Control method and device for a combined fuel engine

Abstract

The application relates to a control method and device of a combined fuel engine. The method comprises the following steps: obtaining a corrected standard injection parameter when the engine of a vehicle meets a correction condition; wherein the corrected standard injection parameter is determined according to a vehicle driving parameter and a standard injection parameter under a preset working condition; and controlling the engine based on the corrected standard injection parameter. The method can correct the fuel distribution ratio on line in combination with the vehicle driving parameter, reduce the influence of the change of the fuel distribution ratio caused by the aging of the combined fuel injector on the engine performance, make the engine in an optimal working state, and improve the engine performance.

Description

Technical Field

[0001] This application relates to the field of engine control technology, and in particular to a control method and apparatus for a combined fuel engine. Background Technology

[0002] The combined fuel engine can operate in two modes: single diesel and diesel-ignited natural gas. This involves two fuel distribution methods, which adhere to the principle of reducing emissions and improving fuel economy while maintaining engine power. Guided by this principle, the combined fuel engine undergoes fuel distribution calibration for different operating conditions before leaving the factory. This calibration establishes standard injection parameters for different operating conditions, including the injection timing, number of injections, and injection angle for each type of fuel. These standard injection parameters for all operating conditions are stored in the controller.

[0003] However, as the injectors age, the fuel distribution ratio changes, preventing the engine from operating at its optimal state and resulting in reduced engine performance. Summary of the Invention

[0004] Therefore, it is necessary to provide a control method and device for a combined fuel engine that can adjust the injection ratio of various fuels in a combined fuel engine to improve engine performance, thereby addressing the aforementioned technical problems.

[0005] In a first aspect, this application provides a control method for a combined fuel engine, the method comprising:

[0006] When the vehicle's engine meets the correction conditions, the corrected standard injection parameters are obtained; wherein, the corrected standard injection parameters are determined based on the vehicle's driving parameters and the standard injection parameters under preset operating conditions.

[0007] The engine is controlled based on the revised standard injection parameters.

[0008] In one embodiment, the process of determining the modified standard injection parameters includes:

[0009] The aging coefficient of the injector is determined based on the vehicle's driving parameters;

[0010] Based on the aging coefficient and the standard injection parameters under preset operating conditions, the corrected standard injection parameters are determined.

[0011] In one embodiment, determining the aging factor of the injector includes:

[0012] The vehicle's driving parameters are input into a pre-trained calculation model. The model then determines the aging coefficient based on the mapping relationship between the vehicle's driving parameters and the degree of aging.

[0013] In one embodiment, the corrected standard injection parameters are determined based on the aging coefficient and standard injection parameters, including:

[0014] Based on the aging coefficient and standard injection parameters, determine the correction amount for the standard injection parameters;

[0015] Based on the correction amount and the standard injection parameters, the corrected standard injection parameters are determined.

[0016] In one embodiment, the method further includes:

[0017] Based on engine parameters, aging information is determined; aging information is used to indicate whether the engine meets the conditions for calculating the aging coefficient.

[0018] The aging coefficient is determined when the aging information is used to indicate that the engine meets the conditions for calculating the aging coefficient.

[0019] Based on the aging coefficient and a preset aging coefficient threshold, correction information is determined; the correction information is used to indicate whether the engine meets the correction conditions.

[0020] In one embodiment, engine parameters include vehicle driving parameters; based on the engine parameters, aging information is determined, including:

[0021] When the vehicle's driving parameters are greater than or equal to a preset driving parameter threshold, aging information is determined to indicate that the engine meets the conditions for calculating the aging coefficient.

[0022] When the vehicle's driving parameters are less than a preset driving parameter threshold, aging information is used to indicate that the engine does not meet the conditions for calculating the aging coefficient.

[0023] In one embodiment, engine parameters include engine emission parameters. Based on these engine parameters, aging information is determined, including:

[0024] When the engine's emission parameters are greater than or equal to a preset emission parameter threshold, correction information is determined to indicate that the engine meets the conditions for calculating the aging coefficient.

[0025] When the engine's emission parameters are less than the preset emission parameter threshold, aging information is used to indicate that the engine does not meet the conditions for calculating the aging coefficient.

[0026] In one embodiment, engine parameters include vehicle driving parameters and engine emission parameters of the vehicle in which the engine is located; based on the engine parameters, aging information is determined, including:

[0027] When the vehicle driving parameters of the vehicle where the engine is located are greater than or equal to a preset driving parameter threshold, and the engine emission parameters are greater than or equal to a preset emission parameter threshold, the aging information is determined to indicate that the engine meets the conditions for calculating the aging coefficient.

[0028] When the vehicle's driving parameters are less than a preset driving parameter threshold, and / or the engine's emission parameters are less than a preset emission parameter threshold, aging information is determined to indicate that the engine does not meet the conditions for calculating the aging coefficient.

[0029] In one embodiment, the preset aging coefficient threshold includes a minimum aging coefficient and a maximum aging coefficient. Based on the aging coefficient and the preset aging coefficient threshold, correction information is determined, including:

[0030] When the aging coefficient is less than or equal to the minimum aging coefficient, or greater than or equal to the maximum aging coefficient, the correction parameter is determined to indicate that the engine does not meet the correction conditions.

[0031] When the aging coefficient is greater than the minimum aging coefficient but less than the maximum aging coefficient, correction parameters are determined to indicate whether the engine meets the correction conditions.

[0032] Secondly, this application also provides a control device for a combined fuel engine. The device includes:

[0033] The correction module is used to obtain the corrected standard injection parameters when the vehicle's engine meets the correction conditions; the corrected standard injection parameters are determined based on the vehicle's driving parameters and the standard injection parameters under preset operating conditions.

[0034] The control module is used to control the engine based on the corrected standard injection parameters.

[0035] Thirdly, this application also provides a computer device. The computer device includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to perform the following steps:

[0036] When the vehicle's engine meets the correction conditions, the corrected standard injection parameters are obtained; wherein, the corrected standard injection parameters are determined based on the vehicle's driving parameters and the standard injection parameters under preset operating conditions.

[0037] The engine is controlled based on the revised standard injection parameters.

[0038] Fourthly, this application also provides a computer-readable storage medium. The computer-readable storage medium stores a computer program thereon, which, when executed by a processor, performs the following steps:

[0039] When the vehicle's engine meets the correction conditions, the corrected standard injection parameters are obtained; wherein, the corrected standard injection parameters are determined based on the vehicle's driving parameters and the standard injection parameters under preset operating conditions.

[0040] The engine is controlled based on the revised standard injection parameters.

[0041] Fifthly, this application also provides a computer program product. The computer program product includes a computer program that, when executed by a processor, performs the following steps:

[0042] When the vehicle's engine meets the correction conditions, the corrected standard injection parameters are obtained; wherein, the corrected standard injection parameters are determined based on the vehicle's driving parameters and the standard injection parameters under preset operating conditions.

[0043] The engine is controlled based on the revised standard injection parameters.

[0044] The aforementioned control method and apparatus for a combined fuel engine, when the vehicle's engine meets the correction conditions, determines the corrected standard injection parameters based on vehicle driving parameters and standard injection parameters under preset operating conditions. Based on these corrected standard injection parameters, the engine is controlled, thereby adjusting the fuel distribution ratio to ensure the engine operates at its optimal state. This method predicts the engine performance of the combined fuel injector using vehicle driving parameters and determines the corrected standard injection parameters based on these parameters and preset operating conditions. It allows for online correction of the fuel distribution ratio in conjunction with vehicle driving parameters, reducing the impact of engine performance degradation caused by changes in fuel distribution ratio due to combined fuel injector aging, thus ensuring the engine operates at its optimal state and improving engine performance. Attached Figure Description

[0045] Figure 1 This is an application environment diagram of a control method for a combined fuel engine in one embodiment;

[0046] Figure 2 This is a flowchart illustrating the control method of a combined fuel engine in one embodiment;

[0047] Figure 3 This is a hardware structure diagram of the combined fuel engine control system;

[0048] Figure 4 Layout diagram of a combined fuel engine vehicle;

[0049] Figure 5 This is a flowchart illustrating a method for determining whether an engine meets the correction conditions in one embodiment.

[0050] Figure 6 This is a schematic diagram of a process for determining aging information based on engine parameters in one embodiment;

[0051] Figure 7 This is a flowchart illustrating the process of determining aging information based on engine parameters in another embodiment;

[0052] Figure 8 This is a flowchart illustrating the process of determining aging information based on engine parameters in another embodiment;

[0053] Figure 9 This is a structural block diagram of the control device for a combined fuel engine in one embodiment;

[0054] Figure 10 This is an internal structural diagram of a computer device in one embodiment. Detailed Implementation

[0055] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0056] The control method for a combined fuel engine provided in this application embodiment can be applied to, for example... Figure 1 In the application environment shown, terminal 102 communicates with server 104 via a network. A data storage system can store the data that server 104 needs to process. The data storage system can be integrated onto server 104, or it can be located in the cloud or on other servers. When the vehicle's engine meets the correction conditions, terminal 102 obtains the corrected standard injection parameters; these corrected standard injection parameters are determined based on vehicle driving parameters and standard injection parameters under preset operating conditions. Terminal 102 controls the engine based on these corrected standard injection parameters. Terminal 102 can be, but is not limited to, various desktop computers, laptops, smartphones, tablets, IoT devices, and portable wearable devices. IoT devices can be smart in-vehicle devices, etc. Portable wearable devices can be smartwatches, smart bracelets, head-mounted devices, etc. Server 104 can be implemented using a standalone server or a server cluster consisting of multiple servers.

[0057] In one embodiment, such as Figure 2 As shown, a control method for a combined fuel engine is provided, which is applied to... Figure 1 Taking the terminal in the example, the explanation includes the following steps:

[0058] Step 202: If the vehicle's engine meets the correction conditions, obtain the corrected standard injection parameters; wherein, the corrected standard injection parameters are determined based on the vehicle's driving parameters and the standard injection parameters under preset operating conditions.

[0059] The engine meeting the correction criteria indicates that the standard injection parameters under current operating conditions are insufficient to keep the engine operating at its optimal state, resulting in reduced engine performance and necessitating correction of the standard injection parameters for the current conditions. Generally, the engine meets the correction criteria due to factors such as vehicle age and engine performance degradation. For example, after five years of vehicle use, some structural components may have aged, requiring correction of the engine's standard injection parameters. Similarly, improper user operation leading to a decline in engine performance also necessitates correction of the engine's standard injection parameters.

[0060] Standard injection parameters refer to the calibration of fuel distribution under different engine operating conditions, including parameters such as injection timing, injection frequency, injection angle, and injection pulse width for various fuels. The injection pulse width refers to the pulse width of the control signal used to control the valve opening of the injectors for each fuel. Generally, the injection frequency is once; the injection timing is fixed. Therefore, correcting the standard injection parameters specifically refers to correcting the injection pulse widths for each fuel within the standard injection parameters. By correcting the injection pulse widths for each fuel, the substitution rate of each fuel in the combined fuel engine can be adjusted, thereby adjusting the fuel distribution ratio to ensure the engine operates at its optimal state. Taking a combined fuel engine with diesel and natural gas as an example, the substitution rate represents the ratio of natural gas to diesel when the diesel and natural gas are blended. This ratio directly affects the combustion conditions within the engine cylinders; therefore, rationally controlling the diesel-natural gas distribution ratio is crucial for the performance indicators and emission characteristics of a dual-fuel engine. For example, a combined fuel engine equipped with diesel-ignited natural gas can be used in both diesel-only operation mode and diesel-ignited natural gas operation mode. When the engine is in single diesel operation mode, standard injection parameters include the number of diesel injections, the timing of diesel injections, and the pulse width of diesel injection. When the engine is in diesel-ignited natural gas operation mode, standard injection parameters include the number of diesel and natural gas injections, the timing of diesel and natural gas injections, and the pulse width of diesel and natural gas injections. Combined fuels include, but are not limited to, diesel and natural gas. A combined fuel can be any two fuels capable of serving as a power source for the engine.

[0061] Standard injection parameters include the number of diesel and natural gas injections, injection angle, and injection pulse width. Correcting the standard injection parameters specifically refers to correcting the diesel and natural gas injection pulse width to adjust the fuel distribution ratio.

[0062] The corrected standard injection parameters specifically refer to the standard injection parameters obtained after correcting the injection pulse width. These corrected standard injection parameters are determined based on vehicle driving parameters and standard injection parameters under preset operating conditions; these preset operating conditions include starting conditions, idling conditions, and warm-up conditions. Vehicle driving parameters reflect the vehicle's usage status; for example, they include vehicle usage time and vehicle mileage. Vehicle usage time records the total usage time from the time the vehicle left the factory to the current time. Vehicle mileage information records the total mileage traveled from the time the vehicle left the factory to the current time.

[0063] In some embodiments, the terminal can obtain performance prediction parameters that characterize engine performance based on vehicle driving parameters; determine a correction amount based on the difference between the engine performance corresponding to the performance prediction parameters and the standard injection parameters; or, the terminal can obtain the correction amount corresponding to the performance prediction parameters based on the mapping relationship between the performance prediction parameters and the correction amount; and the terminal can correct the standard injection parameters based on the correction amount to obtain the corrected standard injection parameters.

[0064] The correction amount refers to the amount of injection pulse width correction required for the current engine performance to reach the engine performance corresponding to the standard injection parameters. Performance prediction parameters refer to parameters such as aging coefficient, braking performance parameters, and fuel economy parameters. For example, the engine performance is evaluated based on vehicle driving parameters to obtain the aging coefficient of the combined fuel injector. Based on the aging coefficient, the correction amount is determined, and based on the correction amount, the corrected standard injection parameters are determined.

[0065] In one embodiment, Figure 3 This is a hardware structure diagram of a combined fuel engine control system, including a control module, a first storage module, a second storage module, a drive module, and a bus. The control module calculates the control parameters of the combined fuel injectors, including natural gas and diesel injection parameters. The first storage module stores the injection parameters of the combined fuel injectors before aging correction. The second storage module stores the injection parameters of the combined fuel injectors after aging correction. The drive module drives the opening and closing of the combined fuel injector solenoid valves according to the injection parameters. The bus connects the control module, the first storage module, the second storage module, and the drive module. The bus can be a data bus, a control bus, etc.; for simplicity, only one bus is shown in this example.

[0066] Specifically, when the engine speed and emissions are within the threshold range, the aging-corrected injection ratio is considered to meet the requirements. At this point, the aging correction ends, and the corrected standard injection parameters are stored in the terminal's first memory. If the engine speed is outside the threshold range, the standard injection parameters are corrected again. When storing the corrected standard injection parameters in the terminal's first storage module, the time of storage is recorded, and the engine is checked according to a preset cycle to determine if it meets the correction conditions. If the engine does not meet the correction conditions, the engine is controlled according to the latest standard injection parameters; if the engine meets the correction conditions, the standard injection parameters are corrected again, and the engine is controlled according to the corrected standard injection parameters. The preset cycle can be a fixed duration such as one week, one month, or six months.

[0067] Specifically, the terminal acquires the vehicle's driving parameters. If the terminal determines that the vehicle's engine meets the correction conditions based on the vehicle's driving parameters or other parameters, the terminal determines the performance prediction parameters used to characterize the engine performance based on the vehicle's driving parameters. Based on the difference between the performance prediction parameters and the engine performance corresponding to the standard injection parameters, the terminal determines the correction amount. Based on the correction amount, the standard injection parameters are corrected to obtain the corrected standard injection parameters. The corrected standard injection parameters are stored in the terminal's first storage module. The terminal retrieves the corrected standard injection parameters from the terminal's first storage module.

[0068] Step 204: Control the engine based on the corrected standard injection parameters.

[0069] Taking a combined fuel engine with diesel and natural gas as an example, the engine control refers to driving and controlling the solenoid valves that control natural gas injection and diesel injection according to the modified injection pulse width.

[0070] Specifically, the terminal controls the opening of the injectors for each type of fuel according to the corrected injection pulse width of each type of fuel in the corrected standard injection parameters. Based on parameters such as injection time, number of injections, and injection angle in the corrected standard injection parameters, the terminal controls the injection state of the injectors, thereby adjusting the fuel distribution ratio so that the engine is in the optimal working state.

[0071] In one embodiment, Figure 4 This is a layout diagram of a combined fuel engine vehicle. The vehicle and sensor data storage and acquisition module R11 is used to collect and store vehicle and engine sensor data such as vehicle usage time, vehicle mileage, engine speed, and coolant temperature.

[0072] The engine controller R12 possesses high-speed computing and driving capabilities. Using data from the vehicle and sensor data storage and acquisition module R11, the engine controller R12 calculates the data using its internal control algorithm and outputs control signals. These control signals drive the diesel injection solenoid valve R14 and the natural gas injection solenoid valve R24 in the combined fuel injector R16. R17 is the cylinder; the diesel injection solenoid valve R14 controls diesel injection, and the natural gas injection solenoid valve R24 controls natural gas injection. Both valves receive injection timing, fuel injection timing, injection pulse width, and fuel injection pulse width signals from the engine controller R12. The injection timing and fuel injection timing determine the start phase of the injection, while the injection pulse width and fuel injection pulse width determine the injection quantity.

[0073] The combined fuel injector R16 is installed on top of the cylinder as an integrated injector. The combined fuel injector R16 is not limited to an integrated injector; it can be divided into two injectors: one for diesel and one for natural gas.

[0074] Pressure control valve R18 and inlet metering valve R15 are used to control the pressure within the high-pressure diesel rail R13, while high-pressure pump R14 is used to draw diesel fuel into the high-pressure diesel rail R13. The high-pressure diesel rail R13 serves as the high-pressure diesel injection source for the combined fuel injector R16, providing the necessary high pressure for high-pressure diesel injection.

[0075] Natural gas pump (LNG pump) R22 draws natural gas (LNG) R21 to high-pressure natural gas rail R23. High-pressure natural gas rail R23 serves as the high-pressure natural gas injection source for combined fuel injector R16, providing the necessary high pressure for high-pressure diesel injection.

[0076] The control method for a combined-fuel engine according to the embodiments of this application is applicable to the aging correction of integrated combined-fuel injectors, and is also applicable to the aging correction of separate injectors. It can be extended to injection correction for injectors of different fuels. Figure 4 As can be seen, the control method of the combined fuel engine in this application embodiment requires little modification to the original engine body, does not add sensors and actuators, has a simple system, low cost, can correct standard injection parameters online, and has strong scalability.

[0077] In the aforementioned control method for a combined fuel engine, when the vehicle's engine meets the correction conditions, the corrected standard injection parameters are determined based on the vehicle's driving parameters and the standard injection parameters under preset operating conditions. Based on these corrected standard injection parameters, the engine is controlled, thereby adjusting the fuel distribution ratio to ensure the engine operates at its optimal state. This method predicts the engine performance of the combined fuel injector using vehicle driving parameters and determines the corrected standard injection parameters based on these parameters and the standard injection parameters under preset operating conditions. This allows for online correction of the fuel distribution ratio in conjunction with the vehicle driving parameters, reducing the impact of changes in the fuel distribution ratio caused by the aging of the combined fuel injector on engine performance, thus ensuring the engine operates at its optimal state and improving engine performance.

[0078] In one embodiment, the process of determining the modified standard injection parameters includes the following:

[0079] 1. Determine the aging coefficient of the injector based on the vehicle's driving parameters.

[0080] Vehicle operating parameters include vehicle usage time and mileage. The aging coefficient refers to the degree of aging of the injector. Practical application shows that the higher the vehicle operating parameters, the higher the injector aging coefficient. For example, the longer the vehicle's usage time, the higher the injector aging coefficient; the greater the vehicle's mileage, the higher the injector aging coefficient. Therefore, there is a mapping relationship between vehicle operating parameters and the injector aging coefficient. This mapping relationship can be obtained by fitting a large number of empirical values ​​or by training a computational model.

[0081] Specifically, the terminal acquires a large amount of test data, including vehicle mileage and the corresponding aging coefficient of the injectors. By fitting the test data, the relationship between vehicle mileage and the aging coefficient of the injectors can be obtained. Alternatively, the terminal trains a calculation model based on the test data, and uses the trained model to determine the aging coefficient of the injectors based on the input vehicle mileage parameters.

[0082] In some embodiments, determining the aging coefficient of the injector specifically includes the following steps:

[0083] The vehicle's driving parameters are input into a pre-trained calculation model. The model then determines the aging coefficient based on the mapping relationship between the vehicle's driving parameters and the degree of aging.

[0084] In this embodiment, a computational model is trained using experimental data, which includes vehicle driving parameters and the aging coefficient of the injectors corresponding to the vehicle driving parameters. The trained computational model can determine the corresponding aging system based on the input vehicle driving parameters.

[0085] Specifically, the terminal analyzes and fits test data of combined fuel injectors with different aging levels, and trains an aging coefficient estimation model to estimate the aging level of the combined fuel injectors. The vehicle usage time and / or vehicle mileage are used as inputs to the aging coefficient estimation model, and the aging coefficient of the combined fuel injectors is estimated through the aging coefficient estimation model.

[0086] 2. Based on the aging coefficient and the standard injection parameters under preset working conditions, determine the corrected standard injection parameters.

[0087] The preset operating conditions include start-up, idling, and warm-up conditions.

[0088] In some embodiments, the corrected standard injection parameters are determined based on the aging coefficient and the standard injection parameters under preset operating conditions, specifically including the following steps:

[0089] Based on the aging coefficient and standard injection parameters, determine the correction amount for the standard injection parameters; based on the correction amount and standard injection parameters, determine the corrected standard injection parameters.

[0090] The correction amount refers to the amount of injection pulse width correction required for the current engine performance to reach the engine performance corresponding to the standard injection parameters.

[0091] Specifically, the terminal can use the product of the aging coefficient and the injection pulse width in the standard injection parameters under preset operating conditions as a correction amount, and the sum of the correction amount and the injection pulse width in the standard injection parameters under preset operating conditions as the corrected standard injection parameters.

[0092] Alternatively, the terminal determines the correction amount corresponding to the aging coefficient based on the mapping relationship between the aging coefficient and the correction amount, and uses the sum of the correction amount and the injection pulse width in the standard injection parameters under the preset working conditions as the corrected standard injection parameters.

[0093] In this embodiment, the aging coefficient of the injector is obtained based on the vehicle driving parameters, the correction amount is determined based on the aging coefficient, and the corrected standard injection parameters are determined based on the correction amount and the standard injection parameters. The above method determines the corrected standard injection parameters based on the aging coefficient, which can reduce the impact of the engine performance reduction caused by the change in fuel distribution ratio due to the aging of the combined fuel injector, so that the engine is in the optimal working state and the engine performance is improved.

[0094] In one embodiment, such as Figure 5 As shown, in order to accurately determine whether the vehicle's engine meets the correction conditions, the control method for the combined fuel engine in this embodiment further includes the following steps:

[0095] Step 502: Determine aging information based on engine parameters; aging information is used to indicate whether the engine meets the conditions for calculating the aging coefficient.

[0096] Engine parameters refer to parameters that characterize engine performance. For example, engine parameters include vehicle driving parameters and engine emission parameters. Vehicle driving parameters can be used to characterize the engine's service life; engine emission parameters characterize engine performance, such as engine speed, carbon emissions, or nitrogen emissions.

[0097] Aging information is used to indicate whether the engine meets the conditions for calculating the aging factor. Aging information includes whether the engine is aged or not. Engine aging indicates that the engine meets the conditions for calculating the aging factor; engine not aging indicates that the engine does not meet the conditions for calculating the aging factor.

[0098] Specifically, the terminal combines engine parameters to assess the aging degree of the vehicle engine, and determines aging information based on the aging degree of the engine.

[0099] Step 504: Determine the aging coefficient if the aging information indicates that the engine meets the conditions for calculating the aging coefficient.

[0100] Specifically, when aging information is used to indicate that the engine meets the conditions for calculating the aging coefficient, the terminal determines the aging coefficient of the injector based on the relationship between the vehicle driving parameters and the aging coefficient of the injector; or, the terminal trains a calculation model and uses the trained calculation model to determine the aging coefficient of the injector based on the input vehicle driving parameters.

[0101] Step 506: Based on the aging coefficient and the preset aging coefficient threshold, determine the correction information; the correction information is used to indicate whether the engine meets the correction conditions.

[0102] The preset aging coefficient threshold includes a minimum aging coefficient and a maximum aging coefficient; the minimum aging coefficient represents the minimum degree of aging of the engine, and the maximum aging coefficient represents the maximum degree of aging of the engine. In this embodiment, the aging coefficient is denoted as K, the minimum aging coefficient is denoted as K1, and the maximum aging coefficient is denoted as K2.

[0103] The correction information includes two types: information that requires correction and information that does not require correction. If the correction information indicates that correction is required, it is used to indicate that the engine meets the correction conditions; if the correction information indicates that correction is not required, it is used to indicate that the engine does not meet the correction conditions.

[0104] In some embodiments, correction information is determined based on the aging coefficient and a preset aging coefficient threshold, including:

[0105] When the aging coefficient is less than or equal to the minimum aging coefficient, or greater than or equal to the maximum aging coefficient, a correction parameter is determined to indicate that the engine does not meet the correction conditions; when the aging coefficient is greater than the minimum aging coefficient but less than the maximum aging coefficient, a correction parameter is determined to indicate that the engine meets the correction conditions.

[0106] In this case, an aging coefficient less than or equal to the minimum aging coefficient indicates a low degree of engine aging. The original standard injection parameters are sufficient to meet application requirements, and no correction of the standard injection parameters is needed. An aging coefficient greater than or equal to the maximum aging coefficient indicates severe engine aging. In this case, the engine can no longer function properly, and there is no need to correct the standard injection parameters; an aging warning is required. Both of these situations fall under the category of standard injection parameters that do not require correction, i.e., when the aging coefficient K ≤ K1 or K ≥ K2, the engine does not meet the correction conditions.

[0107] An aging coefficient greater than its minimum value and less than its maximum value indicates that engine performance has decreased due to injector aging. The original standard injection parameters are insufficient to meet application requirements, necessitating correction of the standard injection parameters to optimize engine performance. Specifically, the correction condition is met when K1 < aging coefficient K < K2. In this embodiment, since engine emission parameters under idling conditions are more readily available than under other conditions, aging correction calculations are performed under idling conditions. Specifically: when the aging coefficient is greater than its minimum value and less than its maximum value, a request is made to enter the engine idling condition for combined fuel injector aging correction calculations; after the engine enters idling conditions, fuel distribution correction calculations are performed. If the engine is not currently in idling conditions, the engine condition request is re-entered.

[0108] Specifically, the terminal compares the aging coefficient with the minimum and maximum values ​​of the aging coefficient. If the aging coefficient is less than or equal to the minimum value or greater than or equal to the maximum value, the engine is determined not to meet the correction conditions. If the aging coefficient is greater than the minimum value but less than the maximum value, the engine is determined to meet the correction conditions.

[0109] In this embodiment, aging information is determined based on engine parameters. If the aging information indicates that the engine meets the conditions for calculating the aging coefficient, the aging coefficient is determined. Further, correction information is determined based on the aging coefficient and a preset aging coefficient threshold. If the correction information indicates that the engine meets the correction conditions, the standard injection parameters are corrected. This method determines whether the engine meets the correction conditions based on both aging information and correction information, thus accurately determining whether the vehicle's engine meets the correction conditions and reducing the problem of inaccurate judgments leading to frequent corrections of standard injection parameters.

[0110] In one embodiment, such as Figure 6 As shown, based on engine parameters, aging information is determined, including the following steps:

[0111] When the vehicle's driving parameters are greater than or equal to a preset driving parameter threshold, aging information is determined to indicate that the engine meets the conditions for calculating the aging coefficient; when the vehicle's driving parameters are less than the preset driving parameter threshold, aging information is determined to indicate that the engine does not meet the conditions for calculating the aging coefficient.

[0112] In this embodiment, engine parameters include vehicle driving parameters, which are used to reflect the vehicle's usage status. For example, vehicle driving parameters include vehicle usage time, vehicle mileage, and other parameters.

[0113] Specifically, such as Figure 6 As shown, the terminal acquires the vehicle's driving parameters. If the vehicle's driving parameters are less than a preset driving parameter threshold, aging information is determined to indicate that the engine does not meet the conditions for calculating the aging coefficient, and the terminal does not need to correct the standard injection parameters. If the vehicle's driving parameters are greater than or equal to the preset driving parameter threshold, aging information is determined to indicate that the engine meets the conditions for calculating the aging coefficient. Then, the terminal determines the aging coefficient K. When the aging coefficient K satisfies the condition that the minimum aging coefficient K1 < the maximum aging coefficient K2, correction information is determined to indicate that the engine meets the correction conditions. Based on the aging coefficient and the standard injection parameters under preset operating conditions, the terminal determines the corrected standard injection parameters.

[0114] In this embodiment, aging information is determined from the dimension of vehicle driving parameters to indicate whether the engine meets the conditions for calculating the aging coefficient, and then the step of determining correction information is performed. Based on vehicle driving parameters, the accuracy of judging whether the engine meets the correction conditions can be improved.

[0115] In one embodiment, such as Figure 7 As shown, based on engine parameters, aging information is determined, including the following steps:

[0116] When the engine's emission parameters are greater than or equal to a preset emission parameter threshold, correction information is determined to indicate that the engine meets the conditions for calculating the aging coefficient; when the engine's emission parameters are less than the preset emission parameter threshold, aging information is determined to indicate that the engine does not meet the conditions for calculating the aging coefficient.

[0117] Engine emission parameters characterize engine performance. These parameters include engine speed, carbon emissions, and nitrogen emissions. When engine emission parameters are greater than or equal to preset emission thresholds, engine performance is considered poor, requiring adjustment of standard injection parameters. Conversely, when emission parameters are less than preset thresholds, engine performance is considered good, and no adjustment of standard injection parameters is necessary.

[0118] Specifically, such as Figure 7 As shown, the terminal acquires the engine's emission parameters. If the engine's emission parameters are less than a preset emission parameter threshold, aging information is determined to indicate that the engine does not meet the conditions for calculating the aging coefficient, and the terminal does not need to correct the standard injection parameters. If the engine's emission parameters are greater than or equal to the preset emission parameter threshold, aging information is determined to indicate that the engine meets the conditions for calculating the aging coefficient. Then, the terminal determines the aging coefficient K. When the aging coefficient K satisfies the condition that the minimum aging coefficient K1 < the maximum aging coefficient K2, correction information is determined to indicate that the engine meets the correction conditions. Based on the aging coefficient and the standard injection parameters under preset operating conditions, the terminal determines the corrected standard injection parameters.

[0119] In this embodiment, aging information is determined from the dimension of engine emission parameters to indicate whether the engine meets the conditions for calculating the aging coefficient, and then the step of determining correction information is performed. This can improve the accuracy of judging whether the engine meets the correction conditions based on the engine emission parameters.

[0120] In one embodiment, such as Figure 8 As shown, based on engine parameters, aging information is determined, including the following steps:

[0121] When the vehicle driving parameters of the vehicle where the engine is located are greater than or equal to a preset driving parameter threshold, and the engine emission parameters are greater than or equal to a preset emission parameter threshold, the aging information is determined to indicate that the engine meets the conditions for calculating the aging coefficient.

[0122] When the vehicle's driving parameters are less than a preset driving parameter threshold, and / or the engine's emission parameters are less than a preset emission parameter threshold, aging information is determined to indicate that the engine does not meet the conditions for calculating the aging coefficient.

[0123] Engine parameters include vehicle driving parameters, which reflect the vehicle's usage status. For example, vehicle driving parameters include vehicle usage time and vehicle mileage.

[0124] Engine emission parameters characterize engine performance. For example, emission parameters include engine speed, carbon emissions, and nitrogen emissions. When engine emission parameters are greater than or equal to preset emission thresholds, engine performance is considered poor, requiring adjustment of standard injection parameters; conversely, when emission parameters are less than preset thresholds, engine performance is considered good, and no adjustment of standard injection parameters is necessary.

[0125] Specifically, such as Figure 8 As shown, the terminal acquires the vehicle's driving parameters. If the driving parameters are less than a preset threshold, aging information is determined to indicate that the engine does not meet the conditions for calculating the aging coefficient, and the terminal does not need to correct the standard injection parameters. If the driving parameters are greater than or equal to the preset threshold, the terminal acquires the engine's emission parameters. If the emission parameters are less than the preset threshold, aging information is determined to indicate that the engine does not meet the conditions for calculating the aging coefficient, and the terminal does not need to correct the standard injection parameters. If the emission parameters are greater than or equal to the preset threshold, aging information is determined to indicate that the engine meets the conditions for calculating the aging coefficient. Then, the terminal determines the aging coefficient K. When the aging coefficient K satisfies the condition that the minimum aging coefficient K1 < aging coefficient K < maximum aging coefficient K2, correction information is determined to indicate that the engine meets the correction conditions. Based on the aging coefficient and the standard injection parameters under preset operating conditions, the terminal determines the corrected standard injection parameters.

[0126] In this embodiment, aging information is determined from the dimensions of vehicle driving parameters and engine emission parameters to indicate whether the engine meets the conditions for calculating the aging coefficient, and then the step of determining correction information is performed. This can improve the accuracy of judging whether the engine meets the correction conditions based on vehicle driving parameters and engine emission parameters.

[0127] In one embodiment, this embodiment provides detailed steps of a control method for a combined fuel engine, specifically including the following steps:

[0128] 1. Obtain the vehicle driving parameters and engine emission parameters of the vehicle where the engine is located.

[0129] 2. When the vehicle driving parameters of the vehicle where the engine is located are greater than or equal to the preset driving parameter threshold, the aging information is determined to indicate that the engine meets the conditions for calculating the aging coefficient.

[0130] Alternatively, if the engine's emission parameters are greater than or equal to a preset emission parameter threshold, correction information is determined to indicate that the engine meets the conditions for calculating the aging coefficient.

[0131] Alternatively, if the vehicle driving parameters of the vehicle where the engine is located are greater than or equal to a preset driving parameter threshold, and the engine emission parameters are greater than or equal to a preset emission parameter threshold, the aging information is determined to indicate that the engine meets the conditions for calculating the aging coefficient.

[0132] Third, when the aging information is used to indicate that the engine meets the conditions for calculating the aging coefficient, the vehicle driving parameters of the vehicle where the engine is located are input into the pre-trained calculation model. The aging coefficient is determined by the calculation model based on the mapping relationship between the vehicle driving parameters and the degree of aging.

[0133] IV. Based on the aging coefficient and the preset aging coefficient threshold, determine the correction information; the correction information is used to indicate whether the engine meets the correction conditions.

[0134] 5. If the vehicle's engine meets the correction conditions, determine the correction amount for the standard injection parameters based on the aging coefficient and standard injection parameters.

[0135] VI. Based on the correction amount and standard injection parameters, determine the corrected standard injection parameters.

[0136] 7. Control the engine based on the corrected standard injection parameters.

[0137] In this embodiment, a multi-level judgment logic is used to determine whether the engine meets the conditions for calculating the aging coefficient. The conditions for calculating the aging coefficient and the correction conditions are used as the benchmark for determining whether the engine needs correction, thereby improving the judgment accuracy and avoiding the problem of frequent correction of standard injection parameters due to inaccurate judgment. The corrected standard injection parameters are determined based on vehicle driving parameters and standard injection parameters under preset operating conditions. The fuel distribution ratio can be corrected online in combination with vehicle driving parameters, reducing the impact of changes in fuel distribution ratio caused by the aging of the combined fuel injectors, which reduces the engine performance, keeps the engine in the optimal working state, and improves engine performance.

[0138] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0139] Based on the same inventive concept, this application also provides a control device for a combined fuel engine to implement the control method for the combined fuel engine described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations in one or more embodiments of the control device for a combined fuel engine provided below can be found in the limitations of the control method for the combined fuel engine described above, and will not be repeated here.

[0140] In one embodiment, such as Figure 9 As shown, a control device for a combined fuel engine is provided, comprising: a correction module 901 and a control module 902, wherein:

[0141] The correction module 901 is used to obtain the corrected standard injection parameters when the vehicle's engine meets the correction conditions; wherein the corrected standard injection parameters are determined based on the vehicle's driving parameters and the standard injection parameters under preset operating conditions.

[0142] Control module 902 is used to control the engine based on the corrected standard injection parameters.

[0143] In one embodiment, the correction module 901 is further configured to determine the aging coefficient of the injector based on the vehicle driving parameters; and to determine the corrected standard injection parameters based on the aging coefficient and the standard injection parameters under preset operating conditions.

[0144] In one embodiment, the correction module 901 is further configured to input the vehicle driving parameters of the vehicle where the engine is located into a pre-trained calculation model, and determine the aging coefficient through the calculation model based on the mapping relationship between the vehicle driving parameters and the degree of aging.

[0145] In one embodiment, the correction module 901 is further configured to determine the correction amount of the standard injection parameters based on the aging coefficient and the standard injection parameters; and to determine the corrected standard injection parameters based on the correction amount and the standard injection parameters.

[0146] In one embodiment, the correction module 901 is further configured to determine aging information based on engine parameters; the aging information is used to indicate whether the engine meets the conditions for calculating the aging coefficient; if the aging information indicates that the engine meets the conditions for calculating the aging coefficient, the aging coefficient is determined; correction information is determined based on the aging coefficient and a preset aging coefficient threshold; the correction information is used to indicate whether the engine meets the correction conditions.

[0147] In one embodiment, the engine parameters include vehicle driving parameters; the correction module 901 is further configured to determine aging information to indicate that the engine meets the conditions for calculating the aging coefficient when the vehicle driving parameters of the vehicle where the engine is located are greater than or equal to a preset driving parameter threshold; and to determine aging information to indicate that the engine does not meet the conditions for calculating the aging coefficient when the vehicle driving parameters of the vehicle where the engine is located are less than the preset driving parameter threshold.

[0148] In one embodiment, the engine parameters include the engine's emission parameters. The correction module 901 is further configured to determine correction information to indicate that the engine meets the conditions for calculating the aging coefficient when the engine's emission parameters are greater than or equal to a preset emission parameter threshold; and to determine aging information to indicate that the engine does not meet the conditions for calculating the aging coefficient when the engine's emission parameters are less than the preset emission parameter threshold.

[0149] In one embodiment, the engine parameters include the vehicle driving parameters of the vehicle in which the engine is located and the engine emission parameters; the correction module 901 is further configured to determine aging information to indicate that the engine meets the conditions for calculating the aging coefficient when the vehicle driving parameters of the vehicle in which the engine is located are greater than or equal to a preset driving parameter threshold and the engine emission parameters are greater than or equal to a preset emission parameter threshold; and to determine aging information to indicate that the engine does not meet the conditions for calculating the aging coefficient when the vehicle driving parameters of the vehicle in which the engine is located are less than a preset driving parameter threshold and / or the engine emission parameters are less than a preset emission parameter threshold.

[0150] In one embodiment, the preset aging coefficient threshold includes a minimum aging coefficient and a maximum aging coefficient. The correction module 901 is further configured to determine a correction parameter to indicate that the engine does not meet the correction conditions when the aging coefficient is less than or equal to the minimum aging coefficient or greater than or equal to the maximum aging coefficient; and to determine a correction parameter to indicate that the engine meets the correction conditions when the aging coefficient is greater than the minimum aging coefficient and less than the maximum aging coefficient.

[0151] The various modules in the control device of the aforementioned combined fuel engine can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the operations corresponding to each module.

[0152] In one embodiment, a computer device is provided, which may be a terminal, and its internal structure diagram may be as follows: Figure 10 As shown, the computer device includes a processor, memory, input / output interface, communication interface, display unit, and input device. The processor, memory, and input / output interface are connected via a system bus, and the communication interface, display unit, and input device are also connected to the system bus via the input / output interface. The processor provides computing and control capabilities. The memory includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs stored in the non-volatile storage medium. The input / output interface is used for exchanging information between the processor and external devices. The communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, NFC (Near Field Communication), or other technologies. When the computer program is executed by the processor, it implements a control method for a combined fuel engine. The display unit of the computer device is used to form a visually visible image. It can be a display screen, a projection device, or a virtual reality imaging device. The display screen can be an LCD screen or an e-ink screen. The input device of the computer device can be a touch layer covering the display screen, or buttons, trackballs, or touchpads set on the casing of the computer device, or external keyboards, touchpads, or mice, etc.

[0153] Those skilled in the art will understand that Figure 10 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0154] In one embodiment, a computer device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps in the above-described method embodiments.

[0155] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps in the above method embodiments.

[0156] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps in the above method embodiments.

[0157] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data shall comply with the relevant laws, regulations and standards of the relevant countries and regions.

[0158] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, etc., and are not limited to these.

[0159] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0160] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A control method for a combined fuel engine, characterized in that, The method includes: Based on engine parameters, aging information is determined; the aging information is used to indicate whether the engine meets the conditions for calculating the aging coefficient. The aging coefficient is determined when the aging information indicates that the engine meets the conditions for calculating the aging coefficient. Based on the aging coefficient and a preset aging coefficient threshold, correction information is determined; the correction information is used to indicate whether the engine meets the correction conditions. When the vehicle's engine meets the correction conditions, the corrected standard injection parameters are obtained; wherein the corrected standard injection parameters are determined based on the vehicle's driving parameters and the standard injection parameters under preset operating conditions. The engine is controlled based on the corrected standard injection parameters.

2. The method according to claim 1, characterized in that, The process of determining the corrected standard injection parameters includes: The aging coefficient of the injector is determined based on the vehicle driving parameters. Based on the aging coefficient and the standard injection parameters under the preset operating conditions, the corrected standard injection parameters are determined.

3. The method according to claim 2, characterized in that, Determining the aging coefficient of the injector includes: The vehicle driving parameters of the vehicle where the engine is located are input into a pre-trained calculation model. The calculation model determines the aging coefficient based on the mapping relationship between the vehicle driving parameters and the degree of aging.

4. The method according to claim 2, characterized in that, The step of determining the corrected standard injection parameters based on the aging coefficient and the standard injection parameters includes: Based on the aging coefficient and the standard injection parameters, determine the correction amount for the standard injection parameters; Based on the correction amount and the standard injection parameters, the corrected standard injection parameters are determined.

5. The method according to claim 1, characterized in that, The engine parameters include the vehicle driving parameters; determining aging information based on the engine parameters includes: When the vehicle driving parameters of the vehicle in which the engine is located are greater than or equal to a preset driving parameter threshold, the aging information is determined to indicate that the engine meets the conditions for calculating the aging coefficient. If the vehicle's driving parameters are less than a preset driving parameter threshold, the aging information is used to indicate that the engine does not meet the conditions for calculating the aging coefficient.

6. The method according to claim 1, characterized in that, The engine parameters include the engine's emission parameters, and determining aging information based on the engine parameters includes: If the engine's emission parameters are greater than or equal to a preset emission parameter threshold, the correction information is used to indicate that the engine meets the conditions for calculating the aging coefficient. If the engine's emission parameters are less than a preset emission parameter threshold, the aging information is used to indicate that the engine does not meet the conditions for calculating the aging coefficient.

7. The method according to claim 1, characterized in that, The engine parameters include the vehicle driving parameters of the vehicle in which the engine is located and the engine's emission parameters; determining aging information based on the engine parameters includes: If the vehicle driving parameters of the vehicle where the engine is located are greater than or equal to a preset driving parameter threshold, and the engine emission parameters are greater than or equal to a preset emission parameter threshold, the aging information is determined to indicate that the engine meets the conditions for calculating the aging coefficient. If the vehicle's driving parameters are less than a preset driving parameter threshold, and / or the engine's emission parameters are less than a preset emission parameter threshold, the aging information is determined to indicate that the engine does not meet the conditions for calculating the aging coefficient.

8. The method according to claim 1, characterized in that, The preset aging coefficient threshold includes a minimum aging coefficient and a maximum aging coefficient. The step of determining correction information based on the aging coefficient and the preset aging coefficient threshold includes: If the aging coefficient is less than or equal to the minimum value of the aging coefficient, or if the aging coefficient is greater than or equal to the maximum value of the aging coefficient, the correction information is determined to indicate that the engine does not meet the correction conditions. If the aging coefficient is greater than the minimum aging coefficient and less than the maximum aging coefficient, the correction information is determined to indicate that the engine meets the correction conditions.

9. A control device for a combined fuel engine, characterized in that, The device includes: The correction module is used to obtain the corrected standard injection parameters when the vehicle's engine meets the correction conditions; wherein the corrected standard injection parameters are determined based on the vehicle's driving parameters and the standard injection parameters under preset operating conditions. The control module is used to control the engine based on the corrected standard injection parameters; The correction module is further configured to determine aging information based on engine parameters; the aging information is used to indicate whether the engine meets the conditions for calculating the aging coefficient; when the aging information indicates that the engine meets the conditions for calculating the aging coefficient, an aging coefficient is determined; correction information is determined based on the aging coefficient and a preset aging coefficient threshold; the correction information is used to indicate whether the engine meets the correction conditions.

10. The control device for a combined fuel engine according to claim 9, characterized in that, The engine parameters include the vehicle driving parameters; the correction module is used to determine the aging information to indicate that the engine meets the conditions for calculating the aging coefficient when the vehicle driving parameters of the vehicle where the engine is located are greater than or equal to a preset driving parameter threshold. If the vehicle's driving parameters are less than a preset driving parameter threshold, the aging information is used to indicate that the engine does not meet the conditions for calculating the aging coefficient.

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