Initial angle and pulse width control method and system for double oil sprayers in cylinder

Abstract

The invention provides a starting angle and pulse width control method and system for double fuel injectors in a cylinder, and the method comprises the steps: collecting upper and lower edge jump signals of gear teeth of a cam shaft of an engine in real time through an engine controller; according to the time interval between the upper edge jump signal and the lower edge jump signal, the jump signal sequence and the corresponding installation positions of the engine camshaft and the crankshaft, the current engine crankshaft rotation angle is determined; the current engine crankshaft rotation angle serves as an initial reference point, and the engine crankshaft rotation angle at each moment after the initial reference point is calculated based on the generator rotor angle at each moment after the initial reference point and the transmission ratio of the generator rotor to the engine crankshaft; and the fuel injection control unit controls the fuel injection starting angle and the pulse width of the double fuel injectors in the cylinder according to the engine crank angle at each moment after the initial reference point. According to the control system, the engine crankshaft rotation angle is calculated through the motor rotary transformer sensor, the angle control precision can be improved by dozens of times, and the combustion stability degree is improved.

Description

Technical Field

[0001] The present application relates to the field of fuel injection technology, and in particular to a method and system for controlling the starting angle and pulse width of a dual-in-cylinder fuel injector. Background Art

[0002] Improving fuel economy and reducing emissions have always been key research areas in modern automotive engine technology. Lean burn, as an effective technology, significantly improves engine thermal efficiency by reducing fuel consumption and optimizing the combustion process. However, lean burn also presents challenges, particularly regarding combustion stability. Traditional single-injector systems are prone to combustion instability under lean burn conditions, which not only affects engine performance but can also lead to increased emissions.

[0003] To address the combustion stability issues associated with lean burn, dual-injector technology was developed. By placing two injectors within the cylinder, stratified combustion is achieved, further increasing the lean burn limit and stabilizing combustion. Stratified combustion involves forming a mixture with varying fuel concentrations within the cylinder. By precisely controlling the fuel distribution, the combustion process is optimized, resulting in improved combustion efficiency and reduced emissions.

[0004] While dual-injector technology offers significant theoretical advantages, practical applications place higher demands on precise control of the injection start angle and injection pulse width. Traditional methods for measuring engine crankshaft angles have low accuracy and cannot meet the requirements for high-precision control. For example, conventional crankshaft position sensors typically provide only low-resolution angle information. This can lead to deviations in injection timing under high-speed and high-load conditions, impacting combustion efficiency and engine performance. Some research has attempted to improve measurement accuracy by increasing the number of sensors or employing higher-precision sensors. However, these approaches often increase system complexity and cost. Others have attempted to compensate for measurement errors through software algorithms, but these methods undoubtedly increase cost and operational complexity. Summary of the Invention

[0005] In response to the above technical problems, the present invention provides a method and system for controlling the starting angle and pulse width of dual in-cylinder fuel injectors. The method designs a method for replacing the less accurate engine crankshaft angle with motor resolver angle calculation to achieve precise control of the dual injector injection starting angle and pulse width. By collecting the upper and lower edge jump count signals of the engine camshaft teeth, the relationship between the engine count signal interval and the tooth size is determined, and the reference points of the engine and generator crankshafts are found. The engine crankshaft angle number physically corresponding to the reference point is sent to the generator, and from this point on, the motor resolver is used to perform subsequent crankshaft angle counting. The injection starting angle and pulse width are precisely controlled by the crankshaft angle calculated by the motor resolver.

[0006] The technical solution provided by the present invention is as follows: a starting angle and pulse width control system for a dual-injector in a cylinder, comprising the following steps: The engine controller collects the up and down edge jump signals of the engine camshaft gear teeth in real time; The engine controller determines the current engine crankshaft angle based on the time interval between the rising edge jump signal and the falling edge jump signal, the jump signal sequence, and the relative positions of the engine camshaft and crankshaft installation; The motor resolver sensor uses the current engine crankshaft angle as an initial reference point and calculates the engine crankshaft angle at each moment after the initial reference point based on the generator rotor angle at each moment after the initial reference point and the transmission ratio between the generator rotor and the engine crankshaft; The injection control unit controls the injection starting angle and injection pulse width of the dual injectors in the cylinder according to the engine crankshaft angle at each moment after the initial reference point.

[0007] Preferably, the system also includes a compensation correction module for storing the collected upper and lower edge jump signals of the engine camshaft teeth into a database, and regularly detecting whether the deviation between the current upper and lower edge jump signal time interval and the historical upper and lower edge jump signal time interval in the database exceeds a threshold range. If exceeded, a compensation coefficient is introduced, and the compensation coefficient = the current upper and lower edge jump signal time interval / the historical upper and lower edge jump signal time interval. The current engine crankshaft angle is multiplied by the compensation coefficient for correction.

[0008] By introducing the compensation coefficient, the measurement deviation caused by factors such as sensor aging and mechanical wear can be effectively corrected, thereby improving the measurement accuracy of the crankshaft angle.

[0009] Preferably, the camshaft teeth include large teeth and small teeth, and one rotation of the camshaft triggers 2 (X+Y) up and down edge jump signals, where X is the number of large teeth and Y is the number of small teeth.

[0010] Preferably, the engine controller determines the current engine crankshaft angle according to the time interval between the rising edge jump signal and the falling edge jump signal, the jump signal sequence, and the corresponding installation positions of the engine camshaft and crankshaft, specifically including: The engine controller stores an engine crankshaft angle lookup table, which stores the corresponding relationship between the corresponding installation positions of the engine camshaft and crankshaft and the engine type, as well as the corresponding relationship between the time interval between the rising edge jump signal and the falling edge jump signal, the jump signal sequence and the engine crankshaft angle for each engine; The engine controller determines the engine type by the corresponding installation positions of the engine camshaft and crankshaft, and uses the collected time interval between the rising edge jump signal and the falling edge jump signal, and the jump signal sequence, to determine the engine crankshaft angle in the engine crankshaft angle lookup table through the corresponding relationship between the time interval between the rising edge jump signal and the falling edge jump signal in the corresponding type of engine, the jump signal sequence and the engine crankshaft angle.

[0011] By precisely measuring the rising and falling edge transitions of the camshaft teeth and integrating them with the preset relationship between time intervals and crankshaft angle, high-precision crankshaft angle measurement is achieved. Real-time crankshaft angle measurement and feedback ensure that critical operations such as fuel injection and ignition are controlled based on precise angle information. This system can adapt to different engine models and operating conditions by adjusting the relationship between preset time intervals and crankshaft angles, achieving wide applicability.

[0012] Preferably, the motor resolver sensor uses the current engine crankshaft angle as an initial reference point, and calculates the engine crankshaft angle at each moment after the initial reference point based on the generator rotor angle at each moment after the initial reference point and the transmission ratio between the generator rotor and the engine crankshaft, as follows: in, θcrank ( t ) is the engine crankshaft angle at time t, θcrank _0 is the initial reference point engine crankshaft angle, θrotor ( t ) is the generator rotor angle at time t, θrotor _0 is the initial reference point rotor angle, K is the transmission ratio between the generator rotor and the engine crankshaft ， Because the motor rotor and engine crankshaft are rigidly connected, in hybrid systems, they are typically linked at a fixed speed ratio via a gear set or belt. Therefore, the K value can be predetermined. Alternatively, the K value can be derived through linear simulation by collecting historical data on the engine crankshaft's real-time rotation angle and the generator rotor's angle at the same moment.

[0013] The high-precision angle measurement capability of the motor resolver sensor ensures accurate calculation of the engine crankshaft angle. Real-time measurement and calculation enable rapid response to changes in engine operating conditions, ensuring precise control. The high reliability and anti-interference capabilities of the motor resolver sensor ensure stable system operation.

[0014] Preferably, the fuel injection control unit controls the fuel injection starting angle and fuel injection pulse width of the dual fuel injectors in the cylinder according to the engine crankshaft angle at each moment after the initial reference point, specifically including: The two injectors are preset with different injection starting angles and injection pulse widths. When the engine crankshaft angle at a certain moment after the initial reference point reaches the preset starting angle, the corresponding injector is triggered to spray fuel, and the injection is terminated when the preset injection pulse width is reached.

[0015] Preferably, the fuel injection control unit controls the fuel injection start angle and fuel injection pulse width of the dual fuel injectors in the cylinder, and further includes: switching the two fuel injectors to a simultaneous fuel injection mode and a staggered fuel injection mode according to the current real-time engine speed and load of the fuel injection control unit; When the engine speed is higher than 3000r and the load is higher than 80%, the simultaneous injection mode is triggered, controlling the dual injectors to start spraying at the same engine crankshaft angle.

[0016] In this mode, the two injectors are controlled synchronously and start injecting fuel at the same engine crankshaft angle. This mode ensures that fuel can be injected into the cylinder quickly and evenly under high load conditions, thereby achieving rapid combustion and improving engine power output and response speed. At the same time, precise injection angle control can optimize fuel atomization, reduce incomplete combustion of fuel, and reduce emissions. When the engine speed is lower than 3000r or the load is lower than 80%, the staggered injection mode is triggered to control the dual injectors to stagger the injection time.

[0017] In this mode, the injection timing of the two injectors is staggered to prevent excessive fuel accumulation in the cylinder. This mode optimizes fuel distribution, improves combustion efficiency, and reduces fuel consumption and emissions. By precisely controlling the injection timing interval, the fuel is fully atomized and mixed in the cylinder, achieving more efficient combustion.

[0018] The present invention also provides a method for controlling the starting angle and pulse width of a dual-injector in a cylinder, comprising the following steps: Real-time acquisition of the up and down edge transition signals of the engine camshaft gear teeth; Determine the current engine crankshaft angle based on the time interval between the rising edge jump signal and the falling edge jump signal, the jump signal sequence, and the corresponding installation positions of the engine camshaft and crankshaft; Taking the current engine crankshaft angle as an initial reference point, and calculating the engine crankshaft angle at each moment after the initial reference point based on the generator rotor angle at each moment after the initial reference point and the transmission ratio between the generator rotor and the engine crankshaft; According to the engine crankshaft angle at each moment after the initial reference point, the injection starting angle and injection pulse width of the dual injectors in the cylinder are controlled.

[0019] Preferably, the method also includes: storing the collected upper and lower edge jump signals of the engine camshaft teeth into a database, regularly checking whether the deviation between the current upper and lower edge jump signal time interval and the historical upper and lower edge jump signal time interval in the database exceeds a threshold range, and if exceeded, introducing a compensation coefficient, the compensation coefficient = the current upper and lower edge jump signal time interval / the historical upper and lower edge jump signal time interval, and multiplying the current engine crankshaft angle by the compensation coefficient for correction.

[0020] Preferably, the camshaft teeth include large teeth and small teeth, and one rotation of the camshaft triggers 2 (X+Y) up and down edge jump signals, where X is the number of large teeth and Y is the number of small teeth.

[0021] Preferably, the engine controller determines the current engine crankshaft angle according to the time interval between the rising edge jump signal and the falling edge jump signal, the jump signal sequence, and the corresponding installation positions of the engine camshaft and crankshaft, specifically including: The engine controller stores an engine crankshaft angle lookup table, which stores the corresponding relationship between the corresponding installation positions of the engine camshaft and crankshaft and the engine type, as well as the corresponding relationship between the time interval between the rising edge jump signal and the falling edge jump signal, the jump signal sequence and the engine crankshaft angle for each engine; The engine controller determines the engine type by the corresponding installation positions of the engine camshaft and crankshaft, and uses the collected time interval between the rising edge jump signal and the falling edge jump signal, and the jump signal sequence, to determine the engine crankshaft angle in the engine crankshaft angle lookup table through the corresponding relationship between the time interval between the rising edge jump signal and the falling edge jump signal in the corresponding type of engine, the jump signal sequence and the engine crankshaft angle.

[0022] Preferably, the sensor uses the current engine crankshaft angle as an initial reference point, and calculates the engine crankshaft angle at each moment after the initial reference point based on the generator rotor angle at each moment after the initial reference point and the transmission ratio between the generator rotor and the engine crankshaft, as follows: in, θcrank ( t ) is the engine crankshaft angle at time t, θcrank _0 is the initial reference point engine crankshaft angle, θrotor ( t ) is the generator rotor angle at time t, θrotor _0 is the initial reference point rotor angle, K is the transmission ratio between the generator rotor and the engine crankshaft ，Due to the rigid connection between the motor rotor and the engine crankshaft, in a hybrid system, the two are usually linked at a fixed speed ratio through a gear set or belt. Therefore, the K value can be predetermined.

[0023] Preferably, controlling the injection start angle and injection pulse width of the dual-injector in the cylinder according to the engine crankshaft angle at each moment after the initial reference point includes: The two injectors are each preset with a different injection start angle and injection pulse width. When the engine crankshaft angle at a certain moment after the initial reference point reaches the preset starting angle, the corresponding injector is triggered to spray fuel, and the injection is terminated when the preset injection pulse width is reached. Further preferably, according to the current real-time engine speed and load, the two injectors are switched between a simultaneous injection mode and a staggered injection mode; When the engine speed is higher than 3000r and the load is higher than 80%, the simultaneous injection mode is triggered, controlling the dual injectors to start spraying at the same engine crankshaft angle.

[0024] When the engine speed is lower than 3000r or the load is lower than 80%, the staggered injection mode is triggered to control the dual injectors to stagger the injection time.

[0025] The present invention also provides a computer storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of controlling the starting angle and pulse width of the dual-in-cylinder injectors as described above are implemented.

[0026] The present invention also provides an electronic device, comprising a memory and a processor: the memory is used to store computer-executable instructions, and the processor is used to execute the computer-executable instructions. When the computer-executable instructions are executed by the processor, the steps of controlling the starting angle and pulse width of the dual-in-cylinder injectors as described above are implemented.

[0027] The beneficial effects of the present invention are as follows: the present invention determines the alignment reference point of the engine and generator crankshafts by collecting the upper and lower edge jump technical signals of the engine camshaft teeth, transmits the crankshaft angle signal corresponding to the reference point to the generator resolver sensor, and uses the generator resolver sensor to measure the engine crankshaft angle in real time, thereby controlling the injection start angle and pulse width of the dual direct injection injectors. The high-precision angle measurement of the motor resolver sensor accurately measures the angular position of the engine crankshaft, thereby improving the overall accuracy of the system. Compared with the traditional engine sensor to control the injection start angle and pulse width of the dual direct injection injectors, the accuracy can be improved by more than 10 times. On the other hand, the motor resolver sensor has high reliability and anti-interference ability, and can work stably in harsh environments such as high temperature and high humidity, thereby improving the overall reliability of the system.

[0028] The dual-injector system flexibly adjusts injection modes (such as simultaneous and staggered injection) based on the engine's real-time operating conditions, achieving more even fuel distribution and more efficient combustion. Under high-load conditions, simultaneous injection can quickly boost engine power output; under low-load conditions, staggered injection can reduce fuel consumption. By increasing the number of injections and optimizing the injection angle, fuel atomization is significantly improved, thereby enhancing combustion efficiency. Precise injection control ensures fuel enters the cylinder at the optimal moment and forms an ideal atomization state in the optimal location, reducing incomplete combustion.

[0029] In addition, regular detection and correction mechanisms can detect and resolve potential problems in a timely manner, enhancing system reliability.

[0030] In summary, the present invention achieves high-precision fuel injection control without significantly increasing system complexity and cost, and can be used in various engine types, including traditional fuel engines, hybrid engines and industrial engines, with high cost-effectiveness. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the technical solutions of the embodiments disclosed in the present invention, the drawings of the embodiments will be briefly introduced below. These drawings are only used for illustrative purposes and are not intended to limit the scope of protection of the present invention.

[0032] Figure 1 This is a module diagram of a starting angle and pulse width control system for a dual-injector in a cylinder provided by Example 1 of the present invention; Figure 2 This is a flow chart of a method for controlling the starting angle and pulse width of a dual-injector in a cylinder provided in Example 2 of the present invention. DETAILED DESCRIPTION

[0033] The following further describes the technical solutions (including preferred technical solutions) of the present invention through accompanying drawings and by enumerating some optional embodiments of the present invention. It should be understood that the embodiments described are merely some, and not all, of the present invention. All other embodiments derived by persons of ordinary skill in the art based on the embodiments of the present invention without inventive effort are intended to fall within the scope of protection of the present invention.

[0034] Example 1 like Figure 1 As shown, this embodiment provides a starting angle and pulse width control system for dual-injectors in a cylinder, including: The engine controller collects the up and down edge jump signals of the engine camshaft teeth in real time. The camshaft teeth include large teeth and small teeth. Each rotation of the camshaft triggers 2 (X + Y) up and down edge jump signals, where X is the number of large teeth and Y is the number of small teeth.

[0035] The engine controller determines the current engine crankshaft angle based on the time interval between the rising and falling edge jump signals, the jump signal sequence, and the relative positions of the engine camshaft and crankshaft installations, specifically including: The engine controller stores an engine crankshaft angle lookup table, which stores the corresponding relationship between the corresponding installation positions of the engine camshaft and crankshaft and the engine type, as well as the corresponding relationship between the time interval between the rising edge jump signal and the falling edge jump signal, the jump signal sequence and the engine crankshaft angle for each engine; The engine controller determines the engine type by the corresponding installation positions of the engine camshaft and crankshaft, and uses the collected time interval between the rising edge jump signal and the falling edge jump signal, and the jump signal sequence, to determine the engine crankshaft angle in the engine crankshaft angle lookup table through the corresponding relationship between the time interval between the rising edge jump signal and the falling edge jump signal in the corresponding type of engine, the jump signal sequence and the engine crankshaft angle.

[0036] The motor resolver sensor uses the current engine crankshaft angle as the initial reference point, and calculates the engine crankshaft angle at each moment after the initial reference point based on the generator rotor angle and the transmission ratio between the generator rotor and the engine crankshaft, as shown below: in, θcrank ( t ) is the engine crankshaft angle at time t, θcrank _0 is the initial reference point engine crankshaft angle, θrotor ( t ) is the generator rotor angle at time t, θrotor _0 is the initial reference point generator rotor angle, K is the transmission ratio between the generator rotor and the engine crankshaft. Due to the rigid connection between the motor rotor and the engine crankshaft, in hybrid systems, the two are typically linked at a fixed speed ratio via a gear set or belt. Therefore, the K value can be predetermined.

[0037] The fuel injection control unit controls the injection start angle and injection pulse width of the dual fuel injectors in the cylinder according to the engine crankshaft angle at each moment after the initial reference point, specifically including: The two injectors are preset with different injection starting angles and injection pulse widths. When the engine crankshaft angle at a certain moment after the initial reference point reaches the preset starting angle, the corresponding injector is triggered to spray fuel, and the injection is terminated when the preset injection pulse width is reached.

[0038] The fuel injection control unit switches the two injectors between simultaneous injection mode and staggered injection mode according to the current real-time engine speed and load; When the engine speed is higher than 3000r and the load is higher than 80%, the simultaneous injection mode is triggered; When the engine speed is lower than 3000r or the load is lower than 80%, the staggered injection mode is triggered.

[0039] The compensation correction module is used to store the collected up and down edge jump signals of the engine camshaft teeth into the database, and regularly detect whether the deviation between the current up and down edge jump signal time interval and the historical up and down edge jump signal time interval in the database exceeds the threshold range. If it exceeds, a compensation coefficient is introduced, and the compensation coefficient = the current up and down edge jump signal time interval / the historical up and down edge jump signal time interval. The current engine crankshaft angle is multiplied by the compensation coefficient for correction.

[0040] Example 2 like Figure 2 As shown, this embodiment provides a method for controlling the starting angle and pulse width of a dual-injector in a cylinder to achieve precise intelligent control of the dual-injector in a cylinder, specifically comprising the following steps: S1. After the engine is started, the up and down edge transition signals of the engine camshaft teeth are collected in real time. The camshaft teeth include large teeth and small teeth. One rotation of the camshaft, or two rotations of the crankshaft, triggers two (X + Y) up and down edge transition signals, where X is the number of large teeth and Y is the number of small teeth. The up and down edge transition signals of each tooth correspond to a specific crankshaft angle position. For example, the rising edge of the first tooth corresponds to a crankshaft angle of A°, and the falling edge corresponds to a crankshaft angle of B°.

[0041] S2. Determine the current engine crankshaft angle based on the time interval between the rising edge jump signal and the falling edge jump signal, the jump signal sequence, and the corresponding installation positions of the engine camshaft and crankshaft, as follows: The engine controller stores an engine crankshaft angle lookup table, which stores the corresponding relationship between the corresponding installation positions of the engine camshaft and crankshaft and the engine type, as well as the corresponding relationship between the time interval between the rising edge jump signal and the falling edge jump signal, the jump signal sequence and the engine crankshaft angle for each engine; The engine controller determines the engine type by the corresponding installation positions of the engine camshaft and crankshaft, and uses the collected time interval between the rising edge jump signal and the falling edge jump signal, and the jump signal sequence, to determine the engine crankshaft angle in the engine crankshaft angle lookup table through the corresponding relationship between the time interval between the rising edge jump signal and the falling edge jump signal in the corresponding type of engine, the jump signal sequence and the engine crankshaft angle.

[0042] S3. Taking the current engine crankshaft angle as the initial reference point, based on the generator rotor angle at each moment after the initial reference point and the transmission ratio between the generator rotor and the engine crankshaft, calculate the engine crankshaft angle at each moment after the initial reference point, as shown below: in, θcrank ( t ) is the engine crankshaft angle at time t, θcrank _0 is the initial reference point engine crankshaft angle, θrotor ( t ) is the generator rotor angle at time t, θrotor _0 is the initial reference point generator rotor angle, K is the transmission ratio between the generator rotor and the engine crankshaft. Due to the rigid connection between the motor rotor and the engine crankshaft, in hybrid systems, the two are typically linked at a fixed speed ratio via a gear set or belt. Therefore, the K value can be predetermined.

[0043] S4. Based on the engine crankshaft angle at each moment after the initial reference point, control the injection start angle and injection pulse width of the dual fuel injectors in the cylinder, as follows: The two injectors are preset with different injection starting angles and injection pulse widths. When the engine crankshaft angle at a certain moment after the initial reference point reaches the preset starting angle, the corresponding injector is triggered to spray fuel, and the injection is terminated when the preset injection pulse width is reached.

[0044] Controlling the injection start angle and injection pulse width of the dual fuel injectors in the cylinder, including: switching the two injectors to simultaneous injection mode and staggered injection mode according to the current real-time engine speed and load; When the engine speed is above 3000 rpm and the load is above 80%, the simultaneous injection mode is triggered, controlling the dual injectors to start spraying at the same engine crankshaft angle. For example, if the current engine speed is 3500 rpm and the load is 85%, both injectors will start spraying at the same crankshaft angle of 15°.

[0045] When the engine speed falls below 3000 rpm and the load falls below 80%, staggered injection mode is triggered, staggering the injection timings of the two injectors. For example, if the engine speed is 2500 rpm and the load is 70%, injector 1 will start injecting at a crankshaft angle of 15°, and injector 2 will start injecting at a crankshaft angle of 30°.

[0046] S5. The collected up and down edge jump signals of the engine camshaft gear teeth are stored in a database. The time interval of the current up and down edge jump signals and the time interval of the historical up and down edge jump signals in the database are regularly checked to see if the deviation exceeds a threshold range. If so, a compensation coefficient is introduced. The compensation coefficient = the current up and down edge jump signal time interval / the historical up and down edge jump signal time interval. The current engine crankshaft angle is multiplied by the compensation coefficient for correction.

[0047] Example 3 The present invention also provides a computer storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of controlling the starting angle and pulse width of the dual-injector in the cylinder as described in Example 2 are implemented.

[0048] Example 4 The present invention also provides an electronic device, comprising a memory and a processor: the memory is used to store computer-executable instructions, and the processor is used to execute the computer-executable instructions. When the computer-executable instructions are executed by the processor, the steps of controlling the starting angle and pulse width of the dual-injector in the cylinder as described in Example 2 are implemented.

[0049] Those skilled in the art will appreciate that embodiments of the present invention may be provided as methods, systems, or computer program products. Thus, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROMs, optical storage, etc.) containing computer-usable program code.

[0050] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowcharts and / or block diagrams, as well as combinations of processes and / or blocks in the flowcharts and / or block diagrams, 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 produce 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 flowcharts and / or block diagrams. Figure 1 a process or multiple processes and / or boxes Figure 1A device that provides the functions specified in a block or multiple blocks.

[0051] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0052] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing 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.

Claims

1. A starting angle and pulse width control system for a dual-injector in a cylinder, characterized in that: include: The engine controller collects the up and down edge jump signals of the engine camshaft gear teeth in real time; The engine controller determines the current engine crankshaft angle based on the time interval between the rising edge jump signal and the falling edge jump signal, the jump signal sequence, and the relative positions of the engine camshaft and crankshaft installation; The motor resolver sensor uses the current engine crankshaft angle as an initial reference point and calculates the engine crankshaft angle at each moment after the initial reference point based on the generator rotor angle at each moment after the initial reference point and the transmission ratio between the generator rotor and the engine crankshaft; The injection control unit controls the injection starting angle and injection pulse width of the dual injectors in the cylinder according to the engine crankshaft angle at each moment after the initial reference point.

2. The starting angle and pulse width control system of the dual-injector in-cylinder according to claim 1, characterized in that: The system also includes a compensation correction module for storing the collected up and down edge jump signals of the engine camshaft teeth into a database, and regularly detecting whether the deviation between the current up and down edge jump signal time interval and the historical up and down edge jump signal time interval in the database exceeds a threshold range. If exceeded, a compensation coefficient is introduced, and the compensation coefficient = the current up and down edge jump signal time interval / the historical up and down edge jump signal time interval. The current engine crankshaft angle is multiplied by the compensation coefficient for correction.

3. The starting angle and pulse width control system of the dual-injector in-cylinder according to claim 1, characterized in that: The camshaft teeth include large teeth and small teeth. One rotation of the camshaft triggers 2 (X+Y) up and down edge jump signals, where X is the number of large teeth and Y is the number of small teeth.

4. The starting angle and pulse width control system of the dual-injector in-cylinder according to claim 3, characterized in that: The engine controller determines the current engine crankshaft angle according to the time interval between the rising edge jump signal and the falling edge jump signal, the jump signal sequence, and the corresponding installation positions of the engine camshaft and crankshaft, specifically including: The engine controller stores an engine crankshaft angle lookup table, which stores the corresponding relationship between the corresponding installation positions of the engine camshaft and crankshaft and the engine type, as well as the corresponding relationship between the time interval between the rising edge jump signal and the falling edge jump signal, the jump signal sequence and the engine crankshaft angle for each engine; The engine controller determines the engine type by the corresponding installation positions of the engine camshaft and crankshaft, and uses the collected time interval between the rising edge jump signal and the falling edge jump signal, and the jump signal sequence, to determine the engine crankshaft angle in the engine crankshaft angle lookup table through the corresponding relationship between the time interval between the rising edge jump signal and the falling edge jump signal in the corresponding type of engine, the jump signal sequence and the engine crankshaft angle.

5. The starting angle and pulse width control system of the dual-injector in-cylinder according to claim 3, characterized in that: The motor resolver sensor uses the current engine crankshaft angle as an initial reference point and calculates the engine crankshaft angle at each moment after the initial reference point based on the generator rotor angle and the transmission ratio between the generator rotor and the engine crankshaft at each moment after the initial reference point, as follows: in, θcrank ( t ) is the engine crankshaft angle at time t, θcrank _0 is the initial reference point engine crankshaft angle, θ rotor ( t ) is the generator rotor angle at time t, θrotor _0 is the initial reference point generator rotor angle, K is the transmission ratio between the generator rotor and the engine crankshaft.

6. The starting angle and pulse width control system of the dual-injector in-cylinder according to claim 1, characterized in that: The fuel injection control unit controls the fuel injection start angle and fuel injection pulse width of the dual fuel injectors in the cylinder according to the engine crankshaft angle at each moment after the initial reference point, specifically including: The two injectors are preset with different injection starting angles and injection pulse widths. When the engine crankshaft angle at a certain moment after the initial reference point reaches the preset starting angle, the corresponding injector is triggered to spray fuel, and the injection is terminated when the preset injection pulse width is reached.

7. The starting angle and pulse width control system of the dual-injector in-cylinder according to claim 6, characterized in that: The fuel injection control unit controls the fuel injection starting angle and fuel injection pulse width of the dual fuel injectors in the cylinder, and further includes: the fuel injection control unit switches the two fuel injectors to a simultaneous fuel injection mode and a staggered fuel injection mode according to the current real-time engine speed and load; When the engine speed is higher than 3000r and the load is higher than 80%, the simultaneous injection mode is triggered; When the engine speed is lower than 3000r or the load is lower than 80%, the staggered injection mode is triggered.

8. A method for controlling the starting angle and pulse width of a dual-injector in a cylinder, characterized in that: The following steps are involved: Real-time acquisition of the up and down edge transition signals of the engine camshaft gear teeth; Determine the current engine crankshaft angle based on the time interval between the rising edge jump signal and the falling edge jump signal, the jump signal sequence, and the corresponding installation positions of the engine camshaft and crankshaft; Taking the current engine crankshaft angle as an initial reference point, and calculating the engine crankshaft angle at each moment after the initial reference point based on the generator rotor angle at each moment after the initial reference point and the transmission ratio between the generator rotor and the engine crankshaft; According to the engine crankshaft angle at each moment after the initial reference point, the injection starting angle and injection pulse width of the dual injectors in the cylinder are controlled.

9. A computer storage medium, wherein the computer readable storage medium stores a computer program, wherein when the computer program is executed by a processor, the steps of controlling the starting angle and pulse width of the dual-in-cylinder fuel injector according to claim 8 are implemented.

10. An electronic device comprising a memory and a processor: the memory is used to store computer-executable instructions, and the processor is used to execute the computer-executable instructions, wherein the computer-executable instructions, when executed by the processor, implement the steps of controlling the starting angle and pulse width of the dual-in-cylinder injector as described in claim 8.

Images