CN115217663B - Isobaric injection control method of double-valve fuel injection system of diesel engine - Google Patents
Isobaric injection control method of double-valve fuel injection system of diesel engine Download PDFInfo
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- CN115217663B CN115217663B CN202210720441.3A CN202210720441A CN115217663B CN 115217663 B CN115217663 B CN 115217663B CN 202210720441 A CN202210720441 A CN 202210720441A CN 115217663 B CN115217663 B CN 115217663B
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- fuel injection
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- 239000007924 injection Substances 0.000 title claims abstract description 134
- 238000002347 injection Methods 0.000 title claims abstract description 134
- 238000000034 method Methods 0.000 title claims abstract description 21
- 239000000446 fuel Substances 0.000 title claims description 65
- 230000009977 dual effect Effects 0.000 claims description 4
- 238000012544 monitoring process Methods 0.000 claims description 2
- 230000006641 stabilisation Effects 0.000 claims description 2
- 238000011105 stabilization Methods 0.000 claims description 2
- 239000003921 oil Substances 0.000 description 75
- 230000001276 controlling effect Effects 0.000 description 7
- 230000003111 delayed effect Effects 0.000 description 3
- 238000004891 communication Methods 0.000 description 2
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 2
- 239000000295 fuel oil Substances 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 230000001934 delay Effects 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000005457 optimization Methods 0.000 description 1
- 230000002035 prolonged effect Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
- 238000005507 spraying Methods 0.000 description 1
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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/401—Controlling injection timing
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/406—Electrically controlling a diesel injection pump
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
Abstract
The invention provides a double-valve oil injection system of a diesel engine and an isobaric injection control method, wherein under each rotating speed working condition, different closing times of a pump end electromagnetic valve are set, then the rotating angle of a cam shaft when the pressure of the pump end reaches balance pressure is monitored, at the moment, the oil injection electromagnetic valve can be opened, and the isobaric oil injection is realized by an oil injector; therefore, a time sequence relation between the rotation angle of the cam shaft when the electromagnetic valve at the pump end is closed and the rotation angle of the cam shaft when the electromagnetic valve at the oil injector is opened is established, the opening and closing of the electromagnetic valve are controlled according to the time sequence relation, good isobaric injection characteristics can be realized in a larger rotation speed and oil injection advance angle range, and the change trend of the closing time of the electromagnetic valve at the pump end is similar at different rotation speeds.
Description
Technical Field
The invention belongs to the technical field of fuel injection control, and particularly relates to a double-valve fuel injection system of a diesel engine and an isobaric injection control method.
Background
With the continuous development of diesel engine technology, the requirements of people on the power enhancement degree are higher and higher. While increasing diesel power requires organizing efficient in-cylinder combustion processes, optimization of the fuel injection process is among the most important factors. The electronic control unit pump (EUP) fuel injection system is a typical cam-plunger type high-pressure fuel supply system, can realize higher injection pressure and larger fuel injection quantity, and is commonly used for high-power diesel engines; and each cylinder is independently supplied with oil, so that the oil product adaptability is high, the reliability is high, the normal work of other cylinders is not affected by single cylinder failure, and the oil product failure control device is widely applied to special and military diesel engines. Conventional EUP systems typically match mechanical fuel injectors, and achieve fuel injection and fuel cut-off by controlling the build-up of pump end pressure. However, because each cycle requires an independent pressure building process, once the system pressure reaches the start pressure of the fuel injector in the pressure building process, the fuel injector starts to inject fuel, the high-pressure system is in an open flow state, and the rising speed of the pressure is greatly slowed down, so that the system cannot reach the balance pressure in the actual engine working time range, the injection pressure of the EUP system of the type is triangular, and the EUP system has the defects of long pressure building time, low filling coefficient of the fuel injection rule and the like. And as the injection pulse width increases, the injection pressure is increased continuously and possibly exceeds the allowable limit pressure of the system, so that the injection pressure of the low-speed injection system adopting the structural form is lower in the actual use process.
Disclosure of Invention
In view of the above, the invention aims to provide a double-valve fuel injection system and an isobaric injection control method of a diesel engine, which can realize isobaric fuel injection of an electronic control unit pump fuel injection system.
A double-valve fuel injection system of a diesel engine and an isobaric injection control method comprise the following steps:
determining the balance pressure of oil injection under different rotating speed working conditions by adopting a mechanical oil injector;
a pump end electromagnetic valve (40) is adopted to control the opening or closing of a pipeline communicated with the oil tank by the plunger pump, and an oil injection electromagnetic valve (60) is adopted to control the opening or closing of an oil injection nozzle;
under each rotating speed working condition, controlling a pump end electromagnetic valve (40) to be opened when a cam shaft of an oil supply cam rotates to different angles, monitoring the pressure in a plunger pump cavity, and when the balance pressure under the rotating speed working condition is reached, setting the rotating angle of the cam shaft as the opening angle of an oil injection electromagnetic valve (60), thereby establishing the corresponding relation between the rotating angle of the cam shaft when the pump end electromagnetic valve (40) is closed and the rotating angle of the cam shaft when the oil injection electromagnetic valve (60) is opened under each rotating speed working condition;
when the oil injector is controlled to inject oil, according to given oil injection time, the rotation angle of a cam shaft when an oil injection electromagnetic valve (60) is opened is obtained; based on the corresponding relation, finding out the cam shaft rotation angle when a pump end electromagnetic valve (40) corresponding to the cam shaft rotation angle when the oil injection electromagnetic valve (60) is opened is closed under the current working condition of the rotation speed of the oil injector; thereby controlling the opening time of the pump end electromagnetic valve (40) and the oil injection electromagnetic valve (60).
Preferably, the pressure curve during oil injection is monitored, and the pressure value during pressure stabilization is the balance pressure.
Preferably, the injection pressure curve graph of different injection pulse widths is measured during injection, and the injection is performed by adopting the injection pulse width which can enable the injection pressure to be stabilized within the set range of the balance pressure.
The invention has the following beneficial effects:
the invention provides a double-valve oil injection system of a diesel engine and an isobaric injection control method, wherein under each rotating speed working condition, different closing times of a pump end electromagnetic valve are set, then the rotating angle of a cam shaft when the pressure of the pump end reaches balance pressure is monitored, at the moment, the oil injection electromagnetic valve can be opened, and the isobaric oil injection is realized by an oil injector; therefore, a time sequence relation between the rotation angle of the cam shaft when the electromagnetic valve at the pump end is closed and the rotation angle of the cam shaft when the electromagnetic valve at the oil injector is opened is established, the opening and closing of the electromagnetic valve are controlled according to the time sequence relation, good isobaric injection characteristics can be realized in a larger rotation speed and oil injection advance angle range, and the change trend of the closing time of the electromagnetic valve at the pump end is similar at different rotation speeds.
Drawings
FIG. 1 is a schematic diagram of a dual valve fuel injection system employed in the present invention;
FIG. 2 is a graph of plunger lift curve and plunger movement speed for a constant velocity cam employed in the present invention;
FIG. 3 is a graph of system pump end pressure using the constant velocity cam and mechanical fuel injector of the present invention;
FIG. 4 shows the injection pressure achieved by opening the injector solenoid valve 60 and the displacement of the electronically controlled injector solenoid valve needle after the equilibrium pressure is reached in the high pressure gallery at the same injection pulsewidth at different speeds;
FIG. 5 is a camshaft angle for achieving a balanced pressure for each speed by using a mechanical injector and an electronically controlled injector;
FIG. 6 is an isobaric injection pressure profile achieved at 900r/min camshaft speed and different injection pulse widths in accordance with the present invention;
FIG. 7 is a MAP of the control of the solenoid valve at the nozzle end and the pump end for realizing isobaric injection at different rotational speeds according to the present invention;
FIG. 8 is a flow chart of a fuel injection control method of the present invention.
The device comprises a 1-oil tank, a 2-low pressure oil way, a 3-oil supply cam, a 4-electric control unit pump, a 5-high pressure oil way, a 6-electric control oil sprayer, a 7-electronic control unit, a 40-pump end electromagnetic valve, a 41-plunger and a 60-oil spraying electromagnetic valve.
Detailed Description
The invention will now be described in detail by way of example with reference to the accompanying drawings.
The following first describes the structure of a dual valve fuel injection system used in the present invention, as shown in fig. 1, including: the device comprises an oil tank 1, a low-pressure oil way 2, an oil supply cam 3, an electric control unit pump 4, a high-pressure oil way 5, an electric control oil sprayer 6 and an electronic control unit 7. The electric control unit pump 4 comprises a pump end electromagnetic valve 40 and a plunger 41 for controlling the on-off of a low-pressure oil circuit. In addition, an injection solenoid valve 60 for controlling the injection state is also included in the electronically controlled injector 6.
One end of the low-pressure oil way 2 is connected with the oil tank 1, and the other end is connected with the electric control unit pump 4. Typically, the low pressure fuel line 2 is in fluid communication with an electronically controlled unit pump 4, and low pressure fuel is delivered from the fuel tank 1 to the electronically controlled unit pump 4. When the solenoid valve 40 between the low-pressure oil passage 2 and the electric unit pump 4 is in a closed state, the communication is cut off.
When the electric control unit pump works, the oil supply cam 3 rotates at a certain speed under the drive of the driving system, and when the oil supply cam rotates to a certain angle, the bulge on the oil supply cam 3 contacts with the plunger 41 of the electric control unit pump 4, so that the plunger 41 is pushed to move upwards, and fuel in a plunger cavity is extruded. The oil supply cam 3 rotates continuously, so that the plunger 41 is driven by the cam to reciprocate up and down continuously to perform linear motion, and further the electric control unit pump is driven to work. When the plunger descends, the plunger cavity is filled with oil; and when the vehicle goes upward, the fuel oil is extruded. When the plunger 41 moves upward and the solenoid valve 40 is closed, the high-pressure oil passage is disconnected from the low-pressure oil passage, and the plunger 41 compresses the closed space to thereby establish a high pressure in the high-pressure oil passage 5. The opening and closing of the solenoid valve 40 of the electronically controlled unit pump 4 is controlled by the electronic control unit 7.
The high-pressure fuel reaches the electric fuel injector 6 through the high-pressure fuel passage 5. As shown in fig. 1, the electronic control unit 7 may adjust the injection timing of the electronically controlled injector 6 by controlling the solenoid valve 60. The electronic control unit 7 transmits an opening instruction to the oil control injector 6 according to the ignition sequence of the engine and the requirement of the oil injection advance angle, so that flexible control of the oil injection advance angle and the oil injection pulse width is realized.
After the solenoid valve 60 of the electronically controlled fuel injector 6 is activated, fuel injection is started, and a fuel injection process is completed. After the oil injection is finished, the electromagnetic valve 60 of the electronic control oil injector 6 and the electromagnetic valve 40 in the electronic control unit pump 4 are controlled to be powered off successively by the electronic control unit 7, so that the high-pressure oil circuit 5, the electronic control unit pump 4 and the low-pressure oil circuit 2 are communicated, and the high-pressure fuel in the high-pressure oil circuit 5 is leaked back to the low-pressure oil circuit 2.
FIG. 2 is a constant velocity cam plunger lift profile and plunger movement velocity profile for use in a fuel injection system wherein the cam working segment plunger velocity is a constant value.
In the conventional mechanical fuel injector, when the fuel injection pulse width is large enough (i.e. the fuel injection time is long), the system pressure can reach a balance value, and the black curve in fig. 3 marks the moment that the fuel injection pressure reaches 95% of the balance pressure, so that the fuel injection rate of the pump and the fuel injection rate of the fuel injector reach the balance state, the pressure at the pump end is hardly changed, and the isobaric injection is realized.
However, since each cycle requires an independent pressure build-up process, for a mechanical injector, once the system pressure reaches the start pressure of the injector during the build-up process, the mechanical injector begins to inject fuel, that is, the injection has started before the equilibrium pressure point is reached, the high pressure system is in an open flow state, the pressure rise rate is greatly slowed down, and the build-up time is too long (as shown in fig. 3, the camshaft rotation angle can reach 100 ° CA), resulting in that the system cannot reach the equilibrium pressure in the actual engine operating time range. And along with the increase of the oil injection pulse width, the injection pressure is increased continuously and possibly exceeds the allowable limit pressure of the system, so that in the actual use process, the oil injection pressure is lower under the working condition of low rotation speed by adopting a mechanical oil injection system.
The electronic control fuel injector can accurately control the opening and closing of the electromagnetic valve of the fuel injector in real time. Based on the balance pressure point of the mechanical oil injector, the electronic control oil injector is kept closed before oil injection, and the oil injector 6 is opened when the pressure at the pump end is rapidly increased to the balance pressure point, so that the rapid increase of the oil injection pressure can be realized, and the approximately equal pressure injection is kept at the balance pressure.
Fig. 4 shows the injection pressure achieved by opening the injector solenoid valve 60 and the corresponding solenoid valve 60 displacement after the oil supply cam 3 reaches the equilibrium pressure in the high pressure oil circuit 5 at different rotational speeds. It can be seen that in this mode of operation, the fuel injection pressure rises rapidly to the equilibrium pressure at the moment the fuel injector 6 opens, and injection is stabilized at the equilibrium pressure after a short fluctuation. As can be seen in fig. 4, the injection pulse width (time from opening to closing of the injector solenoid valve 60) is the same at different rotational speeds, and the injection advance angle (i.e., the opening time of the injector solenoid valve 60) is different, but equal pressure injection at different rotational speeds can be realized. Therefore, when the fuel injection pulse width of the engine is determined, the selection of the opening time of the electromagnetic valve 60 of the fuel injector is one of the keys for realizing the isobaric injection under the working conditions of different rotating speeds.
FIG. 5 compares camshaft angles for achieving matching balance pressures for each speed using a mechanical injector and an electronically controlled injector. Wherein, the closing time of the electromagnetic valve at the pump end is kept unchanged. It can be seen that the use of the electronically controlled injector delays the opening time of the needle valve 60, prolongs the system closing compression time, and allows the system to be quickly pressurized, with the time required for the injection pressure to reach an equilibrium pressure being significantly reduced compared to mechanical injectors. In fig. 5, the closing time of the solenoid valve 40 of the electric control unit pump is kept unchanged, so that the rotation angle of the cam shaft (namely, the opening time of the solenoid valve of the fuel injector) reaching the balance pressure at different rotation speeds is obtained. It can be seen that the use of the electronically controlled fuel injector can delay the opening time of the fuel injector solenoid valve, and the fuel injector solenoid valve is not opened when the start-up pressure is reached, so that the closed compression time of the high-pressure system is prolonged, the pressure in the system can be quickly increased, and the time required for the fuel injection pressure to reach the balance pressure is obviously shortened compared with that of a mechanical fuel injector.
FIG. 6 is a graph of injection pressure at different injection pulsewidths 5, 10, 15, 20, 25, 30 CA at 900r/min camshaft speed. The two horizontal dashed lines in the figure mark the pressure range for the equilibrium pressure of 10%. It can be seen that after the injection pulse width exceeds 10 ° CA, the injection pressure stabilizes around the equilibrium pressure, enabling good isobaric injection characteristics. When the oil injection pulse width is 5 degrees CA, the oil injection pressure is still in a larger fluctuation range and does not reach an equilibrium pressure state; after the oil injection pulse width exceeds 10 degrees CA, the oil injection pressure can be stabilized near the balance pressure, and good isobaric injection characteristics can be realized.
In practice, good isobaric injection performance can be achieved as long as the injector is opened for injection after the system reaches equilibrium pressure. For different fuel oil systems, the control timing relation of the electromagnetic valve of the fuel injector and the electromagnetic valve at the pump end can be obtained as long as the balance pressure at different rotating speeds is obtained in the design stage, so that the isobaric injection is realized.
As can be seen from the above description, in order to achieve equal pressure injection, the opening timing of the injector is determined according to the timing at which the system reaches the equilibrium pressure, and it is necessary to close the pump side solenoid valve 40 to build up pressure, and open the nozzle side solenoid valve 60 after the equilibrium pressure is reached. In order to realize the adjustment of the injection time, the process of establishing the pressure at the pump end needs to be controlled, namely the adjustment of the pressure establishment time is realized by controlling the closing time of the electromagnetic valve 40 at the pump end, namely when the early oil injection is needed, the electromagnetic valve 40 at the pump end needs to be closed in advance, so that the pressure of the system is established earlier; when the oil injection is required to be delayed, the working phase of the pump end can be regulated to be late, so that the system pressure building process is delayed, the time for the system to reach the balance pressure is delayed, and the flexible and adjustable oil injection advance angle is realized.
In summary, the above embodiments are only preferred embodiments of the present invention, and are not intended to limit the scope of the present invention. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (3)
1. A double-valve fuel injection system and an isobaric injection control method of a diesel engine are characterized by comprising the following steps:
determining the balance pressure of oil injection under different rotating speed working conditions by adopting a mechanical oil injector;
a pump end electromagnetic valve (40) is adopted to control the opening or closing of a pipeline communicated with the oil tank by the plunger pump, and an oil injection electromagnetic valve (60) is adopted to control the opening or closing of an oil injection nozzle;
under each rotating speed working condition, controlling a pump end electromagnetic valve (40) to be opened when a cam shaft of an oil supply cam rotates to different angles, monitoring the pressure in a plunger pump cavity, and when the balance pressure under the rotating speed working condition is reached, setting the rotating angle of the cam shaft as the opening angle of an oil injection electromagnetic valve (60), thereby establishing the corresponding relation between the rotating angle of the cam shaft when the pump end electromagnetic valve (40) is closed and the rotating angle of the cam shaft when the oil injection electromagnetic valve (60) is opened under each rotating speed working condition;
when the oil injector is controlled to inject oil, according to given oil injection time, the rotation angle of a cam shaft when an oil injection electromagnetic valve (60) is opened is obtained; based on the corresponding relation, finding out the cam shaft rotation angle when a pump end electromagnetic valve (40) corresponding to the cam shaft rotation angle when the oil injection electromagnetic valve (60) is opened is closed under the current working condition of the rotation speed of the oil injector; thereby controlling the opening time of the pump end electromagnetic valve (40) and the oil injection electromagnetic valve (60).
2. The dual valve fuel injection system and the isobaric injection control method of a diesel engine according to claim 1, characterized in that the pressure curve during fuel injection is monitored and the pressure value during pressure stabilization is the equilibrium pressure.
3. The dual valve fuel injection system and isobaric injection control method of claim 1, wherein a fuel injection pressure graph is measured for different fuel injection pulse widths during fuel injection, and fuel injection is performed with fuel injection pulse widths that stabilize fuel injection pressure within the equilibrium pressure set range.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210720441.3A CN115217663B (en) | 2022-06-23 | 2022-06-23 | Isobaric injection control method of double-valve fuel injection system of diesel engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210720441.3A CN115217663B (en) | 2022-06-23 | 2022-06-23 | Isobaric injection control method of double-valve fuel injection system of diesel engine |
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| Publication Number | Publication Date |
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| CN115217663A CN115217663A (en) | 2022-10-21 |
| CN115217663B true CN115217663B (en) | 2023-12-29 |
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| CN202210720441.3A Active CN115217663B (en) | 2022-06-23 | 2022-06-23 | Isobaric injection control method of double-valve fuel injection system of diesel engine |
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Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2585074A1 (en) * | 1985-07-16 | 1987-01-23 | Renault | Device for supplying fuel by injection |
| CN1570367A (en) * | 2004-04-29 | 2005-01-26 | 清华大学 | Electrical control upright arrangement pump / valve - pipe - nozzle diesel oil spraying system |
| CN2895762Y (en) * | 2006-04-25 | 2007-05-02 | 中国船舶重工集团公司第七一一研究所 | Diesel engine fuel-oil jetting system |
| JP2008215201A (en) * | 2007-03-05 | 2008-09-18 | Denso Corp | Fuel injection pressure control device and fuel injection pressure control system |
| CN102287270A (en) * | 2011-06-30 | 2011-12-21 | 徐玉国 | Constant high pressure injection system for diesel fuel |
-
2022
- 2022-06-23 CN CN202210720441.3A patent/CN115217663B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2585074A1 (en) * | 1985-07-16 | 1987-01-23 | Renault | Device for supplying fuel by injection |
| CN1570367A (en) * | 2004-04-29 | 2005-01-26 | 清华大学 | Electrical control upright arrangement pump / valve - pipe - nozzle diesel oil spraying system |
| CN2895762Y (en) * | 2006-04-25 | 2007-05-02 | 中国船舶重工集团公司第七一一研究所 | Diesel engine fuel-oil jetting system |
| JP2008215201A (en) * | 2007-03-05 | 2008-09-18 | Denso Corp | Fuel injection pressure control device and fuel injection pressure control system |
| CN102287270A (en) * | 2011-06-30 | 2011-12-21 | 徐玉国 | Constant high pressure injection system for diesel fuel |
Non-Patent Citations (1)
| Title |
|---|
| 电控单体泵***供油特性及其凸轮型线参数化设计;樊志强;博士学位论文;28-77 * |
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| CN115217663A (en) | 2022-10-21 |
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