Engine control system and engine operation control method

Abstract

The invention provides an engine control system and an engine operation control method, and relates to the technical field of engine control. The control system comprises a fuel tank, a high-pressure direct injection device, a fuel rail fuel injector assembly, a flexible fuel sensor and a controller. The fuel tank can be filled with at least one fuel. The high-pressure direct injection device is used for pumping out fuel in the fuel tank at high pressure. The oil rail oil injector assembly is connected with the high-pressure direct injection device and injects fuel into the engine. The flexible fuel sensor is arranged between the fuel tank and the fuel rail fuel injector assembly and used for identifying the current concentration proportion of various kinds of fuel in the fuel. The controller is connected with the flexible fuel sensor and used for determining a first set value of the parameter set according to the current concentration proportion and controlling the engine and the fuel rail fuel injector assembly to operate according to the first set value. Therefore, the fuel passes through the high-pressure direct injection device to enhance the pressure of the fuel, and the fuel can be directly injected into the engine through the fuel rail fuel injector assembly, so that the low-temperature cold start of the vehicle is realized.

Description

Technical Field

[0001] The present invention relates to the technical field of engine control, and in particular to an engine control system and an engine operation control method. Background Art

[0002] The hybrid fuel engine control system currently on the market usually has two fuel tanks, the main and auxiliary, and relies on the auxiliary fuel system for low-temperature cold starting. When starting at non-low-temperature conditions, it is necessary to detect the main fuel concentration and select the starting method. When the main fuel concentration is low, other fuel tanks are used to complete the start. After the start is successful, the main fuel is used for power driving, resulting in low vehicle starting efficiency. Summary of the invention

[0003] The purpose of the embodiments of the present application is to provide an engine control system and an engine operation control method to improve the efficiency of vehicle starting.

[0004] In a first aspect, an embodiment of the present application provides an engine control system, the control system comprising:

[0005] a fuel tank, wherein the fuel tank can be filled with at least one fuel;

[0006] A high-pressure direct injection device is used to pump the fuel in the fuel tank out at high pressure;

[0007] A fuel rail injector assembly, which is connected to a high-pressure direct injection device and is used to inject fuel into the engine;

[0008] Flexible fuel sensor, which is located between the fuel tank and the fuel rail injector assembly and is used to identify the current concentration ratio of each type of fuel in the fuel;

[0009] The controller is connected to the flexible fuel sensor and is used to determine a first setting value of the parameter group according to the current concentration ratio, and control the engine and the fuel rail injector assembly to operate according to the first setting value; wherein the parameter group includes an ignition angle and ignition energy of the engine, and an injection amount and injection time of the fuel rail injector assembly.

[0010] In some embodiments, the high pressure direct injection device comprises:

[0011] A low-pressure fuel pump, connected to the fuel tank and used to pump out the fuel in the fuel tank;

[0012] a high-pressure fuel pump, the high-pressure fuel pump being connected to the low-pressure fuel pump and being used to increase the pressure of the fuel;

[0013] The flexible fuel sensor is disposed between the low-pressure fuel pump and the high-pressure fuel pump; or, the flexible fuel sensor is disposed between the high-pressure fuel pump and the fuel rail injector assembly.

[0014] In a second aspect, an embodiment of the present application provides a vehicle, including an engine, and an engine control system as described above.

[0015] In a third aspect, an embodiment of the present application provides a method for controlling engine operation, which is applied to a vehicle. The control method includes:

[0016] Identify the current concentration ratio of each type of fuel in the fuel pumped out of the fuel tank;

[0017] Determining a first setting value of a parameter group according to the current concentration ratio, the parameter group including an ignition angle of the engine, an ignition energy of the engine, a fuel injection amount of a fuel rail injector, and a fuel injection time of the fuel rail injector;

[0018] When the engine is controlled to ignite and run, the high pressure direct injection device is controlled to pump fuel into the fuel rail injector assembly, and the engine and the fuel rail injector assembly are controlled to run according to the first setting value.

[0019] In some embodiments, determining a first setting value of the parameter group according to the current concentration ratio includes:

[0020] Acquire a parameter signal of the engine; the parameter signal of the engine includes at least one of the following: an intake air volume signal, an intake air temperature signal, a speed signal, a crankshaft position signal, and a coolant temperature signal;

[0021] According to the current concentration ratio and the parameter signal, a first setting value of the parameter group is determined.

[0022] In some embodiments, identifying the current concentration ratio of each type of fuel in the fuel pumped out of the fuel tank includes:

[0023] Obtain the dielectric constant and conductivity of various fuels;

[0024] Substitute the dielectric constant into the first equation and the conductivity into the second equation to obtain a system of equations; the first equation represents the corresponding relationship between the dielectric constant and the concentration of each type of fuel, and the second equation represents the corresponding relationship between the conductivity and the concentration of each type of fuel;

[0025] Solve the equations to obtain the current concentration ratio of each type of fuel.

[0026] In some implementations, after controlling the engine to ignite and operate, the control method further includes:

[0027] Acquire a first signal of the vehicle; the first signal at least includes an oxygen content signal in the exhaust gas;

[0028] determining a current air-fuel ratio of the engine based on the first signal;

[0029] Determine a second setting value of the parameter group according to the current air-fuel ratio;

[0030] According to the second setting value, the fuel is pumped into the fuel rail injector by the high-pressure fuel pump, and the fuel is sprayed into the engine through the fuel rail injector to control the operation of the engine.

[0031] In some implementations, determining a current air-fuel ratio of the engine according to the first signal includes:

[0032] Determine the quality of the fuel based on the current concentration ratio

[0033] Obtain the air mass required for complete combustion of fuel;

[0034] The ratio of the mass of air to the mass of fuel is determined as a first target air-fuel ratio; the first target air-fuel ratio represents the air-fuel ratio required for complete combustion of the fuel;

[0035] The current air-fuel ratio is determined according to the oxygen content signal and the first target air-fuel ratio.

[0036] In some implementations, determining a second setting value of the parameter group according to the current air-fuel ratio includes:

[0037] Determine the target revision coefficient according to the comparison result between the current air-fuel ratio and the air-fuel ratio calibration value;

[0038] determining a second target air-fuel ratio by multiplying the target revision coefficient by the current air-fuel ratio;

[0039] A second set value of the parameter group is determined according to the second target air-fuel ratio.

[0040] In some embodiments, determining a first setting value of the parameter group according to the current concentration ratio and the parameter signal includes:

[0041] Obtaining a correspondence between a preset concentration ratio of the fuel and a calibration value of a parameter group;

[0042] Determining, according to the current concentration ratio and the corresponding relationship, a calibration value of the parameter group corresponding to the current concentration ratio;

[0043] The calibration value of the parameter group corresponding to the current concentration ratio is corrected according to the parameter signal to obtain a first setting value of the parameter group.

[0044] In a fourth aspect, an embodiment of the present application provides a machine-readable storage medium, on which instructions are stored, the instructions being used to cause a machine to execute the control method for engine operation according to the above

[0045] In a fifth aspect, an embodiment of the present application provides a computer and program product. When the instructions in the computer program product are executed by a processor of a vehicle, the vehicle executes the engine operation control method as described above.

[0046] In an embodiment of the present application, the control system includes a fuel tank, a high-pressure direct injection device, a rail injector assembly, a flexible fuel sensor, and a controller. The fuel tank can be filled with at least one fuel. The high-pressure direct injection device is used to pump out the fuel in the fuel tank at high pressure. The rail injector assembly is connected to the high-pressure direct injection device and is used to inject the fuel into the engine. The flexible fuel sensor is arranged between the fuel tank and the rail injector assembly, and is used to identify the current concentration ratio of each type of fuel in the fuel. The controller is connected to the flexible fuel sensor, and is used to determine the first setting value of the parameter group according to the current concentration ratio, and control the engine and the rail injector assembly to operate according to the first setting value; wherein the parameter group includes the ignition angle and ignition energy of the engine, and the injection amount and injection time of the rail injector assembly. In this way, on the one hand, by passing the fuel through the high-pressure direct injection device to increase the pressure of the fuel, the fuel can be directly injected into the engine through the rail injector assembly to achieve a low-temperature cold start of the vehicle. On the other hand, the fuel concentration is monitored by a flexible fuel sensor to adjust the parameter group in real time to ensure that exhaust emissions can be controlled within the equivalent range during cold start and vehicle driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] Figure 1 It is one of the structural schematic diagrams of the engine control system provided in the embodiment of the present application;

[0048] Figure 2 This is the second structural schematic diagram of the engine control system provided in the embodiment of the present application;

[0049] Figure 3 is a schematic diagram of a signal input provided in an embodiment of the present application;

[0050] Figure 4 is a flow chart of a method for controlling engine operation provided in an embodiment of the present application;

[0051] Figure 5 is a flow chart of a correction method during engine operation provided by an embodiment of the present application;

[0052] Figure 6 It is a schematic diagram of the structure of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0053] The following will be combined with the drawings in the embodiments of the present application to clearly describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments in the present application belong to the scope of protection of this application.

[0054] The terms "first", "second", etc. in the specification and claims of the present application are used to distinguish similar objects, and are not used to describe a specific order or sequence. It should be understood that the terms used in this way are interchangeable where appropriate, so that the embodiments of the present application can be implemented in an order other than those illustrated or described herein, and the objects distinguished by "first", "second", etc. are generally of one type, and the number of objects is not limited. For example, the first object can be one or more. In addition, "and / or" in the specification and claims represents at least one of the connected objects, and the character " / " generally indicates that the objects associated with each other are in an "or" relationship.

[0055] The engine control system and the method for controlling engine operation provided by the embodiments of the present application are described in detail below with reference to the accompanying drawings through specific embodiments and their application scenarios.

[0056] See also Figure 1 , is a structural diagram of an engine control system provided in an embodiment of the present application. The control system 10 may include:

[0057] A fuel tank 11, which can be filled with at least one fuel;

[0058] A high-pressure direct injection device 12, the high-pressure direct injection device is used to pump out the fuel in the fuel tank at high pressure;

[0059] A fuel rail injector assembly 13, which is connected to the high-pressure direct injection device and is used to inject fuel into the engine;

[0060] A flexible fuel sensor 14, which is disposed between the fuel tank and the fuel rail injector assembly and is used to identify the current concentration ratio of each type of fuel in the fuel;

[0061] A controller 15 is connected to the flexible fuel sensor and is used to determine a first setting value of a parameter group according to a current concentration ratio, and control the engine and the fuel rail injector assembly to operate according to the first setting value; wherein the parameter group includes an ignition angle and an ignition energy of the engine, and an injection amount and an injection time of the fuel rail injector assembly.

[0062] In the embodiment of the present application, the engine control system may include but is not limited to a fuel tank, a high-pressure direct injection device, a fuel rail injector assembly, a flexible fuel sensor, and a controller. The fuel tank is used to add fuel, wherein at least one fuel may be added to the fuel tank. In one example, the fuel tank may be filled with methanol fuel or a mixture of methanol fuel and gasoline fuel.

[0063] In an embodiment of the present application, the high-pressure direct injection device is used to pump out the fuel in the fuel tank at high pressure. In one example, the high-pressure direct injection device may include a low-pressure fuel pump and a high-pressure fuel pump, the low-pressure fuel pump is connected to the fuel tank, and the high-pressure fuel pump is connected to the low-pressure fuel pump. The low-pressure fuel pump can be used to pump out the fuel in the fuel tank, and the high-pressure fuel pump can be used to increase the pressure of the fuel. The fuel rail injector assembly can be connected to the high-pressure direct injection device, and the fuel rail injector assembly can be used to transfer the fuel from the high-pressure direct injection device to each injector, and inject the fuel into the combustion chamber of the engine through the injector. The fuel is pumped out by the low-pressure fuel pump, and the pressure of the fuel is increased by the high-pressure fuel pump, and then the fuel can be directly injected into the engine through the fuel rail injector assembly.

[0064] In an embodiment of the present application, the flexible fuel sensor can be used to identify the current concentration ratio of each type of fuel in the fuel. The installation position of the flexible fuel sensor can be adjusted according to actual needs, and is only required to be before the fuel rail injector sub-assembly. In one example, the flexible fuel sensor can be arranged between the low-pressure fuel pump and the high-pressure fuel pump. In another example, the flexible fuel sensor can be arranged between the high-pressure fuel pump and the fuel rail injector assembly. Figure 1 The installation position of the flexible fuel sensor shown in is only a feasible embodiment. By adjusting the setting value of the parameter group in real time according to the fuel concentration identified by the flexible fuel sensor, it can ensure that the exhaust emissions are controlled within the equivalent range during cold start and vehicle driving.

[0065] In the embodiment of the present application, the controller can be connected to the flexible fuel sensor, and the controller can determine the first setting value of the parameter group according to the current concentration ratio of each type of fuel identified by the flexible fuel sensor, wherein the parameter group includes the ignition angle and ignition energy of the engine, and the injection amount and injection time of the fuel rail injector assembly. The first setting value of the parameter group can be understood as the value set for each parameter in the parameter group.

[0066] After determining the ignition angle of the engine, the ignition energy of the engine, the injection amount of the fuel rail injector, and the injection time of the fuel rail injector, the engine and the fuel rail injector assembly are controlled to operate according to the first setting value. Specifically, according to the first setting value, the high-pressure fuel pump pumps the fuel into the fuel rail injector, and the fuel rail injector sprays the fuel into the engine. The fuel rail injector can spray the fuel into the engine cylinder in an atomized form so as to fully mix with the air and promote combustion. The engine converts the fuel energy into mechanical energy during the combustion process, thereby driving the vehicle to operate and the engine to ignite and operate.

[0067] Through the above control system, the control system includes a fuel tank, a high-pressure direct injection device, a rail injector assembly, a flexible fuel sensor and a controller. The fuel tank can be filled with at least one fuel. The high-pressure direct injection device is used to pump out the fuel in the fuel tank at high pressure. The rail injector assembly is connected to the high-pressure direct injection device and is used to inject the fuel into the engine. The flexible fuel sensor is arranged between the fuel tank and the rail injector assembly, and is used to identify the current concentration ratio of various types of fuel in the fuel. The controller is connected to the flexible fuel sensor, and is used to determine the first setting value of the parameter group according to the current concentration ratio, and control the engine and the rail injector assembly to operate according to the first setting value; wherein the parameter group includes the ignition angle and ignition energy of the engine, and the injection amount and injection time of the rail injector assembly. In this way, on the one hand, by passing the fuel through the high-pressure direct injection device to increase the pressure of the fuel, the fuel can be directly injected into the engine through the rail injector assembly to achieve low-temperature cold start of the vehicle. On the other hand, the flexible fuel sensor monitors the fuel concentration to adjust the parameter group in real time to ensure that exhaust emissions can be controlled within the equivalent range during cold start and vehicle driving.

[0068] See also Figure 2 , is the second structural diagram of the engine control system provided by the embodiment of the present application. Figure 2 As shown, the control system may include a low-pressure fuel pump, a flexible fuel sensor, a high-pressure fuel pump, a fuel rail injector subassembly (i.e., the fuel rail injector in the present application), an ECU, and an oxygen sensor, etc. The low-pressure fuel pump delivers the mixed fuel from the oil pan to the low-pressure fuel line from a single fuel tank. The mixed fuel flows through the flexible fuel sensor through the low-pressure line, and the flexible fuel sensor starts working. By measuring the temperature, conductivity, and dielectric constant of the mixed fuel, it detects the concentration value of the mixed fuel in the low-pressure oil circuit (concentration value range 0%-100%) and sends the detection result to the engine controller (Electronic Control Unit, ECU). The ECU also collects other input main signals such as intake temperature and crankshaft position. Please refer to Figure 3 , is a schematic diagram of the signal input provided in the embodiment of the present application. The main signal may include but is not limited to the intake volume signal, intake temperature signal, speed signal, crankshaft position signal and coolant temperature signal, etc. The preset cold start calibrated air-fuel ratio is selected based on the comprehensive mixed fuel concentration signal analysis. The injection volume and injection time of the fuel rail injector subassembly are adjusted in real time through the concentration value continuously monitored by the flexible fuel sensor, while matching the ignition angle and ignition energy. Before ignition, the engine ECU can accurately control the combustion control parameters according to the identified mixed fuel concentration, ensuring more thorough engine combustion and equivalent exhaust. After the engine is ignited normally, the ECU detects the oxygen content signal and other correction signals in the exhaust emissions. Figure 3As shown, after receiving the oxygen content signal and other correction signals, the ECU corrects the air-fuel ratio to ensure that the exhaust emission effect during the cold start phase is always within a controllable optimization range.

[0069] See also Figure 4 , is a flow chart of a method for controlling engine operation provided by an embodiment of the present application, and the control method is applied to a vehicle. Figure 4 As shown, the engine operation control method includes the following steps S100 to S300.

[0070] Step S100: identifying the current concentration ratio of each type of fuel in the fuel pumped out of the fuel tank.

[0071] In the embodiment of the present application, the fuel tank may be loaded with one fuel or multiple fuels. In one example, the fuel pumped out of the fuel tank may include methanol fuel. In another example, the fuel pumped out of the fuel tank may also include methanol fuel and gasoline fuel.

[0072] In the embodiment of the present application, the current concentration ratio of each type of fuel in the fuel pumped out of the fuel tank can be identified by a flexible fuel sensor. A flexible fuel sensor is a device that can detect and monitor fuel characteristics, such as mixed fuel concentration, temperature, and pressure.

[0073] In the embodiment of the present application, the fuel concentration identification device can be arranged between the fuel tank and the fuel rail injector to facilitate the identification of the concentration of methanol or gasoline in the fuel pumped from the fuel tank. Optionally, the fuel concentration identification device can be arranged close to the fuel rail injector to facilitate the identification of the concentration signal by the device.

[0074] Optionally, the fuel identification device may be disposed between the low-pressure fuel pump and the high-pressure fuel pump, and when the low-pressure fuel pump pumps fuel out of the fuel tank, the fuel identification device may detect a current concentration ratio of the target fuel in the pumped fuel.

[0075] Step S200: determining a first setting value of a parameter group according to the current concentration ratio, the parameter group including an ignition angle of the engine, an ignition energy of the engine, an injection amount of the fuel rail injector, and an injection time of the fuel rail injector.

[0076] In the embodiment of the present application, the first setting value of the parameter group can be understood as the value set for each parameter in the parameter group. The parameter group may include but is not limited to the ignition angle of the engine, the ignition energy of the engine, the injection amount of the fuel rail injector, and the injection time of the fuel rail injector.

[0077] In the embodiment of the present application, when determining the first setting value of the parameter group according to the current concentration ratio, the corresponding relationship between the preset concentration ratio of each type of fuel and the calibration value of the parameter group can be obtained; according to the current concentration ratio and the corresponding relationship, the first setting value of the parameter group corresponding to the current concentration ratio is determined;

[0078] In the embodiment of the present application, when determining the first setting value of the parameter group according to the current concentration ratio, the correspondence between the pre-stored concentration ratio and the first setting value of the parameter group can also be obtained, and the first setting value of the parameter group is determined by searching the correspondence.

[0079] Step S300: When controlling the engine to ignite and run, controlling the high-pressure direct injection device to pump the fuel into the fuel rail injector assembly, and controlling the engine and the fuel rail injector assembly to run according to the first setting value.

[0080] In an embodiment of the present application, a high-pressure direct injection device can deliver fuel to the engine. Through the high-pressure direct injection device, the low-pressure fuel can be pressurized to a pressure suitable for the operation of the fuel rail injector assembly to ensure that the fuel rail injector assembly can effectively inject fuel. After determining the ignition angle of the engine, the ignition energy of the engine, the injection amount of the fuel rail injector, and the injection time of the fuel rail injector, the high-pressure direct injection device pumps the fuel into the fuel rail injector assembly according to the first setting value, and the fuel rail injector assembly injects the fuel into the engine. Specifically, the fuel rail injector sprays the fuel into the engine cylinder in an atomized form so that it is fully mixed with the air to promote combustion. The engine converts the fuel energy into mechanical energy during the combustion process, thereby driving the vehicle to run and the engine to ignite and run.

[0081] Through the above steps S100 to S300, the current concentration ratio of each type of fuel in the fuel pumped out of the fuel tank is first identified by the flexible fuel sensor. Then, the setting value of the parameter group is determined according to the concentration ratio, and the parameter group includes the ignition angle of the engine, the ignition energy of the engine, the injection amount of the fuel rail injector, and the injection time of the fuel rail injector. Finally, when the engine ignition is controlled, the high-pressure direct injection device is controlled to pump the fuel into the fuel rail injector assembly, and the engine and the fuel rail injector assembly are controlled to operate according to the first setting value. In this way, by adopting a set of fuel supply systems, on the one hand, the fuel pressure can be increased by passing the fuel through the high-pressure direct injection device, and then the fuel can be directly injected into the engine through the fuel rail injector assembly to achieve low-temperature cold start of the vehicle. On the other hand, the parameter group is adjusted in real time by monitoring the fuel concentration through the flexible fuel sensor to ensure that the exhaust emissions during cold start and vehicle driving can be controlled within the equivalent range.

[0082] In some embodiments, determining a first setting value of the parameter group according to the current concentration ratio includes:

[0083] Acquire a parameter signal of the engine; the parameter signal of the engine includes at least one of the following: an intake air volume signal, an intake air temperature signal, a speed signal, a crankshaft position signal, and a coolant temperature signal;

[0084] According to the current concentration ratio and the parameter signal, a first setting value of the parameter group is determined.

[0085] Specifically, before controlling the engine to start, it is also necessary to collect the parameter signals of the engine. The parameter signals of the engine may include, but are not limited to, the intake air volume signal of the engine, the intake air temperature signal of the engine, the speed signal of the engine, the crankshaft position signal of the engine, and the coolant temperature signal. The intake air volume of the engine can be understood as the volume of air inhaled by the engine within a certain period of time. The intake air temperature of the engine can be understood as the temperature of the air entering the engine cylinder. The speed signal of the engine can be understood as the rotation speed information of the engine crankshaft or camshaft.

[0086] In the embodiment of the present application, each parameter can be measured by a corresponding detection device. For example, the intake temperature signal of the engine can be collected by a temperature sensor.

[0087] In an embodiment of the present application, when determining the first setting value of the parameter group based on the current concentration ratio and the parameter signal, the correspondence between the preset concentration ratios of each type of fuel and the calibration value of the parameter group is obtained; based on the current concentration ratio and the corresponding relationship, the calibration value of the parameter group corresponding to the current concentration ratio is determined; based on the parameter signal, the calibration value of the parameter group corresponding to the current concentration ratio is corrected to obtain the first setting value of the parameter group.

[0088] In the embodiment of the present application, when determining the first setting value of the parameter group according to the current concentration ratio and the parameter signal, the correspondence between the pre-stored concentration ratio, the parameter signal, and the first setting value of the parameter group can also be obtained. Then, the first setting value of the parameter group is determined by searching for the correspondence.

[0089] In this embodiment, by combining the current concentration ratio and the parameter signal of the engine to determine the first setting value of the parameter group, the accuracy of determining the first setting value can be improved.

[0090] In some embodiments, identifying the current concentration ratio of each type of fuel in the fuel pumped out of the fuel tank includes:

[0091] Obtain the dielectric constant and conductivity of various fuels;

[0092] Substitute the dielectric constant into the first equation and the conductivity into the second equation to obtain a system of equations; the first equation represents the corresponding relationship between the dielectric constant and the concentration of each type of fuel, and the second equation represents the corresponding relationship between the conductivity and the concentration of each type of fuel;

[0093] Solve the equations to obtain the current concentration ratio of each type of fuel.

[0094] Specifically, the current concentration ratio of the fuel can be identified by a flexible fuel sensor. The flexible fuel sensor can be arranged between the low-pressure fuel pump and the high-pressure fuel pump. When the low-pressure fuel pump pumps the fuel out of the fuel tank, the flexible fuel sensor can detect the current concentration ratio of the target fuel in the pumped fuel.

[0095] In the embodiment of the present application, the dielectric constant is a physical quantity that describes the electrical properties of a material, reflecting the ability of the material to store electrical energy in an electric field. The electrical conductivity is a physical quantity that measures the electrical conductivity of a material. The first equation is used to characterize the corresponding relationship between the dielectric constant and the concentration of the fuel, and the second equation is used to characterize the corresponding relationship between the electrical conductivity and the concentration of the fuel.

[0096] In the embodiment of the present application, the dielectric constant can be directly measured by a dielectric constant measuring device, or the dielectric constant can be calculated by measuring the capacitance of a capacitor of the mixed fuel and calculating the dielectric constant based on the capacitance. In the present application, the method for obtaining the dielectric constant is not limited.

[0097] In the embodiment of the present application, it is assumed that the fuel pumped out of the fuel tank is a mixed fuel, and the conductivity of the mixed fuel is the weighted average of the conductivity of each component, and the dielectric constant is the weighted average of the dielectric constant of each component. Substituting the dielectric constant into the first equation and the conductivity into the second equation, the corresponding relationship between the conductivity and concentration of each type of fuel, and the corresponding relationship between the dielectric constant and concentration of each type of fuel can be obtained. Then, the equation group is solved to obtain the concentration of each fuel.

[0098] In this embodiment, by determining the current concentration ratio of each type of fuel according to the corresponding relationship between the dielectric constant and the conductivity of the target fuel and the concentration, the accuracy of determining the current concentration ratio can be improved.

[0099] In some implementations, after controlling the engine to ignite and operate, the control method further includes:

[0100] Acquire a first signal of the vehicle; the first signal at least includes an oxygen content signal in the exhaust gas;

[0101] determining a current air-fuel ratio of the engine based on the first signal;

[0102] Determine a second setting value of the parameter group according to the current air-fuel ratio;

[0103] According to the second setting value, the fuel is pumped into the fuel rail injector by the high-pressure fuel pump, and the fuel is sprayed into the engine through the fuel rail injector to control the operation of the engine.

[0104] Specifically, the first signal of the vehicle can be understood as a signal detected in the exhaust gas after the vehicle is started. The first signal may include but is not limited to an oxygen content signal. The oxygen content signal can be obtained by detecting an oxygen sensor. In one example, the oxygen sensor can be installed in the exhaust pipe to monitor the oxygen content in the exhaust gas in real time.

[0105] In the embodiment of the present application, after the first signal is obtained, the current air-fuel ratio of the engine can be determined according to the first signal. Taking the first signal as an oxygen content signal as an example, it is necessary to first determine the target air-fuel ratio corresponding to the fuel. The target air-fuel ratio can be understood as the air-fuel ratio required for complete combustion of the fuel. Then, according to the target air-fuel ratio and the output oxygen content signal.

[0106] In the embodiment of the present application, the first signal may include an atmospheric pressure signal and a battery voltage signal in addition to the oxygen content signal. When determining the current air-fuel ratio of the engine according to the first signal, in addition to calculating according to the oxygen content signal, the current air-fuel ratio may also be corrected based on the atmospheric pressure signal and the battery voltage signal.

[0107] In the embodiment of the present application, after determining the current air-fuel ratio, the second setting value of the parameter group can be determined according to the current air-fuel ratio. The parameter group may include but is not limited to the ignition angle of the engine, the ignition energy of the engine, the injection amount of the fuel rail injector, and the injection time of the fuel rail injector. After determining the second setting value of the parameter group, the fuel can be pumped into the fuel rail injector through the high-pressure fuel pump according to the second setting value, and the fuel can be sprayed into the engine through the fuel rail injector to control the operation of the engine.

[0108] In this embodiment, by determining the current air-fuel ratio according to the oxygen content signal in the exhaust gas and determining the value of the parameter group based on the current air-fuel ratio, the parameter group can be adjusted in time according to actual conditions to improve the accuracy of vehicle starting.

[0109] In some implementations, determining a current air-fuel ratio of the engine according to the first signal includes:

[0110] Determine the quality of the fuel based on the current concentration ratio;

[0111] Obtain the air mass required for complete combustion of fuel;

[0112] The ratio of the mass of air to the mass of fuel is determined as a first target air-fuel ratio; the first target air-fuel ratio represents the air-fuel ratio required for complete combustion of the fuel;

[0113] The current air-fuel ratio is determined according to the oxygen content signal and the first target air-fuel ratio.

[0114] Specifically, take the fuel pumped out from the fuel tank as a mixed fuel including methanol fuel and gasoline fuel as an example. After determining the current concentration ratio of the fuel, the mass of each fuel in the fuel can be determined according to the fuel concentration ratio and the total mass of the fuel. Then, the air mass required for each fuel to be completely burned is determined respectively, and finally, the ratio of the air mass to the fuel mass is determined as the target air-fuel ratio.

[0115] In the embodiment of the present application, after the first target air-fuel ratio is obtained by calculation, the first target air-fuel ratio can also be corrected based on the fuel calorific value and parameters such as atmospheric pressure. The fuel calorific value can be understood as the fuel calorific value refers to the heat released by a unit mass or unit volume of fuel when it is completely burned. The comprehensive calorific value of the mixed fuel can be calculated based on the fuel calorific value and mass fraction of each fuel in the mixed fuel. The ratio of the fuel calorific value of the mixed fuel to the calorific value of the air is the air-fuel ratio.

[0116] In the embodiment of the present application, the atmospheric pressure usually does not directly affect the calculation of the air-fuel ratio, but it does affect the density of the air. When calculating, the density of the air can be calculated in conjunction with the atmospheric pressure to obtain the air mass.

[0117] In the embodiment of the present application, after determining the first target air-fuel ratio, the current air-fuel ratio can be determined according to the oxygen content signal and the first target air-fuel ratio. The current air-fuel ratio can be understood as the air-fuel ratio corresponding to the oxygen content signal in the exhaust gas. In one example, the current air-fuel ratio AFR can be expressed as:

[0118]

[0119] Among them, AFR represents the current air-fuel ratio, 21 represents the volume fraction of oxygen in the air, O 2 Indicates the volume fraction of oxygen, AFR 1 Indicates the target air-fuel ratio.

[0120] In this embodiment, by determining the current air-fuel ratio according to the oxygen content signal in the first signal detected in real time, the accuracy of determining the current air-fuel ratio can be improved.

[0121] In some implementations, determining a second setting value of the parameter group according to the current air-fuel ratio includes:

[0122] Determine the target revision coefficient according to the comparison result between the current air-fuel ratio and the air-fuel ratio calibration value;

[0123] determining a second target air-fuel ratio by multiplying the target revision coefficient by the current air-fuel ratio;

[0124] A second set value of the parameter group is determined according to the second target air-fuel ratio.

[0125] Specifically, the air-fuel ratio calibration can be understood as a theoretical value of the air-fuel ratio corresponding to the fuel concentration, and the target revision coefficient can be understood as a parameter used to revise the air-fuel ratio.

[0126] In the embodiment of the present application, when the current air-fuel ratio is equal to the calibrated air-fuel ratio value, the target revision coefficient may be 1.

[0127] In the embodiment of the present application, when the current air-fuel ratio is greater than the calibrated air-fuel ratio value, it means that the current air-fuel ratio is too large, and the target revision coefficient should be less than 1.

[0128] In the embodiment of the present application, when the current air-fuel ratio is less than the calibrated air-fuel ratio value, it means that the current air-fuel ratio is too small, and the target revision coefficient should be greater than 1.

[0129] In the embodiment of the present application, the correspondence between the difference between the pre-calibrated current air-fuel ratio and the air-fuel ratio calibration value and the target revision coefficient can be obtained. In one example, the calibration can be performed according to the preset intervals, and the points between the intervals can obtain the corresponding target revision coefficients through interpolation calculation.

[0130] In the embodiment of the present application, after determining the target revision coefficient, the product of the target revision coefficient and the current air-fuel ratio is determined as the second target air-fuel ratio. The second target air-fuel ratio can be understood as the revised target air-fuel ratio. The second setting value of the parameter group is then determined based on the second target air-fuel ratio. Different air-fuel ratios correspond to different engine combustion parameters, i.e., different injection amounts, injection times, ignition angles, ignition timings and other parameter values. The second target air-fuel ratio can be determined through a pre-set corresponding relationship to determine the second setting value of the parameter group.

[0131] In this embodiment, by determining the second setting value of the parameter group according to the current air-fuel ratio and the air-fuel ratio calibration value, the parameter group can be adjusted in real time to improve the starting efficiency of the vehicle.

[0132] In some embodiments, determining a first setting value of the parameter group according to the current concentration ratio and the parameter signal includes:

[0133] Obtaining the correspondence between the preset concentration ratio of the fuel and the calibration value of the parameter group;

[0134] Determine the calibration value of the parameter group corresponding to the current concentration ratio according to the current concentration ratio and the corresponding relationship;

[0135] According to the parameter signal, the calibration value of the parameter group corresponding to the current concentration ratio is corrected to obtain the first setting value of the parameter group.

[0136] Specifically, when determining the first setting value of the parameter group according to the current concentration ratio and the parameter signal, it is necessary to first determine the correspondence between the preset concentration ratio of the fuel and the calibration value of the parameter group. In one example, the calibration value of the parameter group corresponding to each concentration ratio can be determined based on historical data, and then the correspondence between the preset concentration ratio and the calibration value of the parameter group can be derived.

[0137] In one example, taking methanol fuel in a mixed fuel as an example, the calibration values ​​of the corresponding parameter groups when the methanol fuel concentration ratio is 20%, 40%, 60%, 80% and 100% can be determined respectively. When the methanol fuel ratio in the detected fuel is 20%, the calibration value of the parameter group corresponding to the methanol fuel concentration ratio of 20% can be directly called.

[0138] In an embodiment of the present application, after determining the calibration value of the parameter group corresponding to the current concentration ratio according to the current concentration ratio and the corresponding relationship, since the parameter signal of the engine will also affect the parameters of the engine and the fuel rail injector. Therefore, it is also necessary to correct the calibration value of the parameter group corresponding to the current concentration ratio according to the parameter signal. The parameter signal may include but is not limited to an intake air volume signal, an intake air temperature signal, a speed signal, a crankshaft position signal, and a coolant temperature signal. The calibration value of the parameter group corresponding to the current concentration ratio is corrected according to the parameter signal, that is, it is determined whether the calibration value of the parameter group corresponding to the current concentration ratio meets the injection requirements of the fuel rail injector under the current intake air volume signal, intake air temperature signal, speed signal, crankshaft position signal, and coolant temperature signal. If not, the calibration value is adjusted according to the parameter signal.

[0139] In this embodiment, by determining the calibration value of the parameter group corresponding to the current concentration ratio according to the correspondence between the current concentration ratio and the calibration value of the parameter group, it can be used to correct the parameters of the engine and the fuel rail injector to improve the starting efficiency of the vehicle.

[0140] In some embodiments, determining the calibration value of the parameter group corresponding to the current concentration ratio according to the current concentration ratio and the corresponding relationship includes:

[0141] When the current concentration ratio is between the i-th preset concentration ratio and the i+1-th preset concentration ratio, the calibration values ​​of the parameter groups corresponding to the i-th preset concentration ratio and the i+1-th preset concentration ratio are interpolated to obtain the calibration value of the parameter group corresponding to the current concentration ratio, where i is a positive integer.

[0142] Specifically, when the current concentration ratio is between the i-th preset concentration ratio and the i+1-th preset concentration ratio, the calibration value of the parameter group corresponding to the current concentration ratio can be calculated by interpolation calculation. Interpolation calculation is used to estimate unknown values ​​between known data points.

[0143] In one example, according to the corresponding relationship, it is known that the calibration value of the parameter group corresponding to the methanol fuel concentration ratio of 20% is A, and the calibration value of the parameter group corresponding to the methanol fuel concentration ratio of 40% is B. When the current concentration ratio of methanol fuel is 30%, the calibration value of the parameter group corresponding to the methanol fuel concentration ratio of 30% can be determined by interpolation calculation. The calibration value y of the parameter group corresponding to the methanol fuel concentration ratio of 30% can be expressed as:

[0144]

[0145] In this embodiment, the calibration value of the parameter group corresponding to the concentration ratio between the two concentration ratios is determined by the interpolation calculation method, so that the calculation method corresponding to any fuel ratio can be determined, thereby improving the starting efficiency of the vehicle.

[0146] See also Figure 5 , is a flow chart of the correction method during engine operation provided by the embodiment of the present application. Figure 5 As shown, the correction method during engine operation may include the following steps:

[0147] Step S501: start;

[0148] Step S502: collecting and analyzing signals from oxygen sensors and the like;

[0149] Step S503: determine whether the air-fuel ratio is too large; if so, proceed to step S504; if not, proceed to step S505;

[0150] Step S504: reducing the correction coefficient;

[0151] Step S505: determine whether the air-fuel ratio is too small; if so, proceed to step S506; if not, proceed to step S507;

[0152] Step S506: increasing the correction coefficient;

[0153] Step S507: the air-fuel ratio / fuel injection amount parameter value remains unchanged;

[0154] Step S508: End.

[0155] In this specific embodiment, the specific implementation can refer to the above description and will not be repeated here.

[0156] See also Figure 6 , is a schematic diagram of the structure of a vehicle provided in an embodiment of the present application. An embodiment of the present application provides a vehicle 6000, including an engine 6100, and an engine control system 6200.

[0157] In some implementations, the present application also provides a machine-readable storage medium, on which instructions are stored, and when the instructions are executed by a processor, the processor implements the above-mentioned engine operation control method.

[0158] In some embodiments, the embodiments of the present application further provide a computer program product, including a computer program, which, when executed by a processor, implements the control method for engine operation according to the above-mentioned embodiment.

[0159] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application may adopt the form of a computer program product implemented in one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that include computer-usable program code.

[0160] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 These computer program instructions can also be stored in a computer-readable memory that can guide a computer or other programmable data processing device to work in a specific way, so that the instructions stored in the computer-readable memory produce a product including an instruction device, which implements the functions specified in the process. Figure 1 A process or multiple processes and / or boxes Figure 1 These computer program instructions can also be loaded onto a computer or other programmable data processing device, so that a series of operation steps are executed on the computer or other programmable device to produce a computer-implemented process, so that the instructions executed on the computer or other programmable device provide for implementing the process in the process. Figure 1 A process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0161] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0162] The memory may include non-permanent memory in a computer-readable medium, random access memory (RAM) and / or non-volatile memory in the form of read-only memory (ROM) or flash RAM. The memory is an example of a computer-readable medium.

[0163] Computer readable media include permanent and non-permanent, removable and non-removable media that can be implemented by any method or technology to store information. Information can be computer readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device. As defined herein, computer readable media does not include temporary computer readable media (transitory media), such as modulated data signals and carrier waves.

[0164] It should also be noted that the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, commodity or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, commodity or device. In the absence of more restrictions, the elements defined by the sentence "comprises a ..." do not exclude the existence of other identical elements in the process, method, commodity or device including the elements.

[0165] The above are only embodiments of the present application and are not intended to limit the present application. For those skilled in the art, the present application may have various changes and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included within the scope of the claims of the present application.

[0166] In addition, various embodiments of the present invention may be arbitrarily combined, and as long as they do not violate the concept of the present invention, they should also be regarded as the contents disclosed by the present invention.

Claims

1. An engine control system, characterized in that: include: a fuel tank, wherein the fuel tank can be filled with at least one fuel; A high-pressure direct injection device, the high-pressure direct injection device is used to pump out the fuel in the fuel tank at high pressure; A fuel rail injector assembly, the fuel rail injector assembly is connected to the high-pressure direct injection device and is used to inject the fuel into the engine; a flexible fuel sensor, the flexible fuel sensor being disposed between the fuel tank and the fuel rail injector assembly and being used to identify a current concentration ratio of each type of fuel in the fuel; A controller is connected to the flexible fuel sensor and is used to determine a first setting value of a parameter group according to the current concentration ratio, and control the engine and the fuel rail injector assembly to operate according to the first setting value; wherein the parameter group includes an ignition angle and an ignition energy of the engine, and an injection amount and an injection time of the fuel rail injector assembly.

2. The engine control system according to claim 1, characterized in that: The high-pressure direct injection device comprises: a low-pressure fuel pump, the low-pressure fuel pump being connected to the fuel tank and being used to pump out the fuel in the fuel tank; a high-pressure fuel pump, the high-pressure fuel pump being connected to the low-pressure fuel pump and being used to increase the pressure of the fuel; The flexible fuel sensor is disposed between the low-pressure fuel pump and the high-pressure fuel pump; or, the flexible fuel sensor is disposed between the high-pressure fuel pump and the fuel rail injector assembly.

3. A vehicle, characterized in that: The invention comprises an engine and an engine control system as claimed in any one of claims 1 to 2.

4. A method for controlling engine operation, characterized in that: Applied to the vehicle as claimed in claim 3, the control method comprises: Identify the current concentration ratio of each type of fuel in the fuel pumped out of the fuel tank; Determining a first setting value of a parameter group according to the current concentration ratio, the parameter group including an ignition angle of the engine, an ignition energy of the engine, a fuel injection amount of the fuel rail injector, and a fuel injection time of the fuel rail injector; When the engine is controlled to ignite and run, the high-pressure direct injection device is controlled to pump the fuel into the fuel rail injector assembly, and the engine and the fuel rail injector assembly are controlled to run according to the first setting value.

5. The control method according to claim 4, characterized in that: The step of determining a first setting value of a parameter group according to the current concentration ratio comprises: Acquire a parameter signal of the engine; the parameter signal of the engine includes at least one of the following: an intake air volume signal, an intake air temperature signal, a speed signal, a crankshaft position signal, and a coolant temperature signal; A first setting value of a parameter group is determined according to the current concentration ratio and the parameter signal.

6. The control method according to claim 4, characterized in that: The identifying the current concentration ratio of each type of fuel in the fuel pumped out of the fuel tank includes: Obtaining the dielectric constant and conductivity of each type of fuel; Substituting the dielectric constant into the first equation and the conductivity into the second equation to obtain a system of equations; the first equation represents the corresponding relationship between the dielectric constant and the concentration of each type of fuel, and the second equation represents the corresponding relationship between the conductivity and the concentration of each type of fuel; The equation group is solved to obtain the current concentration ratio of each type of fuel.

7. The control method according to claim 4, characterized in that: After controlling the engine to ignite and run, the control method further includes: Acquire a first signal of the vehicle; the first signal at least includes an oxygen content signal in the exhaust gas; determining a current air-fuel ratio of the engine according to the first signal; determining a second setting value of the parameter group according to the current air-fuel ratio; According to the second setting value, the fuel is pumped into the fuel rail injector by the high-pressure fuel pump, and the fuel is injected into the engine by the fuel rail injector to control the operation of the engine.

8. The control method according to claim 7, characterized in that: Determining the current air-fuel ratio of the engine according to the first signal includes: Determine the mass of the fuel according to the current concentration ratio Obtaining the air mass required for complete combustion of the fuel; Determine a ratio of the mass of the air to the mass of the fuel as a first target air-fuel ratio; the first target air-fuel ratio represents the air-fuel ratio required for complete combustion of the fuel; The current air-fuel ratio is determined according to the oxygen content signal and the first target air-fuel ratio.

9. The control method according to claim 7, characterized in that: The determining the second setting value of the parameter group according to the current air-fuel ratio comprises: Determining a target revision coefficient according to a comparison result between the current air-fuel ratio and a calibrated air-fuel ratio value; determining a product of the target revision coefficient and the current air-fuel ratio as a second target air-fuel ratio; A second set value of the parameter group is determined according to the second target air-fuel ratio.

10. The control method according to claim 4, characterized in that: The determining a first setting value of a parameter group according to the current concentration ratio and the parameter signal comprises: Obtaining a correspondence between a preset concentration ratio of the fuel and a calibration value of the parameter group; Determining, according to the current concentration ratio and the corresponding relationship, a calibration value of the parameter group corresponding to the current concentration ratio; According to the parameter signal, the calibration value of the parameter group corresponding to the current concentration ratio is corrected to obtain a first setting value of the parameter group.

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