cutoff signal PT0 drives the oil nozzle cutoff chip U26 to be switched off at the same time, and the PS4 and PS5 oil nozzle current compensation driving signals work. Whether the PS4 fuel spray opening cutoff current compensation signal works depends on the degree of fuel spray cutoff, and the PS4 signal is started under the condition that the opening stage of the fuel spray is also cut off. The PS5 fuel injector maintenance phase current compensation signal is turned on, at this time, PS5 is converted into high level to drive the Q2B front-stage driving chip to turn on, and the driving end of the U6B driving chip is connected to ground. Therefore, the driving capability of the U6B oil nozzle current compensation chip is greatly improved, and the problem of insufficient driving capability caused by insufficient current flowing through the IO port of the controller is avoided. When the U6B chip is closed to work, the V.GAS injects compensation current to the gasoline controller through the RS1 current compensation resistor. The effect of PS5 high level drive fuel sprayer current simulation circuit work is realized to reach drive level logic matching. The simulation current of the point of the gasoline injection controller can be controlled by adjusting the value of the compensation resistor RS1 of the oil injection nozzle, and when the sum of the injected simulation compensation current and the current after the oil injection nozzle is cut off is consistent with the current of the normal oil injection nozzle, the gasoline control can not report the fault of the oil injection nozzle due to the abnormity of the current of the oil injection nozzle.
As a preferred embodiment, the scheme also comprises a set of simulation and driving parts aiming at the intelligent ignition system, and the defect that the traditional dual-purpose fuel control system cannot be compatible with the intelligent ignition driving is overcome. The circuit is as follows:
as shown in fig. 4, the intelligent ignition simulation and acquisition circuit, the gasoline controller ignition signal acquisition and simulation can be realized by using the circuit of fig. 4, and pecu. ign.in.ic is the ignition signal of the gasoline controller, wherein C10, R29 and C94 form pi-type filtering to filter high-frequency noise in the ignition signal. U4D acts as an impedance match for an inverter so that the ignition signal is not attenuated at the acquisition end. R34 is a simulation resistor, which is arranged between the capacitor C10 and the resistor R29, and the existence of the resistor plays a role of driving the intelligent ignition coil by the analog ignition signal. The ignition driving signal is pulled down by selecting a smaller resistance value, so that the gasoline computer self-diagnoses the ignition signal to drive a normal state.
As shown in fig. 5, the intelligent ignition driving and diagnosing circuit, PA4 is an ignition driving signal, and can drive the push-pull circuit of the subsequent stage to start to operate after PA4 enables high level operation. Q18A is an ignition driving pre-driver chip, Q14 is an ignition driving chip, and R211, R215 and C193 form an ignition diagnosis path. When the ignition driving module works to drive the ignition coil, the PA4 ignition driving signal is at low level, and the signal drives the front-stage driving chip Q18A to obtain a high-level driving signal at the driving end of the Q14 ignition driving chip. Under the drive of the signal, the Q18A ignition drive chip outputs a high level signal, and the signal is directly used for driving the ignition coil to work. The ignition driving chip adopts a push-pull circuit chip, and can achieve a fast speed no matter in a turn-on or turn-off state.
R211, R215, and C193 constitute AN ignition diagnostic circuit, and when the ignition signal IGN1 is shorted to ground in a fault state, the diagnostic signal AN12 is at a level of 0V in either AN open loop or AN off state of the ignition signal. When the IGN1 is shorted to the 12V power supply, the ignition diagnostic signal AN12 is at a 5V level in either the open loop or off state of the ignition signal. The ignition diagnostic signal AN12 is cut off to a 2.5V level at the ignition drive on when the external ignition coil fails open. The ignition diagnostic signal AN12 is turned off at the ignition drive on to a 2.5V level only during normal operating conditions. The ignition diagnosis circuit is added to meet the requirements of the national six-OBD regulations.
The foregoing is illustrative of the preferred embodiments of this invention, and it is to be understood that the invention is not limited to the precise form disclosed herein and that various other combinations, modifications, and environments may be resorted to, falling within the scope of the concept as disclosed herein, either as described above or as apparent to those skilled in the relevant art. And that modifications and variations may be effected by those skilled in the art without departing from the spirit and scope of the invention as defined by the appended claims.
Claims (9)
1. A dual-purpose fuel control system of a GDI engine is characterized by comprising an oil nozzle cut-off resistor connected with an oil injection signal high-side driving output end of an automobile ECU in parallel;
the oil nozzle cutoff module is used for being connected with the oil nozzle cutoff resistor in parallel;
the fuel injection nozzle signal acquisition circuit is used for acquiring a fuel injection nozzle signal and outputting a fuel injection nozzle cut-off signal PTO to the fuel injection nozzle cut-off module;
when the gasoline engine is in a gasoline working state, an oil nozzle cutoff signal PT0 controls an oil nozzle cutoff module to be closed and conducted; when the fuel gas injection valve is in a fuel gas working state, the fuel injection valve cut-off signal PT0 controls the fuel injection valve cut-off module to be switched off in the working period of the fuel injection valve;
the fuel injection nozzle current compensation module is used for compensating input current for the fuel injection nozzle when the fuel injection nozzle cutoff module is in a disconnection mode;
the fuel injector current compensation module includes:
the fuel injection valve current simulation starting drive circuit comprises a first compensation circuit, a second compensation circuit and a control circuit, wherein the first compensation circuit is formed by sequentially connecting a fuel injection valve starting cutoff current compensation drive signal input end, a fuel injection valve starting stage preceding stage drive chip, a fuel injection valve current simulation starting drive chip and a fuel injection valve current simulation starting resistor in series;
the second compensation circuit is formed by sequentially connecting a current compensation driving signal input end of an oil nozzle maintaining stage, an oil nozzle current compensation preceding stage driving chip, a maintaining stage driving chip and a maintaining stage current simulation resistor in series;
the output ends of the first compensation circuit and the second compensation circuit are connected in parallel, and when the oil nozzle cutoff signal PT0 drives the oil nozzle cutoff module to be disconnected at the same time, the oil nozzle opening cutoff current compensation driving signal input end and the oil nozzle maintaining stage current compensation driving signal input end respectively input an oil nozzle opening cutoff current compensation signal and an oil nozzle maintaining stage current compensation signal.
2. The dual-purpose fuel control system of the GDI engine as claimed in claim 1, wherein the fuel injector cut-off module is implemented by using a high-pressure-resistant MOS chip VNP35N 07.
3. The GDI engine dual-purpose fuel control system of claim 2, wherein the fuel injector signal acquisition circuit comprises a signal acquisition control chip and a low pass filter connected in series in sequence, and the fuel injector signal is acquired by the signal acquisition control chip and the low pass filter in sequence.
4. The dual fuel control system of a GDI engine according to claim 3, wherein whether the fuel injection valve opening cutoff current compensation signal is operated depends on a degree of fuel injection valve cutoff;
when the opening stage of the oil nozzle is also cut off, the oil nozzle is started to open and cut off a current compensation signal;
when the starting stage of the oil nozzle is cut off, the current compensation signal of the maintaining stage of the oil nozzle is also started, and the current compensation signal of the maintaining stage of the oil nozzle is converted into a high level to drive the current compensation preceding-stage driving chip of the oil nozzle to be opened.
5. The GDI engine dual-purpose fuel control system of claim 4, wherein the injector current emulation turns on driver chip drive end ground.
6. A GDI engine dual fuel control system as in any of claims 1-5 further comprising a smart ignition simulation and acquisition circuit comprising:
the pi-type filter circuit is composed of a capacitor C10, a resistor R29 and a capacitor C94 and is used for filtering high-frequency noise waves in the ignition signal;
the inverter is connected between the ignition driving signal and the resistor R29 in series and is used for ensuring that the ignition signal is not weakened at the acquisition end;
and the simulation resistor R34 is arranged between the capacitor C10 and the resistor R29 and is used for simulating an ignition signal to drive the intelligent ignition coil.
7. The GDI engine dual fuel control system of claim 6, further comprising AN intelligent ignition driving and diagnostic circuit, which includes AN ignition driving pre-driver chip, AN ignition driving chip, and AN ignition diagnostic path formed by a resistor R211, a resistor R215, and a capacitor C193, wherein the resistor R211 is connected in series with the input of a diagnostic signal AN 12; the resistor R215 and the capacitor C193 are connected to the ground between the resistor R211 and the input end of the diagnostic signal AN 12;
the ignition driving front-stage driving chip inputs a low-level ignition driving signal, and the signal drives the front-stage driving chip to obtain a high-level driving signal at the driving end of the ignition driving chip; the ignition driving chip outputs a high level signal under the driving of the signal, and the signal directly drives the ignition coil to work.
8. The GDI engine dual-purpose fuel control system as claimed in claim 7, wherein the ignition driver chip is a push-pull chip.
9. The GDI engine dual fuel control system of claim 8, comprising:
when the ignition signal is in a fault state of being short-circuited to the ground, the diagnosis signal is in a 0V level no matter in a state that the ignition signal is open-loop or switched off;
when the ignition signal is short-circuited to the 12V power supply, the ignition diagnosis signal is at a level of 5V no matter in the state of opening or closing the ignition signal;
when the external ignition coil breaks down, the ignition diagnosis signal is turned on and cut off to be 2.5V level in the ignition driving;
the ignition diagnostic signal is cut off to a level of 2.5V at the ignition drive on only during normal operating conditions.
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| CN103498731A (en) * | 2013-10-23 | 2014-01-08 | 深圳市国炬天然气汽车技术有限公司 | Dual-fuel high-pressure common-rail engine fuel oil controller |
| CN104005863A (en) * | 2014-05-22 | 2014-08-27 | 华南理工大学 | Diesel/natural gas active blending combustion electronic control system and method |
| CN104005864A (en) * | 2014-05-22 | 2014-08-27 | 华南理工大学 | Dual-fuel diesel engine combustion mode switch controller |
| CN108194215A (en) * | 2017-12-27 | 2018-06-22 | 成都恩吉威汽车***有限公司 | GDI engine fuel injector flexibility intervenes control device and control method |
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