CN209179884U - A kind of high pressure co-rail system inlet metering valve flow control system - Google Patents
A kind of high pressure co-rail system inlet metering valve flow control system Download PDFInfo
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Abstract
The utility model discloses a kind of high pressure co-rail system inlet metering valve flow control systems, calculate mould signal including flow rate calculation module, variable structure PID module, displacement computing module and driving and connect the fuel temperature sensor being arranged in the electronic controlled diesel, rail pressure sensor, speed probe, accelerator open degree sensor and barometric pressure sensor.Advantage is: need not use dedicated position sensor or flow sensor, and it directlys adopt electronic controlled diesel and has the signal source of fuel temperature sensor, rail pressure sensor, speed probe, accelerator open degree sensor and barometric pressure sensor as inlet metering valve flow control, without the existing system structure of change, it is convenient and easy, it is low in cost, it is conducive to implement.
Description
Technical field
The utility model relates to the technical fields of the control strategy of Design of High Pressure Common Rail Diesel Engine inlet metering and control method, especially
It is related to a kind of high pressure co-rail system inlet metering valve flow control system.
Background technique
The aggravation of environmental pollution and the exposed day by day of energy crisis, emission regulation is increasingly harsh, promotes electronic controlled diesel
Development.High pressure co-rail system becomes future diesel machine Fuel System due to accurate, the flexible modulation of injection pressure and fuel injection characteristic
The developing direction of system.High-pressure common rail oil feed pump inlet metering valve is one of important component of high pressure co-rail system, and effect is root
The amount of fuel entered in high-pressure common rail oil feed pump plunger cavity is measured according to the demand of common rail pressure, controls the oil inlet of high-pressure pump
Amount, keeps the amount of fuel for being transported to oily rail consistent with the demand of system, meets the requirement of rail pressure stability, dynamic response etc..
Since the main function of inlet metering valve is to adjust oil inlet quantity, the flow control of inlet metering valve is its most important property
Can, the quality of flow control is directly related to the stability of high pressure co-rail system rail pressure control, dynamic response etc..
Inlet metering valve is linear scale valve.The power of coil magnetic field, coil magnetic field are determined by the size of current of coil
The strong and weak electromagnetic force size for determining to generate in armature, then determine armature position.Armature pushes valve core movement by mandril, makes
The overflow section variation of valve port is obtained, so that the flow continuously proportionally follow current variation for passing through valve port.Because of coil
Resistance is basically unchanged, and is just determined by the voltage at coil both ends by the size of current of coil.Electromagnet is by pulse width modulated wave (PWM)
Voltage pulse driving, adjust duty ratio change between 0%-100%, make electromagnet average driving current generate variation,
And then continuous stepless linear regulation is carried out to high-pressure oil pump oil inlet flow.In order to consider cost, high-pressure common rail oil feed pump oil inlet meter
Valve is measured when not including position sensor or flow sensor, can not accurately calculate flow in real time.
Existing control method, such as number of patent application CN201410366774.6, using the target value of rail pressure as mathematical modulo
The input of type, the value that the fuel flow of common rail is left in the operation and leakage which exports fuel injector under target pressure value are made
For the target value of flow；Input using actual measurement rail pressure as mathematical model, calculates the estimated value of output flow；Due to above only
The influence of rail pressure pressure is considered, although realizing that simply model accuracy can be reduced greatly, cause feedforward action unobvious；When accidentally
The calculating that the biggish flow target value of difference and estimated value are controlled as subsequent drive, such as input of nominal function, will lead to rail pressure
Stability and responsiveness it is poor；Due to generating feedback contribution item only with proportional integration (PI) controller, work as engine operating condition
Mutation, when leading to rail pressure target value or oil spout target value mutation, proportional integration (PI) controller responsiveness may be insufficient, causes to flow
Biggish error is likely to occur between the target value and actual value of amount；Since the customized parameter electric current only to metering valve is controlled
System, does not control driving frequency, in engine portion divided working status, such as multi-injection of certain revolving speeds, may result in
Rail pressure pressure oscillation.
The utility model has carried out beneficial exploration and trial thus, has found result of the above problems, below will
The scheme to be introduced is generated under this background.
Utility model content
The purpose of this utility model is to provide a kind of high pressure co-rail system inlet metering valve flow control system and controls
Method proposes a kind of control algolithm for establishing mathematical models and variable structure PID mixing, has combustion in conjunction with electronic controlled diesel
Oil temperature sensor, rail pressure sensor, speed probe, accelerator open degree sensor and barometric pressure sensor perceive automatically controlled bavin
Oil machine operating status calculates next operating condition using mathematical models and drives demand, improves response speed；Using variable structure PID
Difference caused by load variation and nonlinear disturbance is solved based on closed-loop feedback, while reducing overshoot, improves stable state accuracy,
Reduce staking-out work amount.
The technical issues of the utility model is solved can be realized using following technical scheme:
A kind of high pressure co-rail system inlet metering valve flow control system, including electronic controlled diesel, actuator and processor,
Fuel temperature sensor, rail pressure sensor, speed probe, accelerator open degree sensor and big are provided on the electronic controlled diesel
Air pressure force snesor；The actuator is inlet metering valve, which is characterized in that the processor includes flow rate calculation module, becomes
Structure PID module, displacement computing module and driving computing module；
The accelerator opening amount signal input terminal of the variable structure PID module and the signal output end of the accelerator open degree sensor
Connection, the tach signal input terminal of the variable structure PID module are connect with the tach signal output end of the speed probe, institute
The rail pressure signal input terminal for stating variable structure PID module is connect with the signal output end of the rail pressure sensor；
The modified flow rate signal of the modified flow rate signal input part of the flow rate calculation module and the variable structure PID module
Output end connection, the accelerator opening amount signal input terminal of the flow rate calculation module and the signal of the accelerator open degree sensor export
End connection, the tach signal input terminal of the flow rate calculation module are connect with the tach signal output end of the speed probe,
The atmosphere pressure signal input terminal of the flow rate calculation module is connect with the signal output end of the barometric pressure sensor, described
The fuel oil temperature signal input part of flow rate calculation module is connect with the signal output end of the fuel temperature sensor；
Pressure difference signal input terminal and the valve port of flow rate calculation module front and back before and after the valve port of the displacement computing module
The connection of pressure difference signal output end, the flow signal input terminal of the displacement computing module and the flow of the flow rate calculation module are believed
The connection of number output end, the fuel oil temperature signal input part and the signal of the fuel temperature sensor of the displacement computing module are defeated
Outlet connection；
The displacement signal output end of the displacement signal input terminal of the driving computing module and the displacement computing module connects
It connects, the fuel oil temperature signal input part of the driving computing module is connect with the signal output end of the fuel temperature sensor；
The tach signal input terminal of the driving computing module is connect with the tach signal output end of the speed probe；
The driving signal output end of the driving computing module is connect with the actuator.
Due to using technical solution as above, the utility model has the beneficial effects that:
1, the utility model need not use dedicated position sensor or flow sensor, and directly adopt electronic controlled diesel
Existing fuel temperature sensor, rail pressure sensor, speed probe, accelerator open degree sensor and barometric pressure sensor be used as into
The signal source of oil measurement valve flow control, it is convenient and easy without the existing system structure of change, it is low in cost, it is conducive to implement.
2, the product provided for the supplier of different inlet metering valves, it is only necessary to change represent flow and driving it is described into
The adjustable parameter of theory relation between oil measurement valve electric signal is especially convenient for implementing in the product of batch production.
3, real-time traffic can be precisely calculated, while reducing staking-out work amount.
4, stability, the dynamic response for improving rail pressure control, advantageously reduce discharge.
Detailed description of the invention
In order to illustrate the embodiment of the utility model or the technical proposal in the existing technology more clearly, below will be to embodiment
Or attached drawing needed to be used in the description of the prior art is briefly described, it should be apparent that, the accompanying drawings in the following description is only
It is some embodiments of the utility model, for those of ordinary skill in the art, in the premise not made the creative labor
Under, it is also possible to obtain other drawings based on these drawings.
Fig. 1 is the structural schematic diagram of high-pressure common-rail fuel system.
Fig. 2 is the structural schematic diagram for high-pressure common-rail fuel system inlet metering valve.
Fig. 3 is the control method schematic diagram of inlet metering valve flow.
Specific embodiment
In order to be easy to understand the technical means, creative features, achievement of purpose, and effectiveness of the utility model, under
The utility model is further described in face.
High-pressure common-rail fuel system as shown in Figure 1, including fuel tank 100 and high-pressure oil pump 200, fuel tank 100 pass through a combustion
The connection of oil rectifier 110 is located at the inlet metering device 300 on the oil inlet of high-pressure oil pump 200, has one to overflow on inlet metering device 300
It flows valve 410 and connects fuel tank 100.The oil outlet of high-pressure oil pump 200 connects a common rail pipe 400, and common rail pipe 400 plays the work of accumulator
With common rail pipe 400 connects multiple fuel injectors 500, and the oil return opening of fuel injector 500 connects fuel tank 100, the oil return opening of fuel injector 500
Extra low pressure diesel can be sent back to fuel tank 100 with overflow valve 410.One rail pressure sensor 610 is installed on common rail pipe 400, it is whole
A common rail fuel combustion system is provided with fuel temperature sensor 620, speed probe 630, accelerator open degree sensor 640 and atmospheric pressure
Force snesor 650.There are also an electronic control unit ECU700 will by output output pulse initial point and pulse width control fuel injector 500
Fuel oil sprays into combustion chamber, and electronic control unit ECU700 includes flow rate calculation module 710, variable structure PID module 720, displacement calculating
Module 730 and driving computing module 740, flow rate calculation module 710, variable structure PID module 720, displacement computing module 730 and drive
Dynamic computing module 740 is passed by acquisition rail pressure sensor 610, fuel temperature sensor 620, speed probe 630, accelerator open degree
Sensor 640 and 650 signal of barometric pressure sensor and vehicle network signal, judge system mode by built-in control strategy,
It issues accurate driving signal and drives corresponding component, feed back fuel delivery, rail pressure, oil spout angle and distributive value on demand
It adjusts.
Inlet metering valve 300 as shown in Figure 2, including a valve body 310 and positioned at the mandril 320 and and mandril of valve inner
The integral armature 330 of 320 interference fits, the both ends of mandril 320 are axially moved along bearing 311,312.There is coil 340 in valve body
In 310 and around mandril 320, the size of current of coil 340 determines the power of coil magnetic field, and the strong and weak of coil magnetic field determines rank
The electromagnetic force size generated in iron 330 then determines 330 position of armature.Armature 330 controls mandril 320 and spool 350 is pushed to transport
It is dynamic, change the overflow section in meter in hole 313 between spool 350 and valve body 310, so that passing through the stream of valve port 313
The continuous proportionally follow current of amount changes, and then carries out continuous stepless linear regulation to 200 oil inlet flow of high-pressure oil pump.
Inlet metering valve 300 is divided into open in usual and normally closed type under the conditions of cold.
When inlet metering valve 300 is not powered on, under the effect of spring 360, the flow area in meter in hole 313 is maximum, this
When fuel delivery it is maximum；Then metering valve 300 is powered, and coil 340 is powered, and coil magnetic field constantly becomes by force, and then pushes armature 330,
When armature 330 is greater than the frictional force of spool 350 and the spring force of spring 360, top to the power that spool 350 applies by mandril 320
Bar 320 pushes spool 350 that the flow area in meter in hole 313 is made to become smaller, from inlet metering valve 300 to high-pressure oil pump 200
Oil mass is reduced, and so that high-pressure oil pump 200 is fed the oil mass in common rail pipe 400 and is reduced, high when meter in hole 313 completely closes
Pressure oil pump 200 will stop to 400 fuel feeding of common rail pipe；Armature 330 is equal to spool 350 to the power that spool 350 applies by mandril 320
Frictional force and spring 360 spring force, the flow area in meter in hole 313 becomes a stable opening, one corresponding
Stable flow output.
A kind of control method of high pressure co-rail system inlet metering valve flow control system as shown in Figure 2, comprising:
Step 1, variable structure PID module 720 is brought according to accelerator open degree sensor 640 accelerator opening amount signal, revolving speed
The rail pressure signal that the tach signal and rail pressure sensor 610 that sensor 630 is brought are brought is input signal, after calculation processing
Modified flow rate signal is exported to flow rate calculation module 710；
Step 2, flow rate calculation module 710 is exported with the variable structure PID module 720 modified flow rate signal, fuel oil temperature
Degree sensor 620 conveys the fuel oil temperature signal to come, the atmosphere pressure signal that barometric pressure sensor 650 is brought, rail pressure
The accelerator opening amount signal and speed probe that rail pressure signal that sensor 610 is brought, accelerator open degree sensor 640 are brought
630 tach signals brought are input signal, and pressure difference signal and flow signal extremely displacement before and after valve port are exported after calculation processing
Computing module 730；
Step 3, valve port front and back pressure difference signal and stream that displacement computing module 730 is exported with the flow rate calculation module 710
It is input signal that amount signal, fuel temperature sensor 620, which convey the fuel oil temperature signal to come, and output displacement is believed after calculation processing
Number to driving computing module 740；
Step 4, driving computing module 740 is sensed with displacement signal, the fuel oil temperature that the displacement computing module 730 exports
It is input signal, calculation processing that device 620, which conveys the tach signal that the fuel oil temperature signal to come and speed probe 630 are brought,
Duty cycle signals needed for exporting inlet metering valve afterwards and PWM switch duration signal.
Further, in step 1, variable structure PID module 720 is opened according to the throttle that accelerator open degree sensor 640 is brought
The tach signal that degree signal and speed probe 630 are brought looks into target rail pressure arteries and veins and composes to obtain target rail pressure, and modified flow rate passes through
Variable structure PID module 720 is calculated, specific formula for calculation such as formula 1.:
Formula 1. in: QcorFor modified flow rate, e is that target rail pressure subtracts practical rail pressure, KpFor proportional gain, KiFor integral master
Gain, Ki0To integrate variable-gain, KdFor differential gain parameter.
Further, formula 1. in, the proportional gain KpCalculation formula such as formula is 2. shown:
Kp=ap+bp(1-exp(-cp|e|) ②
Formula 2. in: ap、bp、cpBe positive real constant.
Further, formula 1. in, the integral master gain KiCalculation formula such as formula is 3. shown:
Ki=aiexp(-ci|e|) ③
Formula 4. in: ai、ciBe positive real constant；
Further, formula 1. in, the integral variable-gain Ki0Calculation formula such as formula is 4. shown:
Formula 4. in: K0、K1、e0Be positive real constant.
Further, formula 4. in, in order to guarantee Ki0It is that continuously smooth changes, K0、K1、e0It must satisfy formula 5.:
K1exp(-K0e0)=1 is 5..
Further, formula 1. in, the differential gain KdCalculation formula such as formula is 6.:
Kd=ad-bd(1-exp(-cd|e|)) ⑥
Formula 6. in: ad、bd、cdBe positive real constant, general ad>bd。
Further, in step 2, the calculation method of pressure difference is before and after valve port: utilizing pressure difference and valve port before and after basic valve port
Front and back pressure difference correction factor is multiplied to obtain valve port front and back pressure difference, wherein being looked into according to the tach signal that speed probe 630 is brought
Pressure characteristic arteries and veins is composed to obtain basic valve port front and back pressure difference before and after valve port；Come according to the conveying of fuel temperature sensor 620
The atmosphere pressure signal that fuel oil temperature signal, barometric pressure sensor 650 are brought is input signal, looks into fuel oil amendment arteries and veins respectively
Spectrum and air pressure amendment arteries and veins are composed to obtain valve port front and back pressure difference correction factor.
Further, in step 2, the calculation method of flow signal is: the oil brought according to accelerator open degree sensor 640
The tach signal that door opening amount signal and speed probe 630 are brought looks into distributive value arteries and veins and composes to obtain bare flow；It is passed according to rail pressure
The fuel oil temperature signal that the conveying of rail pressure signal and temperature sensor that sensor 610 is brought comes, which is looked into amount of leakage arteries and veins and composed, to be revealed
Flow；The modified flow rate signal that variable structure PID module 720 exports is added to obtain flow signal with bare flow, leakage flow.
Further, in step 3, the valve port front and back pressure difference signal and flow signal exported according to flow rate calculation module 710
By calculating, obtain valve port area of passage, specific formula for calculation such as formula 7.:
Formula 7. in, Q is the flow m flowed out by valve port3/s；C is valve port flow coefficient；A is effective overcurrent of valve port
Area m2；Δ Pv is the pressure difference MPa at metering valve both ends；ρ is fuel density Kg/m3；The fuel density is sensed according to fuel oil temperature
Device 620 conveys the fuel oil temperature signal to come, looks into fuel density arteries and veins and composes to obtain.
Further, in step 3, armature displacement is obtained, by calculating with triangular orifices according to valve port area of passage
For, specific formula for calculation such as formula 8.:
Formula 8. in, x be armature displacement, m；θ is the angle of triangular orifices apex angle, °；H is throttle orifice on spool
Covering amount, m.
Further, in step 4, the armature displacement signal exported according to displacement computing module 730 obtains electricity by calculating
Magnetic force, specific formula for calculation such as formula 9.:
Formula 9. in, F is electromagnetic force, N；M is armature-spool equivalent movement part quality Kg；C is kinetic damping coefficient
N·s/m；K is reset spring rigidity N/m；x0For the pre compressed magnitude m of spring；ffFor viscous friction N；The kinetic damping coefficient
The fuel oil temperature signal to come is conveyed according to fuel temperature sensor 620, is looked into kinetic damping coefficient arteries and veins and is composed to obtain.
Further, formula 9. in, the viscous friction ffCalculation formula such as formula is 10. shown:
Formula 10. in, μ be fuel oil dynamic viscosity Pa·s；D is spool internal diameter m；L is practical stream of the liquid in valve chamber
Journey m；R is the radial clearance m of spool and valve body；The fuel power viscosity comes according to the conveying of fuel temperature sensor 620
Fuel oil temperature signal, the dynamic viscosity arteries and veins for looking into fuel oil are composed to obtain.
Further, in step 4, the armature displacement signal and electromagnetic force exported according to displacement computing module 730 is by meter
It calculates, obtains required electric current, specific formula for calculation such as formula:
FormulaIn, I is coil current A；δ is working gas gap length m；KfFor equivalent magnetic flux leakage coefficient, Kf=0.24~
0.33×10-3；F is electromagnetic force N；μ0For space permeability, value is 4 π × 10-7Wb/(A·m)；N is coil turn；S is magnetic
Road sectional area m2。
Further, in formulaIn, the working gas gap length δ calculation formula such as formula:
δ=x+ δ0
FormulaIn, x is armature displacement, m；δ0For initialization gas length, m；.
Further, in step 4, the armature displacement signal and electric current exported according to displacement computing module 730, which passes through, to be calculated,
Obtain required driving voltage, specific formula for calculation such as formula:
FormulaIn, U is driving voltage V；I is coil current A；R is equivalent resistance Ω；L is coil equivalent inductance H；Kd
For dynamic raw back EMF coefficient Vs/m；X is that armature is displaced m.
Further, in formulaIn, the equivalent resistance R calculation formula such as formula:
R=Ra+Rb
FormulaRaFor coil-winding resistance Ω；RbFor equivalent resistance Ω；.
Further, in formulaIn, the equivalent resistance R calculation formula such as formula:
Formulaρ is winding wire resistivity Ω m；T is coil working temperature DEG C；LaFor winding wire length m；Sa
For winding wire sectional area m2；The dynamic raw back EMF coefficient KdThe armature displacement signal exported according to displacement computing module 730
Raw back EMF coefficient arteries and veins is looked into compose to obtain.
Further, in step 4, duty cycle signals are driven needed for obtaining according to driving voltage divided by supply voltage；According to
The tach signal that speed probe 630 is brought looks into PWM switch duration arteries and veins and composes to obtain switch duration signal.
The basic principles and main features of the present invention and the advantages of the present invention have been shown and described above.Current row
The technical staff of industry is described in above embodiments and description it should be appreciated that the present utility model is not limited to the above embodiments
Only illustrate the principles of the present invention, on the premise of not departing from the spirit and scope of the utility model, the utility model is also
It will have various changes and improvements, these various changes and improvements fall within the scope of the claimed invention.The utility model
Claimed range is defined by the appending claims and its equivalent thereof.
Claims (1)
1. a kind of high pressure co-rail system inlet metering valve flow control system, including electronic controlled diesel, actuator and processor, institute
It states and is provided with fuel temperature sensor, rail pressure sensor, speed probe, accelerator open degree sensor and atmosphere on electronic controlled diesel
Pressure sensor；The actuator is inlet metering valve, which is characterized in that the processor includes flow rate calculation module, becomes knot
Structure PID module, displacement computing module and driving computing module；
The accelerator opening amount signal input terminal of the variable structure PID module and the signal output end of the accelerator open degree sensor connect
It connects, the tach signal input terminal of the variable structure PID module is connect with the tach signal output end of the speed probe, described
The rail pressure signal input terminal of variable structure PID module is connect with the signal output end of the rail pressure sensor；
The modified flow rate signal input part of the flow rate calculation module and the modified flow rate signal of the variable structure PID module export
End connection, the accelerator opening amount signal input terminal of the flow rate calculation module and the signal output end of the accelerator open degree sensor connect
It connects, the tach signal input terminal of the flow rate calculation module is connect with the tach signal output end of the speed probe, described
The atmosphere pressure signal input terminal of flow rate calculation module is connect with the signal output end of the barometric pressure sensor, the flow
The fuel oil temperature signal input part of computing module is connect with the signal output end of the fuel temperature sensor；
Pressure difference signal input terminal and the valve port of flow rate calculation module front and back pressure difference before and after the valve port of the displacement computing module
Signal output end connection, the flow signal input terminal of the displacement computing module and the flow signal of the flow rate calculation module are defeated
Outlet connection, the fuel oil temperature signal input part of the displacement computing module and the signal output end of the fuel temperature sensor
Connection；
The displacement signal input terminal of the driving computing module is connect with the displacement signal output end of the displacement computing module, institute
The fuel oil temperature signal input part for stating driving computing module is connect with the signal output end of the fuel temperature sensor；The drive
The tach signal input terminal of dynamic computing module is connect with the tach signal output end of the speed probe；
The driving signal output end of the driving computing module is connect with the actuator.
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109519291A (en) * | 2018-12-31 | 2019-03-26 | 南岳电控（衡阳）工业技术股份有限公司 | A kind of high pressure co-rail system inlet metering valve flow control system and control method |
| CN111396208A (en) * | 2020-03-21 | 2020-07-10 | 东风汽车集团有限公司 | Oil injection control method for vehicle equipped with direct injection engine |
| CN114060841A (en) * | 2021-11-02 | 2022-02-18 | 中国船舶重工集团公司第七0三研究所 | Boiler fuel oil pressure difference control method |
-
2018
- 2018-12-31 CN CN201822263894.XU patent/CN209179884U/en active Active
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109519291A (en) * | 2018-12-31 | 2019-03-26 | 南岳电控（衡阳）工业技术股份有限公司 | A kind of high pressure co-rail system inlet metering valve flow control system and control method |
| CN111396208A (en) * | 2020-03-21 | 2020-07-10 | 东风汽车集团有限公司 | Oil injection control method for vehicle equipped with direct injection engine |
| CN111396208B (en) * | 2020-03-21 | 2021-05-28 | 东风汽车集团有限公司 | Oil injection control method for vehicle equipped with direct injection engine |
| CN114060841A (en) * | 2021-11-02 | 2022-02-18 | 中国船舶重工集团公司第七0三研究所 | Boiler fuel oil pressure difference control method |
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