Search

CN-122014450-A - Oil injection control method of V14 cylinder common rail engine

CN122014450ACN 122014450 ACN122014450 ACN 122014450ACN-122014450-A

Abstract

The invention belongs to the technical field of diesel engines, and particularly discloses an oil injection control method of a V14 cylinder common rail engine, which comprises the following steps that S1, the top dead center angle of a first cylinder of the engine is obtained from a crankshaft angle positioning parameter of the first cylinder and a camshaft angle positioning parameter of the first cylinder; S2, acquiring a real ignition angle from design, acquiring a final top dead center angle of each cylinder which can be identified by the ECU through the real ignition angle, and simultaneously acquiring a top dead center correction angle of each cylinder, wherein the relationship is as follows, the real ignition angle = the final top dead center angle of each cylinder + the set value of the offset angle-the top dead center correction angle of each cylinder, and the phase can be identified through a single ECU, so that the injection and ignition system control of the V14 engine is realized.

Inventors

  • DENG QIAN
  • HAN HONGGAO
  • TAN SEN
  • ZHU MENGJIAO

Assignees

  • 重油高科电控燃油喷射系统有限公司

Dates

Publication Date
20260512
Application Date
20260324

Claims (10)

  1. 1. The fuel injection control method of the V14 cylinder common rail engine is characterized by comprising the following steps of: S1, acquiring a top dead center angle of a first cylinder of an engine from a crankshaft angle positioning parameter of the first cylinder and a camshaft angle positioning parameter of the first cylinder; s2, acquiring a real ignition angle from the design, acquiring a final top dead center angle of each cylinder which can be identified by the ECU through the real ignition angle, and simultaneously acquiring a correction angle of the top dead center of each cylinder, wherein the relationship is as follows: and S3. The ECU controls the ignition oil injection of the corresponding cylinder according to the final top dead center angle of each cylinder.
  2. 2. The fuel injection control method of a V14 cylinder common rail engine according to claim 1, characterized by further comprising the steps of: S21, trimming the actual ignition angle of each cylinder into an initial top dead center angle of each cylinder which can be identified by the ECU; s22, identifying a reference cylinder (X0) and a common-handle cylinder (X1) which share the same crank based on the ignition sequence and the crank shaft structure of the engine; s23, subtracting the first offset from the initial top dead center angle of each cylinder of the X0 cylinder to obtain a final top dead center angle, and subtracting the second offset from the initial top dead center angle of each cylinder of the X1 cylinder to obtain the final top dead center angle.
  3. 3. The fuel injection control method of the V14 cylinder common rail engine according to claim 2, wherein the first offset amount is 0 ° and the second offset amount is 42 °.
  4. 4. A fuel injection control method for a V14 cylinder common rail engine according to any one of claims 1 to 3, wherein the V14 engine has 14 cylinders in total, and the firing order of the V14 engine is 1 st to 13 th to 2 nd to 14 th to 4 th to 12 th to 6 th to 10 th to 7 th to 8 th to 5 th to 9 th to 3 rd to 11 th.
  5. 5. A fuel injection control method of a V14 cylinder common rail engine according to any one of claims 1 to 3, characterized in that the actual firing angle sequence of each cylinder is ：0°、38.56°、102.88°、141.44°、205.72°、244.28°、308.56°、347.16°、411.44°、450°、514.28°、552.84°、617.16°、655.72°.
  6. 6. A fuel injection control method for a V14 cylinder common rail engine according to any one of claims 1 to 3, wherein the angle value of the initial top dead center angle of each cylinder is an integer multiple of a reference angle, which is the minimum angular resolution recognizable by the ECU.
  7. 7. The fuel injection control method for a V14 cylinder common rail engine according to claim 4, wherein the angle value of the initial top dead center angle of each cylinder is an integer multiple of a reference angle, which is a minimum angular resolution recognizable by the ECU.
  8. 8. The fuel injection control method for a V14 cylinder common rail engine according to claim 5, wherein the angle value of the initial top dead center angle of each cylinder is an integer multiple of a reference angle, which is a minimum angular resolution recognizable by the ECU.
  9. 9. The fuel injection control method of a V14 cylinder common rail engine according to claim 1, 2, 3, 7 or 8, wherein the reference angle is 6 °.
  10. 10. The fuel injection control method for a V14 cylinder common rail engine according to claim 1, 2,3, 7 or 8, wherein the correction angle value in the cylinder top dead center correction angle map is a positive value.

Description

Oil injection control method of V14 cylinder common rail engine Technical Field The invention belongs to the technical field of diesel engines, and particularly relates to an oil injection control method of a V14 cylinder common rail engine. Background In the field of diesel engines, particularly in diesel engines applied to diesel automobiles, the high-pressure common rail technology is a common oil supply mode, and meanwhile, an ECU (i.e., engine control unit, electronic control unit) for managing a fuel injection system of the engine is adopted, and the ECU controls the fuel injection system (such as an oil injection system, an ignition system, an emission control system, and the like) to regulate and control. In the control process of the fuel injection system, the ECU firstly expands the crankshaft rotation speed signal and the camshaft rotation speed signal to acquire phase information required by engine control. After the crankshaft rotation speed signal processing and the camshaft rotation speed signal processing are completed, the management system can convert the calculated oil injection quantity and the oil injection advance angle into oil injection timing and oil injection pulse width. For traditional diesel engines, like V6, V8, V10, V12, V16, etc., the crankshaft design is such that the motion of the pistons of each cylinder exhibits a uniform and symmetrical character. For a V6 cylinder engine, the firing interval angle = 720 °/12 = 60 °, which means that each cylinder fires after a fixed 60 ° crank angle. For example, V8 cylinder engines, firing interval angle=720 °/16=45°, also have uniformity. Because the firing interval angle of the traditional engine is uniform, and meets the requirement of the ECU in the prior art (the ECU in the prior art relies on a core assumption that the ignition top dead centers of all cylinders are uniformly distributed on the crank angle), the phase can be identified by calibrating two parameters of crank angle positioning and cam shaft angle positioning, and the control of an injection and ignition system is realized. However, the V14 engine is different in the case of which the firing interval angle is not uniform (for example, 0 °, 38.56 °, 102.88 °) which makes it impossible for a single ECU of the related art to accurately recognize the phase thereof. If a plurality of ECUs are used for control, not only the cost increases greatly, but also the problem of synchronicity between the plurality of ECUs makes the whole system difficult to implement effectively. Disclosure of Invention The invention aims to provide an oil injection control method of a V14 cylinder common rail engine, wherein a single ECU can identify the phase and control an injection and ignition system of the engine. The invention aims at realizing the technical scheme, and discloses a fuel injection control method of a V14 cylinder common rail engine, which comprises the following steps of: S1, acquiring a top dead center angle of a first cylinder of an engine from a crankshaft angle positioning parameter of the first cylinder and a camshaft angle positioning parameter of the first cylinder; s2, acquiring a real ignition angle from the design, acquiring a final top dead center angle of each cylinder which can be identified by the ECU through the real ignition angle, and simultaneously acquiring a correction angle of the top dead center of each cylinder, wherein the relationship is as follows: true firing angle = last top dead center angle of each cylinder + offset angle set point-top dead center correction angle of each cylinder; s3, controlling oil injection of the corresponding cylinder by the ECU according to the actual ignition angle. Preferably, S2 further comprises the steps of: S21, trimming the actual ignition angle of each cylinder into an initial top dead center angle of each cylinder which can be identified by the ECU; s22, identifying a reference cylinder (X0) and a common-handle cylinder (X1) which share the same crank based on the ignition sequence and the crank shaft structure of the engine; s23, subtracting the first offset from the initial top dead center angle of each cylinder of the X0 cylinder to obtain a final top dead center angle, and subtracting the second offset from the initial top dead center angle of each cylinder of the X1 cylinder to obtain the final top dead center angle. Preferably, the first offset is 0 ° and the second offset is 42 °. Preferably, the V14 engine is provided with 14 cylinders, and the firing order of the V14 engine is 1 st to 13 th to 2 nd to 14 th to 4 th to 12 th to 6 th to 10 th to 7 th to 8 th to 5 th to 9 th to 3 rd to 11 th. Preferably, the sequence of the actual ignition angles of each cylinder is as follows ：0°、38.56°、102.88°、141.44°、205.72°、244.28°、308.56°、347.16°、411.44°、450°、514.28°、552.84°、617.16°、655.72°. Preferably, the angle value of the initial top dead center angle of each cylinder is an integer multiple of a reference angle, wh