Control method for gas pressure of dual-fuel engine, electronic equipment and storage medium

Abstract

The invention provides a control method for gas pressure of a dual-fuel engine, relates to the technical field of dual-fuel engines, and is applied to the dual-fuel engine which comprises a diesel system and a natural gas system. The natural gas system comprises a natural gas booster pump, a natural gas filter, a high-pressure gas buffer tank and a natural gas rail; the control method for the gas pressure of the dual-fuel engine comprises the steps that the working condition of the dual-fuel engine is obtained; and the natural gas booster pump and the flow metering valve are controlled according to the rotating speed of the engine, the pressure value in the high-pressure gas buffer tank and the pressure value in the natural gas rail under the starting state, the load increasing working condition and the load reducing working condition of the dual-fuel engine. Coupling of the fuel oil rail pressure and the fuel gas rail pressure is relieved; and the natural gas set pressure is subjected to partition control, so that natural gas pressure fluctuation is reduced, the adjustment difficulty is reduced, a gas pressure control module is omitted, and the system cost is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of dual-fuel engines, and in particular to a method for controlling the fuel gas pressure of a dual-fuel engine, an electronic device and a storage medium. Background Art

[0002] The HPDI engine is a diesel-gas dual-fuel engine ignited by diesel. The engine includes two supply systems for diesel and natural gas. The diesel supply system has similar components to that of a diesel engine, and is mainly composed of a high-pressure oil pump, a common rail pipe, and an injector; the natural gas supply system includes a gas pressure regulating module, a common rail pipe, and an injector. Among them, the gas pressure regulating module is a mechanical pressure regulating device that adjusts the gas rail pressure according to the fuel rail pressure, so that the adjusted gas rail pressure is always lower than the fuel rail pressure. However, when using the gas pressure regulating module for pressure regulation, the fuel rail pressure and the gas rail pressure cannot be decoupled. The fuel rail pressure and the gas rail pressure are coupled, and the fuel pressure cannot be increased independently. The fuel pressure is low and the combustion is poor, resulting in low thermal efficiency and high smoke. Summary of the invention

[0003] The present application provides a dual-fuel engine fuel gas pressure control method, electronic equipment and storage medium to at least solve one technical problem existing in the related art.

[0004] According to one aspect of an embodiment of the present application, a method for controlling the fuel gas pressure of a dual-fuel engine is provided, which is applied to a dual-fuel engine including a diesel system and a natural gas system. The method for controlling the fuel gas pressure of the dual-fuel engine includes:

[0005] Setting a plurality of natural gas rail pressure setting regions according to the engine torque, wherein the plurality of natural gas rail pressure setting regions respectively correspond to a plurality of natural gas rail pressure target values;

[0006] Obtain engine operating status and engine torque;

[0007] The natural gas system is controlled according to the engine operating state, the engine torque, and the natural gas rail pressure target value.

[0008] As an optional implementation, the natural gas system includes a natural gas booster pump, a natural gas filter, a high-pressure gas buffer tank and a natural gas rail; the engine operating state includes: a start state, a load increase state and a load reduction state; controlling the natural gas system according to the engine operating state, the engine torque and the natural gas rail pressure target value includes: obtaining a pressure value in a high-pressure gas buffer tank and a pressure value in a natural gas rail; controlling the natural gas booster pump and the flow metering valve according to the engine operating state, the engine torque, the natural gas rail pressure target value, the pressure value in the high-pressure gas buffer tank and the natural gas rail pressure value.

[0009] As an optional implementation, when the fuel engine is in a starting state: the first natural gas rail pressure target value is determined according to the engine torque; whether the pressure value in the high-pressure gas buffer tank is greater than the first natural gas rail pressure target value is determined; if the pressure value in the high-pressure gas buffer tank is greater than the first natural gas rail pressure target value, whether the difference between the natural gas rail pressure value and the first natural gas rail pressure target value is less than a first preset difference is determined; if the difference between the natural gas rail pressure value and the first natural gas rail pressure target value is less than the first preset difference, the natural gas booster pump is started, and the flow metering valve is controlled to be fully opened.

[0010] As an optional implementation, if the pressure value in the high-pressure gas buffer tank is less than the first natural gas rail pressure target value, the diesel system is controlled to start and the natural gas boost pump is started.

[0011] As an optional implementation, when the fuel engine is in the increased load state: the second natural gas rail pressure target value is determined according to the engine torque; it is determined whether the pressure value in the high-pressure gas buffer tank is greater than the second natural gas rail pressure target value; if the pressure value in the high-pressure gas buffer tank is greater than the second natural gas rail pressure target value, it is determined whether the difference between the natural gas rail pressure value and the second natural gas rail pressure target value is less than a second preset difference; if the difference between the natural gas rail pressure value and the second natural gas rail pressure target value is less than the second preset difference, the natural gas booster pump is started, and the flow metering valve is controlled to be fully opened.

[0012] As an optional implementation, if the pressure value in the high-pressure gas buffer tank is less than the second natural gas rail pressure target value, the natural gas booster pump is controlled to start, and the natural gas inflow / outflow in the high-pressure gas buffer tank is made 0 by controlling the flow metering valve, so that all the natural gas output by the natural gas booster pump enters the natural gas rail through the pipeline until the natural gas rail pressure reaches the second natural gas rail pressure target value.

[0013] As an optional implementation, after all the natural gas output by the natural gas booster pump enters the natural gas rail through the pipeline until the natural gas rail pressure reaches the second natural gas rail pressure target value, it also includes: controlling the natural gas booster pump to work continuously, and controlling the natural gas inflow into the high-pressure gas buffer tank by controlling the flow metering valve to open.

[0014] As an optional implementation, when the fuel engine is in a load reduction state: determining the third natural gas rail pressure target value according to the engine torque; judging whether the difference between the natural gas rail pressure value and the third natural gas rail pressure target value is less than a third preset difference; if the difference between the natural gas rail pressure value and the third natural gas rail pressure target value is less than the third preset difference, starting the natural gas boosting pump and controlling the flow metering valve to be fully opened.

[0015] On the other hand, the present application discloses an electronic device, including a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other through the communication bus, and the memory is used to store a computer program; the processor is used to execute the steps of the dual-fuel engine gas pressure control method by running the computer program stored in the memory.

[0016] In another aspect of the present application, a computer-readable storage medium is disclosed, wherein the storage medium stores a computer program, wherein the computer program is configured to execute the steps of the dual-fuel engine fuel gas pressure control method when running.

[0017] In an embodiment of the present application, a control method for the gas pressure of a dual-fuel engine is provided, which is applied to a dual-fuel engine, including a diesel system and a natural gas system. The control method for the gas pressure of the dual-fuel engine includes: setting a plurality of natural gas rail pressure setting areas according to the engine torque, wherein the plurality of natural gas rail pressure setting areas correspond to a plurality of natural gas rail pressure target values ​​respectively; obtaining the engine operating state and the engine torque; the engine operating state, the engine torque and the natural gas rail pressure target value control the natural gas system. By decoupling the fuel rail pressure and the gas rail pressure, the fuel pressure can be increased separately, thereby obtaining a better combustion effect, improving thermal efficiency, and reducing emissions such as smoke; the natural gas setting pressure is controlled by zones to reduce natural gas pressure fluctuations and reduce the difficulty of adjustment. In addition, the gas pressure control module is cancelled, which can reduce system costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention.

[0019] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0020] Figure 1 It is a flow chart of an optional method for controlling the fuel gas pressure of a dual-fuel engine provided according to an embodiment of the present application. DETAILED DESCRIPTION

[0021] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present application.

[0022] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0023] The HPDI engine is a diesel-gas dual-fuel engine ignited by diesel. The engine includes two supply systems for diesel and natural gas. The diesel supply system has similar components to that of a diesel engine, and is mainly composed of a high-pressure oil pump, a common rail pipe, and an injector; the natural gas supply system includes a gas pressure regulating module, a common rail pipe, and an injector. Among them, the gas pressure regulating module is a mechanical pressure regulating device that adjusts the gas rail pressure according to the fuel rail pressure, so that the adjusted gas rail pressure is always lower than the fuel rail pressure. However, when using the gas pressure regulating module for pressure regulation, the fuel rail pressure and the gas rail pressure cannot be decoupled. The fuel rail pressure and the gas rail pressure are coupled, and the fuel pressure cannot be increased independently. The fuel pressure is low and the combustion is poor, resulting in low thermal efficiency and high smoke.

[0024] When the engine is running, the diesel rail pressure is first established. The electronic control unit determines the engine's operating conditions based on the throttle signal (which can be obtained from the accelerator pedal) and the engine speed signal (which can be obtained from the phase sensor). The pumping amount of the high-pressure oil pump is controlled according to the specific operating conditions, and high-pressure diesel is established in the oil rail. The diesel pressure sensor and the electronic control unit are used to feedback and control the size of the diesel pressure so that the actual diesel pressure reaches the target value. The natural gas in the natural gas tank is pressurized by the booster pump to obtain high-pressure natural gas. The natural gas pressure sensor and the electronic control unit are used to feedback and control the size of the natural gas pressure so that the natural gas pressure reaches the target value as much as possible.

[0025] like Figure 1 As shown, an embodiment of the present application provides a method for controlling the fuel gas pressure of a dual-fuel engine, which is applied to a dual-fuel engine including a diesel system and a natural gas system. The method for controlling the fuel gas pressure of the dual-fuel engine includes:

[0026] S1 sets a plurality of natural gas rail pressure setting regions according to the engine torque, wherein the plurality of natural gas rail pressure setting regions respectively correspond to a plurality of natural gas rail pressure target values;

[0027] S2 obtains the engine operating state and engine torque;

[0028] S3 controls the natural gas system according to the engine operating state, the engine torque, and the natural gas rail pressure target value.

[0029] By decoupling the fuel rail pressure and the gas rail pressure, the fuel pressure can be increased independently, thereby obtaining a better combustion effect, improving thermal efficiency, and reducing emissions such as smoke. The natural gas set pressure is controlled by zones to reduce natural gas pressure fluctuations and ease adjustment difficulty. In addition, the gas pressure control module is eliminated to reduce system costs.

[0030] Exemplarily, three natural gas rail pressure setting areas may be set. For example, in a first torque range, the natural gas rail pressure target value is set to 180 bar; in a second torque range, the natural gas rail pressure target value is set to 240 bar; and in a third torque range, the natural gas rail pressure target value is set to 300 bar. It should be noted that when further developing the following embodiments, the contents related to the division of the natural gas rail pressure setting areas are all optional implementation methods, which are not limited in this application. The specific division method may be limited according to the selection and parameters of the specific engine.

[0031] As an optional implementation, the natural gas system includes a natural gas booster pump, a natural gas filter, a high-pressure gas buffer tank and a natural gas rail; the engine operating state includes: a start state, a load increase state and a load reduction state; controlling the natural gas system according to the engine operating state, the engine torque and the natural gas rail pressure target value includes: obtaining a pressure value in a high-pressure gas buffer tank and a pressure value in a natural gas rail; controlling the natural gas booster pump and the flow metering valve according to the engine operating state, the engine torque, the natural gas rail pressure target value, the pressure value in the high-pressure gas buffer tank and the natural gas rail pressure value.

[0032] As an optional implementation, when the fuel engine is in a starting state: the first natural gas rail pressure target value is determined according to the engine torque; whether the pressure value in the high-pressure gas buffer tank is greater than the first natural gas rail pressure target value is determined; if the pressure value in the high-pressure gas buffer tank is greater than the first natural gas rail pressure target value, whether the difference between the natural gas rail pressure value and the first natural gas rail pressure target value is less than a first preset difference is determined; if the difference between the natural gas rail pressure value and the first natural gas rail pressure target value is less than the first preset difference, the natural gas booster pump is started, and the flow metering valve is controlled to be fully opened.

[0033] As an optional implementation, if the pressure value in the high-pressure gas buffer tank is less than the first natural gas rail pressure target value, the diesel system is controlled to start and the natural gas boost pump is started.

[0034] Specifically, exemplarily, when the natural gas rail pressure setting area is divided, the torque range of the engine in the starting state can be within the first torque range. At this time, when the pressure in the buffer tank is greater than 180 bar (that is, the natural gas rail pressure target value corresponding to the first torque range, that is, the first natural gas rail pressure target value in this embodiment), the natural gas booster pump does not work, and the natural gas outflow from the high-pressure gas buffer tank is controlled by the flow metering valve, thereby controlling the pressure in the natural gas rail to reach or approach the target pressure corresponding to the first torque range. When the difference between the natural gas rail pressure value and the first natural gas rail pressure target value is less than -5 bar (that is, an example value of the first preset difference, which is not specifically limited in this application), the natural gas booster pump is started and the flow metering valve is fully opened; when the pressure P3 in the buffer tank is less than 180 bar, the engine is started in diesel mode. After starting, natural gas boosting is started and the flow metering valve is fully opened.

[0035] As an optional implementation, when the fuel engine is in the increased load state: the second natural gas rail pressure target value is determined according to the engine torque; it is determined whether the pressure value in the high-pressure gas buffer tank is greater than the second natural gas rail pressure target value; if the pressure value in the high-pressure gas buffer tank is greater than the second natural gas rail pressure target value, it is determined whether the difference between the natural gas rail pressure value and the second natural gas rail pressure target value is less than a second preset difference; if the difference between the natural gas rail pressure value and the second natural gas rail pressure target value is less than the second preset difference, the natural gas booster pump is started, and the flow metering valve is controlled to be fully opened.

[0036] As an optional implementation, if the pressure value in the high-pressure gas buffer tank is less than the second natural gas rail pressure target value, the natural gas booster pump is controlled to start, and the natural gas inflow / outflow in the high-pressure gas buffer tank is made 0 by controlling the flow metering valve, so that all the natural gas output by the natural gas booster pump enters the natural gas rail through the pipeline until the natural gas rail pressure reaches the second natural gas rail pressure target value.

[0037] As an optional implementation, after all the natural gas output by the natural gas booster pump enters the natural gas rail through the pipeline until the natural gas rail pressure reaches the second natural gas rail pressure target value, it also includes: controlling the natural gas booster pump to work continuously, and controlling the natural gas inflow into the high-pressure gas buffer tank by controlling the flow metering valve to open.

[0038] It should be understood that when the engine is in the load-increasing state, the engine torque may increase from the first torque range to the third torque range, or from the first torque range to the second torque range, or from the second torque range to the third torque range, and therefore, the corresponding second natural gas rail pressure target value is not a unique value.

[0039] If the target value of the natural gas rail pressure is from the first torque range to the second torque range, when the pressure in the buffer tank is greater than 240 bar, the natural gas booster pump does not work, and the natural gas outflow from the high-pressure fuel gas buffer tank is controlled by the flow metering valve, thereby controlling the pressure in the natural gas rail to reach or approach the target pressure in area 2. When the difference between the pressure value in the natural gas rail and the second natural gas rail pressure target value is less than -5 bar (that is, the second preset difference, which may be equal to or different from the first preset difference, and the present application does not limit this), the natural gas booster pump is started and the flow metering valve is fully opened.

[0040] When the pressure in the buffer tank is less than 240 bar, the natural gas booster pump starts working immediately, and the flow metering valve is used to control the natural gas inflow / outflow of the high-pressure gas buffer tank to 0. All the natural gas output by the natural gas booster pump enters the natural gas rail through the pipeline. After quickly increasing the pressure of the natural gas rail to 240 bar, the natural gas booster pump continues to work, and the opening ratio of the flow metering valve is used to control the natural gas inflow of the high-pressure gas buffer tank to ensure the stability of the natural gas rail pressure. When the pressure in the buffer tank is greater than 240 bar, the flow metering valve is fully opened.

[0041] Similarly, the increase of the engine torque from the first torque range to the third torque range, or from the second torque range to the third torque range can be controlled according to the above method.

[0042] As an optional implementation, when the fuel engine is in a load reduction state: determining the third natural gas rail pressure target value according to the engine torque; judging whether the difference between the natural gas rail pressure value and the third natural gas rail pressure target value is less than a third preset difference; if the difference between the natural gas rail pressure value and the third natural gas rail pressure target value is less than the third preset difference, starting the natural gas boosting pump and controlling the flow metering valve to be fully opened.

[0043] Similarly, when the engine is in the deloaded state, the engine torque may decrease from the third torque range to the second torque range, or from the second torque range to the first torque range, or from the third torque range to the first torque range, and therefore, the corresponding second natural gas rail pressure target value is not a unique value.

[0044] In addition, when the engine is stopped, the natural gas boost pump can be disabled, the flow metering valve can be used to control the natural gas inflow / outflow of the high-pressure gas buffer tank to 0, the diesel injection is stopped, the nozzle is empty of natural gas injection, the natural gas rail 6 pressure is reduced, and the engine is stopped.

[0045] On the other hand, the present application discloses an electronic device, including a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other through the communication bus, and the memory is used to store a computer program; the processor is used to execute the steps of the dual-fuel engine gas pressure control method by running the computer program stored in the memory.

[0046] In another aspect of the present application, a computer-readable storage medium is disclosed, wherein the storage medium stores a computer program, wherein the computer program is configured to execute the steps of the dual-fuel engine fuel gas pressure control method when running.

[0047] As an optional embodiment, the specific examples in this embodiment can refer to the examples described in the above embodiments, and this embodiment will not be described in detail here.

[0048] A person skilled in the art can understand that the device for implementing the above-mentioned dual-fuel engine gas pressure control method can be a terminal device, which can be a smart phone (such as an Android phone, an IOS phone, etc.), a tablet computer, a PDA, and a mobile Internet device (Mobile Internet Devices, MID), a PAD, and other terminal devices.

[0049] A person of ordinary skill in the art can understand that all or part of the steps in the various methods of the above embodiments can be completed by instructing the hardware related to the terminal device through a program, and the program can be stored in a computer-readable storage medium, which can include: a flash drive, ROM, RAM, a magnetic disk or an optical disk, etc.

[0050] The serial numbers of the above-mentioned embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0051] If the integrated units in the above embodiments are implemented in the form of software functional units and sold or used as independent products, they can be stored in the above computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for enabling one or more electronic devices (such as personal computers, servers, or network devices) to perform all or part of the steps of the methods described in the various embodiments of the present application.

[0052] In the above embodiments of the present application, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, please refer to the relevant description of other embodiments.

[0053] In the several embodiments provided in the present application, it should be understood that the disclosed client can be implemented in other ways. Among them, the device embodiments described above are only schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0054] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution provided in this embodiment.

[0055] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0056] In the above embodiments of the present application, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, please refer to the relevant description of other embodiments.

[0057] The above is only a preferred implementation of the present application. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present application. These improvements and modifications should also be regarded as the scope of protection of the present application.

Claims

1. A method for controlling the fuel gas pressure of a dual-fuel engine, characterized in that: Applied to a dual-fuel engine, including a diesel system and a natural gas system, the method for controlling the fuel gas pressure of the dual-fuel engine includes: Setting a plurality of natural gas rail pressure setting regions according to the engine torque, wherein the plurality of natural gas rail pressure setting regions respectively correspond to a plurality of natural gas rail pressure target values; Obtain engine operating status and engine torque; The natural gas system is controlled according to the engine operating state, the engine torque, and the natural gas rail pressure target value.

2. The method for controlling the fuel gas pressure of a dual-fuel engine according to claim 1, characterized in that: The natural gas system includes a natural gas booster pump, a natural gas filter, a high-pressure gas buffer tank and a natural gas rail; the engine operating state includes: a start state, a load increase state and a load reduction state; the natural gas system is controlled according to the engine operating state, the engine torque and the natural gas rail pressure target value, including: Obtain the pressure value in the high-pressure gas buffer tank and the pressure value in the natural gas rail; The natural gas boosting pump and the flow metering valve are controlled according to the engine operating state, the engine torque, the natural gas rail pressure target value, the pressure value in the high-pressure gas buffer tank and the pressure value in the natural gas rail.

3. The method for controlling the fuel gas pressure of a dual-fuel engine according to claim 2, characterized in that: When the fuel engine is in the starting state: determining a first natural gas rail pressure target value according to the engine torque; Determining whether the pressure value in the high-pressure gas buffer tank is greater than the first natural gas rail pressure target value; If the pressure value in the high-pressure gas buffer tank is greater than the first natural gas rail pressure target value, determining whether the difference between the pressure value in the natural gas rail and the first natural gas rail pressure target value is less than a first preset difference; If the difference between the natural gas rail pressure value and the first natural gas rail pressure target value is less than a first preset difference, the natural gas booster pump is started and the flow metering valve is controlled to be fully opened.

4. The method for controlling the fuel gas pressure of a dual-fuel engine as claimed in claim 3, characterized in that: If the pressure value in the high-pressure gas buffer tank is less than the first natural gas rail pressure target value, the diesel system is controlled to start, and the natural gas booster pump is started.

5. The method for controlling the fuel gas pressure of a dual-fuel engine as claimed in claim 2, characterized in that: When the fuel engine is in the above-mentioned load-increasing state: determining a second natural gas rail pressure target value according to the engine torque; Determining whether the pressure value in the high-pressure gas buffer tank is greater than the second natural gas rail pressure target value; If the pressure value in the high-pressure gas buffer tank is greater than the second natural gas rail pressure target value, determining whether the difference between the pressure value in the natural gas rail and the second natural gas rail pressure target value is less than a second preset difference; If the difference between the natural gas rail pressure value and the second natural gas rail pressure target value is less than a second preset difference, the natural gas booster pump is started and the flow metering valve is controlled to be fully opened.

6. The method for controlling the fuel gas pressure of a dual-fuel engine according to claim 5, characterized in that: If the pressure value in the high-pressure gas buffer tank is less than the second natural gas rail pressure target value, the natural gas booster pump is controlled to start, and the natural gas inflow / outflow in the high-pressure gas buffer tank is made 0 by controlling the flow metering valve, so that all the natural gas output by the natural gas booster pump enters the natural gas rail through the pipeline until the natural gas rail pressure reaches the second natural gas rail pressure target value.

7. The method for controlling the fuel gas pressure of a dual-fuel engine according to claim 6, characterized in that: After all the natural gas outputted by the natural gas booster pump enters the natural gas rail through the pipeline until the pressure of the natural gas rail reaches the second natural gas rail pressure target value, the method further includes: The natural gas booster pump is controlled to work continuously, and the natural gas inflow into the high-pressure fuel gas buffer tank is controlled by controlling the flow metering valve to open.

8. The method for controlling the fuel gas pressure of a dual-fuel engine as claimed in claim 2, characterized in that: When the fuel engine is in a reduced load state: determining a third natural gas rail pressure target value according to the engine torque; determining whether a difference between the natural gas rail pressure value and the third natural gas rail pressure target value is less than a third preset difference; If the difference between the natural gas rail pressure value and the third natural gas rail pressure target value is less than a third preset difference, the natural gas booster pump is started and the flow metering valve is controlled to be fully opened.

9. An electronic device comprising a processor, a communication interface, a memory and a communication bus, wherein: The processor, the communication interface and the memory communicate with each other via the communication bus, wherein: The memory is used to store computer programs; The processor is used to execute the steps of the method for controlling the fuel gas pressure of a dual-fuel engine according to any one of claims 1 to 8 by running the computer program stored in the memory.

10. A computer-readable storage medium, characterized in that: The storage medium stores a computer program, wherein the computer program is configured to execute the steps of the method for controlling the fuel gas pressure of a dual-fuel engine according to any one of claims 1 to 8 when the computer program is run.

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