Engine start control method and system with load start
By adaptively adjusting the engine's cyclic fuel injection quantity and utilizing the control strategy of initial correction coefficient and correction coefficient, the problems of operational difficulty and high cost of starting the engine under load were solved, and the successful starting of a single device was achieved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- WEICHAI POWER CO LTD
- Filing Date
- 2026-02-24
- Publication Date
- 2026-05-29
AI Technical Summary
In existing technologies, starting an engine under load requires an additional power unit, which is difficult to operate and costly, and cannot achieve starting under load with a single starting device.
The engine's load start-up requirements are identified by preset control logic, and the cyclic fuel injection quantity is adaptively adjusted to achieve engine load start-up. An initial correction coefficient and a correction coefficient cyclic fuel injection quantity control strategy are adopted until the engine reaches the target speed.
It achieves torque control for engine starting under load, reducing operational complexity and cost, and improving starting control performance.
Smart Images
Figure CN122106771A_ABST
Abstract
Description
Technical Field
[0001] This invention belongs to the field of engine starting control technology, and particularly relates to a starting control method and system for engines starting under load. Background Technology
[0002] Generally, non-road diesel engines start without load or with very little load. However, in industries such as screw air compressors and integrated drilling rigs, starting the engine under load poses a risk of starting difficulties.
[0003] A method for remotely starting an engine under load exists in the prior art. Upon receiving a load start command, it determines whether the torque output by a first power unit meets a first target torque. If the torque output by the first power unit meets the first target torque, a start command is sent to a second power unit to control the second power unit to perform load start. The first power unit further includes a motor controller and an assist motor, and the motor controller communicates with the assist motor. The method further includes sending a torque mode command to the motor controller to control the output torque of the assist motor. The second power unit includes an engine controller, an engine, a starter, and a low-voltage battery. Sending a start command to the second power unit and controlling it to start under load includes: sending a start command to the engine controller to connect the starter to the engine; driving the starter to rotate via the low-voltage battery to rotate the engine; determining whether the engine speed is greater than the starting speed; and if the engine speed is greater than the starting speed, determining that the engine has successfully started under load.
[0004] Although the above method can achieve engine starting under load, the overall starting process requires the cooperation of an additional first power unit and a second power unit. It requires the use of other devices to complete the starting under load, and cannot achieve starting under load with a single starting device. Furthermore, the overall operation is more difficult and costly. Summary of the Invention
[0005] To overcome the shortcomings of the prior art, the present invention provides a method and system for controlling engine start-up under load. By using preset control logic to identify the engine's start-up requirements under load and controlling the engine's cyclic fuel injection quantity, the method achieves adaptive adjustment of the engine's fuel injection quantity, thereby successfully realizing start-up under load and solving the problem of high torque requirements for start-up under load.
[0006] To achieve the above objectives, one or more embodiments of the present invention provide the following technical solutions: The first aspect of the present invention provides a method for starting a loaded engine.
[0007] A method for controlling the starting of an engine under load includes the following steps: Pre-set the load rate threshold and reference cycle fuel injection quantity when the engine starts; Upon receiving an engine start signal, the system checks whether the current load rate of the engine is greater than the load rate threshold. If so, it determines that the engine is starting under load. When the engine is determined to be starting under load, the initial cycle fuel injection quantity of the engine is calculated based on the reference cycle fuel injection quantity and in combination with the set initial correction coefficient. The engine speed is detected when the engine injects fuel according to the initial cycle injection quantity. If the engine speed can reach the target speed, the fuel is injected according to the initial cycle injection quantity; otherwise, the initial correction coefficient is increased to obtain the correction coefficient for the next time step, and the cycle injection quantity for the next time step is recalculated until the engine reaches the target speed and the load start is completed.
[0008] A second aspect of the present invention provides a starting control system for a load-bearing starting engine.
[0009] A load-start engine starting control system, including: The reference value setting module is configured to: preset the load rate threshold value and the reference cycle fuel injection quantity when the engine starts; The load detection module is configured to: upon receiving an engine start signal, detect whether the current load rate of the engine is greater than the load rate threshold; if so, determine that the engine is starting under load. The initial correction module is configured to: when the engine is determined to be starting under load, calculate the initial cycle fuel injection quantity of the engine based on the reference cycle fuel injection quantity and in combination with the set initial correction coefficient; The cycle correction module is configured to: detect the engine speed when the engine injects fuel according to the initial cycle injection quantity; if the engine speed can reach the target speed, then inject fuel according to the initial cycle injection quantity; otherwise, increase the initial correction coefficient to obtain the correction coefficient for the next time step, and recalculate the cycle injection quantity for the next time step until the engine reaches the target speed and completes the load start-up.
[0010] A third aspect of the present invention provides a computer-readable storage medium having a program stored thereon, which, when executed by a processor, implements the steps of the load-bearing engine starting control method described in the first aspect of the present invention.
[0011] A fourth aspect of the present invention provides an electronic device including a memory, a processor, and a program stored in the memory and executable on the processor, wherein the processor executes the program to implement the steps in the load-bearing engine starting control method as described in the first aspect of the present invention.
[0012] The above one or more technical solutions have the following beneficial effects: This invention provides a method and system for starting an engine under load. It only requires effective control of the cyclic fuel injection quantity to achieve torque control during engine start-up under load, thereby achieving successful start-up under load. It does not require complex control logic or additional power devices, has low cost, and good start-up control effect.
[0013] Advantages of additional aspects of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description
[0014] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.
[0015] Figure 1 This is a flowchart of the method in Example 1.
[0016] Figure 2 This is a schematic diagram illustrating a specific application of Example 1. Detailed Implementation
[0017] It should be noted that the following detailed descriptions are exemplary and intended to provide further illustration of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.
[0018] It should be noted that the terminology used herein is for the purpose of describing particular implementations only and is not intended to limit the exemplary implementations of the present invention.
[0019] Where there is no conflict, the embodiments and features in the embodiments of the present invention can be combined with each other.
[0020] Example 1 For the load-bearing starting of engines in industries such as screw air compressors and integrated drilling rigs, this embodiment provides a starting torque control strategy. By collecting data from the electronic control unit, the starting load rate is identified and judged in real time, and the engine's cyclic fuel injection quantity is corrected to enable the engine to reach the target speed and achieve load-bearing starting.
[0021] like Figure 1 As shown, the engine starting control method under load includes the following steps: Pre-set the load rate threshold and reference cycle fuel injection quantity when the engine starts; Upon receiving an engine start signal, the system checks whether the current load rate of the engine is greater than the load rate threshold. If so, it determines that the engine is starting under load. When the engine is determined to be starting under load, the initial cycle fuel injection quantity of the engine is calculated based on the reference cycle fuel injection quantity and in combination with the set initial correction coefficient. The engine speed is detected when the engine injects fuel according to the initial cycle injection quantity. If the engine speed can reach the target speed, the fuel is injected according to the initial cycle injection quantity; otherwise, the initial correction coefficient is increased to obtain the correction coefficient for the next time step, and the cycle injection quantity for the next time step is recalculated until the engine reaches the target speed and the load start is completed.
[0022] The correction of the cyclic fuel injection quantity in this embodiment is actually achieved by controlling the starting torque of the engine through controlling the cyclic fuel injection quantity. By using the starting torque control strategy, the problem of starting the engine under load, which is a common issue in industries such as screw air compressors and integrated drilling rigs, is solved.
[0023] In this embodiment, the load rate threshold value at engine start is represented as n%, and the reference cycle fuel injection quantity at engine start is represented as Q. When the start signal is detected by the electronic control unit, the deviation between the current load rate and the load rate threshold value n% is first detected. If the current load rate of the engine is greater than the load rate threshold value, it is determined that the engine is starting under load; otherwise, it is determined that the engine is not starting under load.
[0024] Furthermore, when the current load rate of the engine is detected to be less than or equal to the load rate threshold, it is determined that the engine has not started under load. At this point, fuel is injected into the engine according to the reference cycle injection quantity, and the engine is controlled according to the torque value required for normal start-up to complete the engine start-up.
[0025] The torque value required for normal engine start-up is denoted as N0, and it is also set by the system through a preset method.
[0026] When the current load rate of the engine is detected to be greater than the load rate threshold, it is determined that the engine is starting under load. At this time, a correction coefficient K needs to be set, and the reference cycle injection quantity is corrected using the correction coefficient K to obtain a corrected cycle injection quantity. The engine is injected according to this corrected cycle injection quantity, so as to solve the problem of high torque required for starting under load by controlling the cycle injection quantity.
[0027] Furthermore, during the process of correcting the base cycle fuel injection quantity through the correction coefficient K, it may not be possible to achieve a successful start-up with just one correction. Therefore, in this embodiment, by continuously correcting the correction coefficient K through multiple cycle steps, the final correction coefficient is adaptively adapted to the current engine and the current engine load conditions.
[0028] Let the first correction value for the correction factor K be the initial correction factor, denoted as K0. It can be understood that the initial correction factor K0 is greater than 1, and in subsequent continuous corrections at each time step, the correction factor K at the current time step... t It should be greater than the correction factor K of the previous time step. t-1。
[0029] Furthermore, this embodiment pre-sets an engine limit starting torque value, denoted as N1. And throughout the entire engine start-up process under load, the engine speed is controlled to remain within the engine limit starting torque range. This is to limit the correction coefficient by using the upper limit of the engine torque; that is, the correction coefficient cannot increase indefinitely during subsequent corrections over multiple time steps.
[0030] After obtaining the initial correction coefficient K0, an initial cycle injection quantity corresponding to the initial correction coefficient K0 is obtained based on the initial correction coefficient K0 and combined with the reference cycle injection quantity Q.
[0031] Specifically, the product of the initial correction coefficient K0 and the reference cycle injection quantity Q is calculated as the initial cycle injection quantity.
[0032] Next, fuel is injected according to the initial cycle injection quantity, and the engine speed is detected after the fuel is injected according to the initial cycle injection quantity; If the engine speed can reach the target speed after injecting fuel according to the initial cycle injection quantity, then the initial cycle injection quantity will be used as the target value for fuel injection. Otherwise, the initial correction coefficient is increased to obtain the correction coefficient for the next time step, and the cyclic injection quantity for the next time step is recalculated until the engine reaches the target speed and the load start is completed.
[0033] It can be understood that, by utilizing the correction coefficient K of the next time step... t+1 Recalculate the cyclic injection quantity Q for the next time step. t+1 Then, calculate the correction factor K for the next time step. t+1 The product of the base cycle injection quantity Q and the base cycle injection quantity Q is used as the cycle injection quantity Q for the next time step of the engine. t+1 .
[0034] In this embodiment, the correction coefficient of the current time step is increased according to a preset rule to obtain the correction coefficient K for the next time step. t+1 .
[0035] Specifically, the correction coefficient K for the next time step t+1 The calculation method is as follows:
[0036] Among them, K t+1K is the correction factor for the next time step. t This is the correction factor for the current time step, where t represents the current time step.
[0037] Furthermore, the initial correction factor K0 is obtained as follows: under the same starting conditions, generally the larger the load, the larger the correction factor, which can be approximated as a linear relationship. Based on a data MAP chart of a certain model formed from a large amount of test data, the initial correction factor K0 is found from the data MAP chart according to the starting conditions.
[0038] The reference cycle injection quantity is determined by looking it up in the data MAP chart.
[0039] like Figure 2 As shown, the method in this embodiment includes the following steps in its specific implementation: I. System Settings: 1. When the starting load rate of the diesel engine is set to ≥ n%, the electronic control unit responds by increasing the cyclic fuel injection quantity by K times (K > 1). 2. Set the diesel engine's limit starting torque to N1; preset the normal starting torque N0 in the cloud map MAP, load rate < n%, and cyclic fuel injection quantity Q; II. Control methods: 1. Turn on the ignition with the key, and the entire vehicle will be powered on; 2. The starter relay engages, the starter rotates, and the drive gear extends simultaneously; 3. The electronic control unit detects the start signal and checks the deviation between the current load rate and the set load rate n; 4. If the current load factor is lower than the set load factor n: The engine responds to the preset cyclic injection quantity Q and enters the normal starting mode, with a starting torque N0. 5. If the current load factor is greater than or equal to the set load factor n: If the engine is currently starting under load and the normal starting torque is insufficient, the electronic control unit (ECU) will respond by calculating the correction factor K for the current time step. t Increase K t The current time step's injection quantity Q is obtained by multiplying the base cycle injection quantity Q. t ; At the same time, the electronic control unit detects the engine speed, and if the fuel injection quantity Q is calculated according to the current time step... t When implementing this, if the engine speed reaches the target speed, then the starting cycle fuel injection quantity K is adjusted. t Q; If the engine speed does not reach the target speed, continue with the correction factor K at the current time step. t Calculate the correction factor K for the next time step. t+1And the fuel injection quantity Q in the next time step t+1 ; If the calculated starting torque is less than N1, repeat step 5 to enter the starting mode; 6. Start-up mode: The starter drive gear meshes with the flywheel ring gear, causing the drive gear to rotate at high speed, which in turn drives the flywheel to rotate, quickly reaching the target idle speed. Then the starter drive gear disengages, and the starting process is complete. 7. Real-time monitoring of load rate.
[0040] The engine starting control method under load provided in this embodiment only requires effective control of the cyclic fuel injection quantity to achieve torque control during engine starting under load, thereby achieving successful starting under load. It does not require complex control logic or additional power devices, has low cost, and good starting control effect.
[0041] Example 2 This embodiment discloses a starting control system for a load-bearing starting engine.
[0042] A load-start engine starting control system, including: The reference value setting module is configured to: preset the load rate threshold value and the reference cycle fuel injection quantity when the engine starts; The load detection module is configured to: upon receiving an engine start signal, detect whether the current load rate of the engine is greater than the load rate threshold; if so, determine that the engine is starting under load. The initial correction module is configured to: when the engine is determined to be starting under load, calculate the initial cycle fuel injection quantity of the engine based on the reference cycle fuel injection quantity and in combination with the set initial correction coefficient; The cycle correction module is configured to: detect the engine speed when the engine injects fuel according to the initial cycle injection quantity; if the engine speed can reach the target speed, then inject fuel according to the initial cycle injection quantity; otherwise, increase the initial correction coefficient to obtain the correction coefficient for the next time step, and recalculate the cycle injection quantity for the next time step until the engine reaches the target speed and completes the load start-up.
[0043] Example 3 The purpose of this embodiment is to provide a computer-readable storage medium.
[0044] A computer-readable storage medium having a computer program stored thereon that, when executed by a processor, implements the steps of the load-bearing engine starting control method as described in Embodiment 1 of this disclosure.
[0045] Example 4 The purpose of this embodiment is to provide an electronic device.
[0046] An electronic device includes a memory, a processor, and a program stored in the memory and executable on the processor, wherein the processor executes the program to implement the steps in the load-bearing engine starting control method as described in Embodiment 1 of this disclosure.
[0047] The steps and methods involved in the apparatuses of Embodiments 2, 3, and 4 above correspond to those in Embodiment 1. For specific implementation details, please refer to the relevant description section of Embodiment 1. The term "computer-readable storage medium" should be understood as a single medium or multiple media including one or more instruction sets; it should also be understood as including any medium capable of storing, encoding, or carrying an instruction set for execution by a processor and enabling the processor to perform any of the methods in this invention.
[0048] Those skilled in the art will understand that the modules or steps of the present invention described above can be implemented using general-purpose computer devices. Optionally, they can be implemented using computer-executable program code, thereby allowing them to be stored in a storage device for execution by a computer device, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. The present invention is not limited to any particular combination of hardware and software.
[0049] While the specific embodiments of the present invention have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art without creative effort based on the technical solutions of the present invention are still within the scope of protection of the present invention.
Claims
1. A method for controlling the starting of an engine under load, characterized in that, Includes the following steps: Pre-set the load rate threshold and reference cycle fuel injection quantity when the engine starts; Upon receiving an engine start signal, the system checks whether the current load rate of the engine is greater than the load rate threshold. If so, it determines that the engine is starting under load. When the engine is determined to be starting under load, the initial cycle fuel injection quantity of the engine is calculated based on the reference cycle fuel injection quantity and in combination with the set initial correction coefficient. The engine speed is detected when the engine injects fuel according to the initial cycle injection quantity. If the engine speed can reach the target speed, then fuel is injected according to the initial cycle injection quantity. Otherwise, the initial correction coefficient is increased to obtain the correction coefficient for the next time step, and the cyclic injection quantity for the next time step is recalculated until the engine reaches the target speed and the load start is completed.
2. The engine starting control method under load as described in claim 1, characterized in that, Also includes: When the current load rate of the engine is detected to be less than or equal to the load rate threshold, it is determined that the engine has not started under load. At this point, fuel is injected into the engine according to the reference cycle injection quantity, and the engine is controlled according to the torque value required for normal start-up to complete the engine start-up.
3. The engine starting control method under load as described in claim 1, characterized in that, The value of the initial correction coefficient is greater than 1.
4. The engine starting control method under load as described in claim 1, characterized in that, The product of the baseline cycle injection quantity and the initial correction factor is calculated as the initial cycle injection quantity of the engine. The product of the baseline cycle injection quantity and the correction factor for the next time step is calculated as the cycle injection quantity for the engine in the next time step.
5. The engine starting control method under load as described in claim 1, characterized in that, The correction factor for the current time step is increased according to preset rules to obtain the correction factor for the next time step. The specific calculation formula is as follows: ； Among them, K t+1 K is the correction factor for the next time step. t This is the correction factor for the current time step, where t represents the current time step.
6. The engine starting control method under load as described in claim 1, characterized in that, Also includes: Preset engine maximum starting torque; During the entire process of starting the engine under load, the engine speed is always kept within the engine's maximum starting torque range.
7. The engine starting control method under load as described in claim 1, characterized in that, The initial correction factor and the reference cycle injection quantity are determined as follows: A data map of a specific aircraft model is generated based on test data; The initial correction factor and the reference cycle injection quantity are obtained from the data MAP diagram based on the starting conditions.
8. A starting control system for an engine under load, characterized in that, include: The reference value setting module is configured to: preset the load rate threshold value and the reference cycle fuel injection quantity when the engine starts; The load detection module is configured to: upon receiving an engine start signal, detect whether the current load rate of the engine is greater than the load rate threshold; if so, determine that the engine is starting under load. The initial correction module is configured to: when the engine is determined to be starting under load, calculate the initial cycle fuel injection quantity of the engine based on the reference cycle fuel injection quantity and in combination with the set initial correction coefficient; The cycle correction module is configured to: detect the engine speed when the engine injects fuel according to the initial cycle injection quantity; if the engine speed can reach the target speed, then inject fuel according to the initial cycle injection quantity. Otherwise, the initial correction coefficient is increased to obtain the correction coefficient for the next time step, and the cyclic injection quantity for the next time step is recalculated until the engine reaches the target speed and the load start is completed.
9. A computer-readable storage medium having a program stored thereon, characterized in that, When executed by the processor, the program implements the steps in the load-bearing engine starting control method as described in any one of claims 1-7.
10. An electronic device comprising a memory, a processor, and a program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the steps in the load-bearing engine starting control method as described in any one of claims 1-7.