CN115680925A - Method, computer readable medium, and apparatus for controlling injection timing - Google Patents

Abstract

The invention discloses a method for controlling the fuel injection timing of an engine, a computer-readable medium for storing instructions for executing the method, and a device for executing the method. The method includes: a temperature detection step , in the temperature detection step, detecting the temperature of the cylinder wall upper portion of the engine; in the combustion state detection step, in the combustion state detection step, detecting the combustion state of the engine; and in the injection timing control step, in the injection timing In the controlling step, the injection timing is controlled based on a correspondence relationship between the combustion state, the temperature, and an injection timing target value.

Description

Method, computer readable medium, and apparatus for controlling injection timing

technical field

The present invention relates to a control method, and more particularly, to a method, computer readable medium and apparatus for controlling the injection timing of fuel of an engine.

Background technique

In an engine, the working coordination of important components such as the crankshaft connecting rod mechanism, the valve mechanism, the oil supply system, and the ignition system all need a basic time coordinate as a reference, and this reference is the so-called timing. Among them, the fuel injection timing of the engine refers to the exact time point when the fuel enters the cylinder when the engine is working. Injection in different parts of an engine's combustion cycle has different effects on the resulting combustion cycle, including effects on the engine's work output, emissions, and combustion stability. The proper timing of each pulse in the multiple injection scheme is determined, for example by monitoring engine load and using calibration values, and the fuel injection timing for each of the multiple fuel injections may be controlled, adjusted, or corrected accordingly. In some approaches, injection timing is calculated by the engine control unit as a function of crankshaft angle. More specifically, the crank angle corresponding to the start of fuel injection may be determined based on the rotational speed of the engine where the fuel injection occurs, in addition to the load on the engine. In the existing injection timing control, the temperature range of the engine is usually divided based on the water temperature (also referred to as coolant temperature), and the injection timing is controlled based on this.

Contents of the invention

The technical problem to be solved by the invention

However, with the introduction of increasingly stringent emission standards, CO (carbon monoxide), THC (total hydrocarbons), NMHC (non-methane hydrocarbons), NOX (nitrogen oxides), PM (particulate matter) emissions The limit value has more stringent limits, and new emission regulations for PN (particulate matter number) have been added. It can be seen that the current focus of controlling vehicle emissions has shifted from gaseous substances such as HC, CO, and NOX to parameters related to particulate matter such as PM and PN. According to various test data, the timing of fuel injection has a direct impact on the amount of particulate matter, and in a direct injection engine, since the fuel is directly injected into the cylinder, the amount of particulate matter emitted is more.

Under the background that the regulations of various countries and regions strengthen the requirements for particulate matter, the existing injection timing is not sufficient for the complex conditions of cold start, the temperature of the piston crown surface and cylinder wall in the cylinder is low, and the fuel atomization is insufficient , therefore, the deterioration of particulate matter emissions may not comply with the corresponding emission regulations. Therefore, it is necessary to further refine the cold start injection timing strategy to reduce particulate matter emissions.

Typically, injection timing control employs a bench-calibrated warm-up injection timing strategy throughout engine start-up. The basis of the warm-up injection timing strategy is that the injection timing is constantly changing during the bench warm-up experiment. According to relevant data, when the water temperature is low, the injection timing advances and the delay angle is too large, which will lead to the deterioration of particulate matter emissions. Taking the optimal solution from the warm-up experiment, the optimal injection schedule is obtained as the warm-up injection timing strategy. However, in the course of the real vehicle experiment, it was found that when the car was just started. The injection time is delayed after the specified value of the warm-up control strategy, and the particulate matter still has a tendency to decrease. Therefore, in view of this phenomenon, it is necessary to focus on the influence of the injection timing distribution on the particulate matter at the initial stage of cold start.

The present invention has been made in view of the existing problems as described above, and its object is to provide a method for controlling the fuel injection timing of an engine, a computer-readable medium for storing instructions for executing the method, and a method for executing the method. The device of the method can design a more detailed injection timing control scheme based on parameters such as PN.

Technical solutions to technical problems

In one embodiment of the present invention to solve the above-mentioned problems, a method for controlling the injection timing of fuel of an engine is provided, which is characterized by comprising: a temperature detection step, in which the temperature of the engine is detected the temperature of the upper portion of the cylinder wall; a combustion state detection step in which the combustion state of the engine is detected; and an injection timing control step in which the combustion state is detected based on the combustion state, the The injection timing is controlled based on the corresponding relationship between the temperature and the injection timing target value.

In one embodiment of the present invention, the method further includes a temperature interval judging step. In the temperature interval judging step, the temperature interval of the engine is judged based on the detected temperature. During the injection timing control In the step, the injection timing is controlled based on the combustion state and the temperature range.

In one embodiment of the present invention, the method further includes an exhaust timing control step in which exhaust timing of the engine is controlled based on the temperature.

In one embodiment of the present invention, the exhaust timing is turned off when the temperature is lower than 60°C, and the exhaust timing is turned on when the temperature is above 60°C.

In one embodiment of the present invention, in the temperature detection step, the detected temperature of the upper part of the cylinder wall is compared with a threshold value, and when the detected temperature of the upper part of the cylinder wall exceeds the threshold value , switch to injection timing control based on engine water temperature.

In one embodiment of the present invention, the threshold is 120°C.

In one embodiment of the present invention, in the injection timing control step, the adopted injection timing control scheme is determined based on the combustion state.

In one embodiment of the present invention, in the injection timing control step, if it is judged that the injection timing needs to be performed based on the combustion state, it is further judged whether there is an corresponding injection timing target value, and where it is judged that there is no injection timing target value corresponding to the temperature range and the combustion state, a plurality of different injection timings are selected and compared with the The number of particulate matter, fuel consumption, and combustion stability of the engine corresponding to a plurality of different injection timings are detected, and the optimal injection timing is determined as the injection timing target value based on the detected number of particulate matter, fuel consumption, and combustion stability.

In an embodiment of the present invention, in the process of determining the optimal injection timing, the weight of the particulate matter quantity is higher than the weight of fuel consumption and combustion stability values.

In one embodiment of the present invention, the data is trained for each temperature interval to obtain the injection timing target value for each temperature interval.

In one embodiment of the present invention, the plurality of different injection timings are selected by making the current injection timing recede at a fixed step size.

In one embodiment of the present invention that solves the above problems, a computer-readable medium storing instructions is provided, and when the instructions are executed by a processor, the processor performs any one of the above-mentioned embodiments the method described.

In one embodiment of the present invention that solves the above-mentioned problems, there is provided an apparatus for controlling the injection timing of fuel of an engine, characterized by including: a temperature detection section configured to The temperature of the upper part of the cylinder wall is detected; the combustion state detection part is configured to detect the combustion state of the engine; and the control part is configured to perform as in the above-mentioned embodiment any one of the methods described.

Invention effect

According to the present invention, in the early stage of cold start, the temperature of the upper part of the cylinder wall of the engine is used as the determination condition to formulate the injection timing control strategy, so that the PN can be reduced.

In addition, according to the present invention, the temperature range of the engine cylinder wall upper part temperature lower than 120°C is divided into multiple temperature intervals, and different injection timings are controlled according to the combustion state (CSTATE).

In addition, according to the present invention, the injection timing is adjusted in real time under each working condition, and the optimal value of the injection timing is selected and solidified based on engine parameters such as PN, fuel consumption, and combustion stability value under each injection timing.

In addition, according to the present invention, it is possible to obtain relatively complete low-temperature cold start initial injection timing map data and use it for injection timing control.

Description of drawings

Embodiments of the invention (embodiments of the invention are briefly summarized above and discussed in more detail below) can be understood by reference to the illustrative embodiments depicted in the accompanying drawings. However, the appended drawings illustrate only typical embodiments of this invention and are therefore not to be considered limiting of the scope of the teachings, which may admit to other equally effective embodiments.

For ease of understanding, the same reference numerals are used in the various drawings to indicate the same elements that are common to the drawings. The figures are not drawn to scale and may have been simplified for clarity. Elements and features of one embodiment may be beneficially incorporated in other embodiments without further recitation.

FIG. 1 is a schematic diagram of a partial structure of an engine according to an embodiment of the present invention.

FIG. 2 is a flowchart for controlling fuel injection timing of an engine according to one embodiment of the present invention.

Fig. 3 is a schematic diagram of the temperature range of the temperature of the upper part of the cylinder wall of the engine according to an embodiment of the present invention.

4 is a flowchart of an exemplary process for controlling an engine exhaust timing and/or injection timing control scheme based on temperature intervals, according to one embodiment of the present invention.

FIG. 5 is a schematic diagram of the relationship between the switch of the exhaust timing control and the combustion stability and fuel consumption under the condition that the temperature of the upper portion of the cylinder wall is 60° C. according to an embodiment of the present invention.

FIG. 6 is a flowchart of an exemplary process for determining an injection timing control scheme based on combustion conditions, according to one embodiment of the present invention.

FIG. 7 is a flow chart of an exemplary process of controlling injection timing based on the correspondence relationship between the combustion state, the temperature of the upper part of the cylinder wall and the injection timing target value according to one embodiment of the present invention.

8 is a schematic diagram of the relationship between each injection timing and PN in the case where the temperature of the upper part of the cylinder wall is 10° C. according to an embodiment of the present invention.

9 is a schematic diagram of the relationship between various injection timings, fuel consumption and combustion stability under the condition that the temperature of the upper part of the cylinder wall is 10° C. according to an embodiment of the present invention.

FIG. 10 is an apparatus for controlling injection timing of fuel of an engine according to another embodiment of the present invention.

Detailed ways

<Example 1>

Hereinafter, a method for controlling fuel injection timing of an engine according to an embodiment of the present invention will be described with reference to FIGS. 1 to 9 .

Applicants have found that at low temperatures, the injection timing for optimal PN can be delayed compared to the prior art. Based on the above situation, the present invention no longer takes the water temperature as the judging condition, but selects the cylinder wall temperature which has a more direct influence on the fuel injection and a faster temperature rise for judging. The specific reasons are as follows: during the working period of the engine, at low temperature, the injection time is in the compression stroke, when the piston moves upward, and the injection space consists of the upper part of the cylinder wall, the end surface of the piston and the cylinder head, as shown in Figure 1. The components in the cylinder that have the greatest impact on fuel atomization are the cylinder wall and the piston end face. Because the piston end face has no direct heat dissipation path, the temperature is higher than that of the cylinder wall. The lower wall of the compression stroke cylinder is not in the injection space. Therefore, choosing the temperature of the upper part of the cylinder wall as the judgment condition can better reflect the actual situation.

Next, the flow of the method for controlling the injection timing according to the present embodiment will be described with reference to FIG. 2 . Method 200 begins when the engine fires.

At step S201, the temperature of the upper portion of the cylinder wall (TWB) is detected. By way of non-limiting example, various types of temperature sensors or thermometer infrared sensing sensors such as thermistors, thermocouples, resistance temperature detectors (RTDs), digital temperature integrated circuit sensors, analog temperature integrated circuit sensors, etc. The temperature of the upper part of the cylinder wall is detected to obtain the value of the temperature of the upper part of the cylinder wall of the engine.

Optionally, in step S202, the temperature of the upper part of the cylinder wall can be subdivided into four temperature ranges from low ambient temperature to the lowest normal working temperature of 120° C., as shown in FIG. 3 . Specifically, for example, the temperature interval may include: a first temperature interval, the first temperature interval is below 25°C; a second temperature interval, the second temperature interval is from 25°C to 60°C; a third temperature interval, the first temperature interval The third temperature range is from 60°C to 90°C; the fourth temperature range is from 90°C to 120°C. When the cylinder wall temperature is above a threshold value (for example, 120° C., 140° C., but other values are also possible), the injection timing control may be switched to the water temperature as a determination condition.

After the temperature intervals are divided, as shown in FIG. 4 , the engine exhaust timing and/or injection timing control scheme can be controlled based on the temperature intervals. Specifically, for example, if it is determined (such as by an electronic control unit (ECU) or other processor or computer) that the temperature of the upper part of the cylinder wall is below 25°C, the method proceeds to step S202 described in detail below; If the upper wall temperature is within the range from 25°C to 60°C, the method proceeds to step S202; if it is judged that the cylinder wall upper portion temperature is within the range from 60°C to 90°C, the method proceeds to step S202; In a case where it is determined that the cylinder wall upper portion temperature is 60° C. or higher, for example, exhaust timing control such as exhaust variable timing control (EX-VTC) is turned on and the method proceeds to step S202 . Optionally, further, when the temperature of the upper portion of the cylinder wall is above 90° C., it is determined whether the temperature of the upper portion of the cylinder wall is above a threshold (for example, 120° C., 140° C., but other values may also be taken). If it is determined that the temperature of the upper portion of the cylinder wall is within the range from 90°C to the threshold, the method proceeds to step S202; if it is determined that the temperature of the upper portion of the cylinder wall is above the threshold, switch to the injection timing control based on the engine water temperature , and correspondingly end the method for controlling the injection timing based on the temperature of the upper portion of the cylinder wall in this embodiment.

Although the temperature is divided into four temperature intervals in this embodiment, the temperature can also be divided into three temperature intervals, two temperature intervals, or more than four temperature intervals, such as five temperature intervals or eight temperature intervals. , ten temperature ranges and so on. Although the boundary points of each temperature range are shown as 25° C., 60° C., 90° C. and 120° C. in this embodiment, other temperature points may also be selected as boundary points of each temperature range according to actual needs.

Regarding the above-mentioned principle of turning on the exhaust timing control when the detected temperature on the upper part of the cylinder wall exceeds a certain value (for example, 60° C.) (this certain value may be called the exhaust timing switch temperature), it can be explained with reference to FIG. 5 . In order to promote the vortex in the engine cylinder to better promote the spray homogenization, in addition to the injection timing, the applicant has studied the influence of the switch of the exhaust timing control on PN, combustion stability and fuel consumption. Fig. 5 takes the case of a temperature of 60°C as an example, showing the influence of the switch of exhaust timing control on combustion stability (PI_surge) and fuel consumption (Fuelcosp) with the change of injection timing (INJT) at this temperature. Among them, 60°C is the temperature set according to the water temperature when the exhaust timing control is turned on under the condition of ensuring that the combustion stability limit is <3% and the fuel consumption limit is not more than 5% of the crude oil consumption, but it can also be Choose other temperatures according to the actual situation. It can be seen from Figure 5 that the combustion stability is better when the exhaust timing control is turned off, and the fuel consumption is better when the exhaust timing control is turned on. Since the combustion stability is emphasized at the initial stage of cold start, when the water temperature is used as the judgment value, the exhaust timing control is used to turn off all the exhaust timing before the temperature reaches 60°C, and the injection time is reduced to the limit value during the start stage, while the temperature After changing to 60°C, the exhaust timing control is turned on, which can effectively reduce fuel consumption.

Returning to Fig. 2, after step S201 is completed, at step S202, the combustion state of the engine is detected. As a non-limiting example, the combustion state (CSTATE) of the engine may be determined based on one or more of the gas composition of the exhaust gas, the vibration response of the engine, the in-cylinder pressure of the engine, the instantaneous speed, and the noise.

Optionally, in step S202, the adopted injection timing control scheme may be determined based on CSTATE. As an example, Figure 6 shows a flowchart of this process. In this embodiment, CSTATE is set to mainly include the following types: CSTATE=0 (startup), CSTATE=1 (fast idle), CSTATE=4 (running) and other transitional states. In order to ensure the starting performance, the present invention does not change the injection control when CSTATE=0 (this process is very short). When CSTATE=1, in order to improve the catalyst temperature and lubricating effect, the secondary injection control is adopted. When CSTATE=4, the injection of the engine includes single injection and secondary injection. In this embodiment, in the secondary injection area of CSTATE=1 and CSTATE=4, only the first injection timing (INJT21) is changed, while the second injection timing (INJT22) is copied (or set equal to) the original control The map data in (or the injection timing corresponding to the first injection timing) is used as the second injection timing for cylinder wall temperature (TWB) control. Injection timing is carried out in the single injection area where CSTATE=4 and when CSTATE is equal to other values (that is, in a transitional state, both are single injection). Herein, the injection timing is represented by an angle corresponding to the rotation angle of the crankshaft when the engine is operating.

As shown in FIG. 6 , in the case of CSTATE=1, it is judged whether the injection timing map data collection of INJT21 is completed (the details of the injection timing map data collection will be described later). When it is judged that the INJT21 injection timing map data collection is completed, select the injection timing control scheme under the working condition (for example, operating temperature, engine combustion state, etc.) to perform injection timing control, and optionally return to Step S201 executes the method of this embodiment in a loop (alternatively or optionally, if it is considered unnecessary to continue this method to control the injection timing, the control of this method can be terminated here). When it is judged that the injection timing map data of INJT21 has not been collected, the step proceeds to step S203 described below, so as to collect various parameters of the engine (for example, PN, fuel consumption, combustion stability, etc.), and select the optimal injection timing based on the various parameters as the injection timing mapping data under the current operating conditions (the process will be described in detail below) and use it as the injection timing target value for control The injection timing of INJT21 (the injection timing of INJT21 is controlled accordingly).

As shown in FIG. 6, in the case of CSTATE=4, it is judged whether it is in the secondary injection region (ie, whether secondary injection is performed). If it is judged to be in the secondary injection region, it is judged whether the injection timing map data collection of INJT21 is completed (the details of the injection timing map data collection will be described later). When it is judged that the INJT21 injection timing map data acquisition is completed, select the injection timing control scheme (including the injection timing target value) under the working condition (including the operating temperature, engine combustion state, etc.) to perform injection timing control , and optionally return to step S201 to perform the method of this embodiment in a loop (alternatively or alternatively, if it is considered that it is not necessary to continue this method to control the injection timing, this method can be terminated here control). When it is judged that the injection timing map data of INJT21 has not been collected, the step proceeds to step S203 described below, so as to collect various parameters of the engine (for example, PN, fuel consumption, combustion stability, etc.), and based on the various parameters, select the optimal injection timing as the injection timing mapping data under the current working condition (this process will be described in detail below) and use it to control the injection timing of INJT21 (correspondingly , to control the injection timing of INJT21). If it is determined that it is not in the secondary injection area, it is determined whether the injection timing map data of the injection timing (INJT) under the working condition has been collected. When it is judged that the INJT injection timing map data acquisition is completed, select the injection timing control scheme under this working condition to perform injection timing control, and optionally return to step S201 to perform the method of this embodiment cyclically (Alternatively or alternatively, control of the method may be terminated here if it is considered unnecessary to continue the method for controlling injection timing). If it is judged that the INJT injection timing mapping data has not been collected, the step proceeds to step S203 described below, so as to collect various parameters of the engine (for example, PN, fuel consumption, combustion Stability, etc.), and based on the various parameters, select the optimal injection timing as the injection timing mapping data under the current working condition and use it to control the injection timing of INJT.

Returning to FIG. 2 , after step S202 is completed, at step S203 , the injection timing is controlled based on the detected combustion state, the detected temperature of the upper part of the cylinder wall and the corresponding relationship between the injection timing target value.

For example, firstly, it is judged whether the injection timing map data under the working condition has been collected (if the relevant judgment has been made in the previous step (eg step S202 ), it can be omitted). When it is judged that the injection timing map data collection under the working condition is completed, select the injection timing control scheme under the working condition to perform injection timing control, and return to step S201 to perform the method of this embodiment in a loop ( Alternatively or optionally, control of the method may be terminated here if it is considered unnecessary to continue the method for controlling the injection timing). When it is judged that the injection timing mapping data has not been collected, a plurality of different injection timings are selected (for example, by starting from a certain injection timing with a fixed angle (step size) to recede the angle, to select the time between the injection timing and the minimum Multiple different injection timings with a fixed angle between the injection timings, or randomly select multiple injection timings within a certain range), and under the current temperature of the upper part of the cylinder wall and the combustion state of the engine, in the multiple different injection timings The engine parameters obtained by injecting each injection timing are detected, and then the optimal injection timing is selected based on the detected engine parameters, and the optimal injection timing is used as the injection timing mapping data under the current working condition (injection timing timing target value). Therefore, by obtaining the injection timing map data under this working condition, the corresponding relationship between the combustion state, temperature and the injection timing map data (corresponding to the injection timing target value) can be established for controlling the injection timing (for example, setting The injection timing under this working condition is set to the corresponding optimal injection timing (ie, injection timing map data)).

In the above process of selecting multiple different injection timings, a range including the multiple different injection timings may be set according to actual conditions. Specifically, such as, in the case of selecting a plurality of different injection timings by receding at a fixed angle (step size) from a certain injection timing, there will be insufficient swirl due to excessive receding angles, so that the fuel spray mist Therefore, according to the applicant's experimental data, the range including the multiple different injection timings may be within ±15 degrees of the original injection timing.

In addition, with regard to the selection of engine parameters, the applicant found that when the engine is cold started, the injection timing not only affects PN, but also interferes with fuel consumption and combustion stability, which are very important parameters during cold start. Therefore, in the process of formulating the injection timing control strategy at the initial stage of cold start, attention should not only be paid to PN, but also fuel consumption and combustion stability. Therefore, in this embodiment, the optimal injection timing can be selected based on the above three engine parameters.

To sum up, as an example, after the engine is successfully started, the injection timing can be adjusted in real time under different combustion conditions when TWB<120°C, and the optimal injection timing can be selected based on the PN, fuel consumption, and combustion stability values at each injection timing and Solidify, so as to serve as the injection timing mapping data under the current operating conditions.

Specifically, for example, in step S203, as shown in FIG. 7 , the injection timing is automatically set back at a fixed step, and the three engine parameters corresponding to the current injection timing, PN, fuel consumption, and combustion stability, are recorded by the ECU, for example. , and when the change of the injection time exceeds the maximum value (for example, the change of the injection time exceeds 15 degrees, that is, the injection time is outside the range of ±15 degrees from the original injection time), according to the corresponding The PN, fuel consumption, and combustion stability values are selected, and the optimal injection time is selected and fixed, so as to serve as the injection timing mapping data of the current working condition. Regarding the selection of the optimal injection timing, take TWB=10°C as an example, change the injection timing, and record the PN, fuel consumption, and combustion stability corresponding to each injection timing (the relationship between each injection timing and PN is shown in Figure 8, The relationship between each injection timing and fuel consumption and combustion stability is shown in Figure 9), and finally PN is the main factor, fuel consumption and combustion stability are supplemented, and the optimal injection timing is selected for the current working condition injection timing control.

After step S203 is completed, return to step S201 to perform the method in a loop. Alternatively or optionally, where it is deemed unnecessary to proceed with the method to control injection timing (for example, where a sufficient number of cycles have been performed to obtain a relatively complete injection timing map data, or in the event that the engine is no longer operating), the method may end.

Optionally, the injection timing mapping data can be saved, for example, through memory or other storage media, and when it is determined that the engine is in the same working condition, the injection timing can be directly called to control the injection timing without modifying the injection timing. Engine parameters under multiple injection timings are detected and selected.

Optionally, all or part of the method or steps of this embodiment may be executed cyclically to learn (or record) the injection timing mapping data under each working condition, so as to obtain relatively complete injection timing mapping data. As an example, the temperature of the upper part of the cylinder wall is used as the determination condition, and the injection timing map data in the above four temperature ranges are learned (or recorded) in real time. Every time the learning is completed, the whole vehicle will fix the injection timing mapping data of the current working condition as the injection timing scheme. After multiple cold starts, a relatively complete table of injection timing mapping data for each temperature range (for example, the above four temperature ranges) with TWB below 120° C. can be obtained. Tables 1 to 4 show examples of injection timing map data in temperature intervals when TWB<25°C:

Table 1 Injection timing map data when TWB<25°C and CSTATE=1 (time of first injection in secondary injection)

Table 2 Injection timing map data when TWB<25°C and CSTATE=4 (injection timing of single injection)

Table 3 Injection timing map data when TWB<25°C and CSTATE=4 (time of first injection in secondary injection)

Table 4 Injection timing map data when TWB<25°C and CSTATE=values other than 1 and 4 (injection timing of single injection)

Although the method of this embodiment can be performed manually, all or part of the steps of the method of this embodiment can optionally be automatically executed by instructions or programs. In one example, the invention may be implemented as instructions or a program product stored on a computer-readable storage medium for use with a computer system. When executed by a processor, the instruction or program product may execute all or part of the steps of the method of this embodiment. Thus, the instruction or program product(s) or program(s) comprise the functions of the embodiments (including the methods described herein). Illustrative computer-readable storage media include, but are not limited to: (i) non-writable storage media (e.g., read-only memory devices within a computer, such as CD-ROM discs, flash memory, ROM chips, or any type of solid-state non-volatile semiconductor memory) on which information is permanently stored; and (ii) writable storage media (such as disk storage or hard disk drives or any type of solid-state random-access semiconductor memory) on which Variable information is stored thereon. Such computer-readable storage media, when implementing computer-readable instructions that direct the functions of the methods described herein, are embodiments of the present invention.

<Example 2>

Hereinafter, an apparatus for controlling fuel injection timing of an engine according to another embodiment of the present invention will be described with reference to FIG. 10 .

In this embodiment, an apparatus 1000 for controlling fuel injection timing of an engine includes a temperature detection unit 1010 , a combustion state detection unit 1020 , and a control unit 1030 . Optionally, the device 1000 further includes a storage unit 1040 .

The temperature detection part 1010 is configured to detect the temperature of the upper part of the cylinder wall of the engine. As a non-limiting example, the temperature detection unit 1010 can be various types of temperature sensors or thermometer infrared sensing sensors, such as thermistors, thermocouples, resistance temperature detectors (RTDs), digital temperature integrated circuit sensors, analog Temperature integrated circuit sensor, etc.

The combustion state detection unit 1020 is configured to detect the combustion state of the engine. As a non-limiting example, the combustion state detection unit 1020 may be a gas component sensor located at the engine exhaust port to detect gas components emitted by the engine and determine the combustion state based on the detected exhaust gas components. In addition, as another non-limiting example, the combustion state detecting unit 1020 may be a vibration sensor that detects a vibration response signal of combustion excitation and judges the combustion state according to it. In addition, as an example, the combustion state detection unit 1020 may also use methods such as the in-cylinder pressure method, the instantaneous speed method, and the noise method to determine the combustion state.

When the control unit 1030 executes the computer instructions, the device 1000 performs all or part of various methods or steps for controlling the fuel injection timing of the engine as described above. As an example, the control unit 1030 may include ASIC (Application Specific Integrated Circuit: Application Specific Integrated Circuit), IC (Integrated Circuit: Integrated Circuit), DSP (Digital Signal Processor: Digital Signal Processor), FPGA (Field Programmable Gate Array: Field Programmable Gate Array) Array), various logic circuits, and various signal processing circuits, etc.

The storage unit 1040 stores computer instructions for execution by the device. The storage unit 1040 is, for example, a computer-readable storage medium, including but not limited to: (i) non-writable storage medium (for example, a read-only memory device in a computer, such as a CD-ROM disc, a flash memory, etc. , ROM chips, or any type of solid-state non-volatile semiconductor memory) on which information is permanently stored; and (ii) writable storage media (such as disk storage or hard drives or any type of solid-state random-access semiconductor memory) on which variable information is stored. For example, the storage unit 1040 includes a RAM (Random Access Memory) configured to be able to read and write data from the control unit 1030, and a ROM (Read Only Memory) configured to be able to read data from the control unit 1030. : read-only memory), etc. Computer instructions are implemented, for example, by hardware, firmware or software. Computer instructions can be described using any one or more of various programming languages such as Verilog, VHDL, Matlab, python, Java, and C++. In addition, although the storage unit 1040 is shown as being integrated in one device with the control unit 1030 in this embodiment, the storage unit 1040 can also be separated from the control unit, for example, the storage unit 1040 can also be communicated with the control unit 1030 Cloud, remote storage device, remote server, etc. The storage unit 1040 transmits computer instructions to the control unit 1030 through wireless communication or wired communication, or receives signals such as feedback signals from the control unit 1030 .

While certain features of embodiments of the invention have been shown and described herein, many modifications, substitutions, changes and equivalents will now occur to those skilled in the art. It is, therefore, to be understood that the appended claims are intended to cover all such modifications and changes as fall within the true spirit of the embodiments of this invention.

Claims (13)

1. A method for controlling the injection timing of fuel of an engine, comprising: a temperature detection step in which the temperature of the cylinder wall upper portion of the engine is detected; a combustion state detection step in which the combustion state of the engine is detected; and An injection timing control step in which the injection timing is controlled based on a correspondence relationship between the combustion state, the temperature, and an injection timing target value. 2. The method according to claim 1, further comprising a temperature range judging step, in the temperature range judging step, judging the temperature range where the engine is located based on the detected temperature, In the injection timing control step, the injection timing is controlled based on the combustion state and the temperature range. 3. The method of claim 1, further comprising an exhaust timing control step in which exhaust timing of the engine is controlled based on the temperature. 4. The method of claim 3, turning off the exhaust timing when the temperature is lower than 60°C, and turning on the exhaust timing when the temperature is above 60°C. 5. The method according to claim 1, characterized in that, in the temperature detection step, the detected temperature of the upper portion of the cylinder wall is compared with a threshold value, and the detected temperature of the cylinder wall When the temperature of the upper part exceeds the threshold value, it switches to injection timing control based on the engine water temperature. 6. The method of claim 5, wherein the threshold value is 120°C. 7. The method of claim 1, wherein, in the injection timing control step, the employed injection timing control scheme is determined based on the combustion state. 8. The method according to claim 2, wherein in the injection timing control step, if it is judged that the injection timing needs to be performed based on the combustion state, it is further judged whether there is an intervals and injection timing target values corresponding to the combustion states, and Wherein, if it is determined that there is no injection timing target value corresponding to the temperature range and the combustion state, a plurality of different injection timings are selected and The number of particulate matter, fuel consumption, and combustion stability of the engine are detected, and based on the detected amount of particulate matter, fuel consumption, and combustion stability, the optimal injection timing is determined as the injection timing target value. 9. The method according to claim 8, characterized in that, in the process of determining the optimal injection timing, the weight of the particle quantity is higher than the weight of fuel consumption and combustion stability values. 10 . The method according to claim 9 , wherein the data is trained for each temperature interval to obtain the injection timing target value for each temperature interval. 11 . 11. The method of claim 8, wherein the plurality of different injection timings are selected by receding the current injection timing by a fixed step size. 12. A computer-readable medium storing instructions which, when executed by a processor, cause the processor to perform the method according to any one of claims 1 to 11. 13. An apparatus for controlling fuel injection timing of an engine, comprising: a temperature detection part configured to detect the temperature of the upper part of the cylinder wall of the engine; a combustion state detection section configured to detect a combustion state of the engine; and A control unit configured to carry out the method as claimed in any one of claims 1 to 11.

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