Engine control method and device, vehicle and storage medium

Abstract

The invention provides an engine control method and device, a vehicle and a storage medium, and relates to the technical field of vehicles. Based on the current gas pressure, a target injection mode for injecting hydrogen to the hydrogen engine is determined; wherein the target injection mode comprises target injection pressure and target injection end time; based on the target injection mode, hydrogen in the hydrogen storage tank is injected to the hydrogen engine; and based on the injected hydrogen in the hydrogen engine, the hydrogen engine is controlled to operate. According to the scheme, the combustion efficiency of the hydrogen engine can be improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and more specifically, to an engine control method, device, vehicle and storage medium in the field of vehicle technology. Background Art

[0002] In order to reduce the fuel consumption of vehicle internal combustion engines, the industry has proposed that hydrogen fuel can be used in engines to alleviate the energy crisis. A hydrogen engine is an engine that uses hydrogen as a fuel source; specifically, the hydrogen in the hydrogen storage tank is injected into the cylinder of the hydrogen engine, so that the hydrogen engine burns hydrogen to generate energy, which is then converted into mechanical energy to drive the equipment to operate.

[0003] At present, the injection mode of injecting hydrogen from the hydrogen storage tank into the cylinder is relatively fixed; the gas pressure of the hydrogen storage tank itself will decrease with use, and the injection pressure required to inject the hydrogen from the hydrogen storage tank into the cylinder will be affected by the gas pressure of the hydrogen storage tank; therefore, only using a single injection mode cannot adapt to the changes in the gas pressure of the hydrogen storage tank itself, thereby reducing the combustion efficiency of the hydrogen engine.

[0004] Therefore, how to improve the combustion efficiency of hydrogen engines is a technical problem that needs to be solved urgently. Summary of the invention

[0005] The present application provides an engine control method, device, vehicle and storage medium, which can improve the combustion efficiency of a hydrogen engine.

[0006] In a first aspect, an engine control method is provided, the method comprising: obtaining a current gas pressure of a hydrogen storage tank in a vehicle; determining a target injection mode for injecting hydrogen into a hydrogen engine based on the current gas pressure; wherein the target injection mode comprises a target injection pressure and a target injection end time; based on the target injection mode, injecting hydrogen in the hydrogen storage tank into the hydrogen engine; and controlling the operation of the hydrogen engine based on the hydrogen in the hydrogen engine after injection.

[0007] In an embodiment of the present application, the current gas pressure of the current hydrogen storage tank is obtained, and the target injection mode for injecting hydrogen into the hydrogen engine is determined according to the current gas pressure, the target injection mode including the target injection pressure and the target injection end time; in this way, the target injection pressure and the target injection end time for injecting hydrogen into the hydrogen engine can be determined according to the current gas pressure, so that different target injection pressures and target injection end times can be determined when the current gas pressures are different; and based on the target injection pressure and the target injection end time, the hydrogen in the hydrogen storage tank is injected into the hydrogen engine, and based on the hydrogen in the hydrogen engine after injection, the operation of the hydrogen engine is controlled, thereby achieving full combustion of the hydrogen and improving the combustion efficiency of the hydrogen engine; therefore, through this solution, the combustion efficiency of the hydrogen engine can be improved.

[0008] In combination with the first aspect, in certain implementations of the first aspect, based on the current gas pressure, determining a target injection mode for injecting hydrogen into a hydrogen engine includes: if the current gas pressure is greater than or equal to a first preset pressure, determining the target injection pressure to be a first target pressure, and the target injection end time to be a first time; wherein the first time is the time when the piston in the hydrogen engine moves to a first position before the top dead center; if the current gas pressure is less than the first preset pressure and greater than or equal to a second preset pressure, determining the target injection pressure to be a second target pressure, and the target injection end time to be a second time; wherein the second time is the time when the piston moves to a second position before the top dead center; if the current gas pressure is less than the second preset pressure, and is greater than or equal to the third preset pressure, the target injection pressure is determined to be the third target pressure, and the target injection end time is determined to be the third time; wherein the third time is the time when the piston moves to the third position before the top dead center; if the current gas pressure is less than the third preset pressure, and is greater than or equal to the fourth preset pressure, the target injection pressure is determined to be the fourth target pressure, and the target injection end time is determined to be the fourth time; wherein the fourth time is the time when the piston moves to the fourth position before the top dead center; wherein the first target pressure is greater than the second target pressure, the second target pressure is greater than the third target pressure, and the third target pressure is greater than the fourth target pressure; the first position is higher than the second position; the second position is higher than the third position; the third position is higher than the fourth position.

[0009] In an embodiment of the present application, the target injection pressure and the target injection end time corresponding to the current gas pressure are determined when the current gas pressure is at different pressure values; in this way, the target injection pressure and the target injection end time can be flexibly adjusted to improve the combustion efficiency of the hydrogen engine.

[0010] In combination with the first aspect and the above-mentioned implementations, in certain implementations of the first aspect, the target injection mode also includes the state of the target valve and the number of injections at the start time of hydrogen injection; the method also includes: determining the state of the target valve and the number of injections based on the current gas pressure.

[0011] In an embodiment of the present application, the state of the target valve and the number of injections at the start time of hydrogen injection are flexibly adjusted based on the current gas pressure, which can further improve the combustion efficiency of the hydrogen engine.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, based on the current gas pressure, the state of the target valve and the number of injections, including: if the current gas pressure is greater than or equal to the first preset pressure, the state of the target valve is determined to be a closed state, and the number of injections is the first preset number; if the current gas pressure is less than the first preset pressure, and greater than or equal to the second preset pressure, the state of the target valve is determined to be a closed state, and the number of injections is the second preset number; wherein the second preset number is less than the first preset number; if the current gas pressure is less than the second preset pressure, and greater than or equal to the third preset pressure, the state of the target valve is determined to be an open state, and the number of injections is the second preset number; if the current gas pressure is less than the third preset pressure, and greater than or equal to the fourth preset pressure, the state of the target valve is determined to be an open state, and the number of injections is the second preset number.

[0013] In an embodiment of the present application, when the current gas pressure is at different pressure values, the state of the target valve and the number of injections are flexibly adjusted to thereby achieve filling of the cylinder with an appropriate amount of hydrogen and air, thereby improving the combustion efficiency of the hydrogen engine.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in certain implementation methods of the first aspect, if the current gas pressure is greater than or equal to the first preset pressure, the first preset number of times is two; the first injection amount in the number of injections is the first hydrogen amount, and the second injection amount in the number of injections is the second hydrogen amount; the first hydrogen amount is greater than the second hydrogen amount.

[0015] In an embodiment of the present application, if the current gas pressure is greater than or equal to the first preset pressure, injecting hydrogen into the cylinder twice can promote uniform mixing of hydrogen and air, thereby improving the combustion efficiency of the hydrogen engine.

[0016] In combination with the first aspect and the above-mentioned implementation methods, in certain implementation methods of the first aspect, if the current gas pressure is less than the second preset pressure and greater than or equal to the third preset pressure, after a preset time of injecting hydrogen into the hydrogen engine and before the target injection end time, the state of the target valve is controlled to be switched to a closed state.

[0017] In an embodiment of the present application, when the current gas pressure is less than the second preset pressure and greater than or equal to the third preset pressure, by controlling the state of the intake valve to switch to a closed state, it is possible to inject a portion of hydrogen when the intake valve is in an open state, and inject another portion of hydrogen when the intake valve is in a closed state, thereby achieving effective injection of hydrogen.

[0018] In combination with the first aspect and the above-mentioned implementation methods, in certain implementation methods of the first aspect, the method provided in the embodiment of the present application also includes: based on the current gas pressure, determining the target injection mode for injecting hydrogen into the hydrogen engine, including: if the current gas pressure is less than the second preset pressure and greater than or equal to the third preset pressure, determining whether indication information is detected; wherein the indication information carries a preset injection mode; if the indication information is detected, determining the preset injection mode as the target injection mode.

[0019] In an embodiment of the present application, if the current gas pressure is less than the second preset pressure and greater than or equal to the third preset pressure, the user can determine whether to enter the preset injection mode based on actual conditions; this can save hydrogen usage when the hydrogen in the hydrogen storage tank is insufficient, thereby improving the user experience.

[0020] In a second aspect, an engine control device is provided, which includes: an acquisition module for acquiring a current gas pressure of a hydrogen storage tank in a vehicle; a determination module for determining a target injection mode for injecting hydrogen into a hydrogen engine based on the current gas pressure; wherein the target injection mode includes a target injection pressure and a target injection end time; an injection module for injecting hydrogen in the hydrogen storage tank into the hydrogen engine based on the target injection mode; and a control module for controlling the operation of the hydrogen engine based on the hydrogen in the hydrogen engine after injection.

[0021] In a possible implementation, the determination module is specifically used to: if the current gas pressure is greater than or equal to the first preset pressure, determine the target injection pressure to be the first target pressure, and the target injection end time to be the first time; wherein the first time is the time when the piston in the hydrogen engine moves to the first position before the top dead center; if the current gas pressure is less than the first preset pressure, and greater than or equal to the second preset pressure, determine the target injection pressure to be the second target pressure, and the target injection end time to be the second time; wherein the second time is the time when the piston moves to the second position before the top dead center; if the current gas pressure is less than the second preset pressure, and greater than or equal to the third preset pressure, determine The target injection pressure is a third target pressure, and the target injection end time is a third time; wherein the third time is the time when the piston moves to the third position before the top dead center; if the current gas pressure is less than the third preset pressure, and greater than or equal to the fourth preset pressure, the target injection pressure is determined to be the fourth target pressure, and the target injection end time is the fourth time; wherein the fourth time is the time when the piston moves to the fourth position before the top dead center; wherein the first target pressure is greater than the second target pressure, the second target pressure is greater than the third target pressure, and the third target pressure is greater than the fourth target pressure; the first position is higher than the second position; the second position is higher than the third position; the third position is higher than the fourth position.

[0022] In a possible implementation, the determination module is further configured to determine the state of the target valve and the number of injections based on the current gas pressure.

[0023] In one possible implementation, the determination module is specifically used to determine that if the current gas pressure is greater than or equal to a first preset pressure, the state of the target valve is a closed state, and the number of injections is a first preset number; if the current gas pressure is less than the first preset pressure, and greater than or equal to a second preset pressure, the state of the target valve is determined to be a closed state, and the number of injections is a second preset number; wherein the second preset number is less than the first preset number; if the current gas pressure is less than the second preset pressure, and greater than or equal to a third preset pressure, the state of the target valve is determined to be an open state, and the number of injections is a second preset number; if the current gas pressure is less than the third preset pressure, and greater than or equal to a fourth preset pressure, the state of the target valve is determined to be an open state, and the number of injections is a second preset number.

[0024] In one possible implementation, the control module is also used to control the state of the target valve to switch to a closed state after a preset time of injecting hydrogen into the hydrogen engine and before a target injection end time if the current gas pressure is less than the second preset pressure and greater than or equal to the third preset pressure.

[0025] In one possible implementation, the determination module is specifically used to determine whether indication information is detected if the current gas pressure is less than the second preset pressure and greater than or equal to the third preset pressure; wherein the indication information carries a preset injection mode; if the indication information is detected, the preset injection mode is determined as the target injection mode.

[0026] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the method in the first aspect or any possible implementation of the first aspect.

[0027] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0028] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation manner of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 It is a schematic diagram of a scene of a hydrogen injection device in a related technology provided in an embodiment of the present application;

[0030] Figure 2 is a flow chart of an engine control method provided in an embodiment of the present application;

[0031] Figure 3 is a state schematic diagram of an intake valve provided in an embodiment of the present application;

[0032] Figure 4 is a flow chart of another engine control method provided in an embodiment of the present application;

[0033] Figure 5 is a schematic diagram of a spray mode provided in an embodiment of the present application;

[0034] Figure 6 is a structural schematic diagram of an engine control device provided in an embodiment of the present application;

[0035] Figure 7 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0036] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0037] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0038] Before introducing the embodiments of the present application, the relevant terms involved in the present application are first explained as follows:

[0039] (1) Top Dead Center (TDC): In the working cycle of an internal combustion engine, the position where the piston moves to the highest point of its stroke in the cylinder is called the top dead center. At the top dead center, the gas in the cylinder is compressed to the maximum, preparing for the subsequent combustion or exhaust process. The top dead center is usually determined by the crankshaft angle of the engine. Near the top dead center is the best time to ignite the mixture (a mixture of gasoline or hydrogen and air), because the gas in the cylinder is highly compressed at this time, and the combustion can be more complete, thereby improving combustion efficiency.

[0040] (2) Intake Valve: Also known as the intake valve; in a hydrogen engine (or any internal combustion engine), the intake valve is a key component that controls the air entering the cylinder. It is a movable valve, usually located on the cylinder head and connected to the intake manifold. The main function of the intake valve is to open at a specific stage of the engine working cycle to allow outside air (in a hydrogen engine, it may also include hydrogen) to enter the cylinder. Then, it closes at the appropriate time to seal the cylinder and prepare for the compression and combustion process. In the process of injecting hydrogen in a hydrogen engine, the state of the intake valve (open or closed) is one of the important factors affecting the timing and method of injection, including: closed valve injection method and open valve injection method.

[0041] (a) Closed valve injection method: refers to the method of injecting hydrogen after the intake valve of the hydrogen engine is completely closed. At this time, the intake process of the cylinder has ended, and the injected hydrogen will not interfere with the intake of air, so it will not affect the power of the engine.

[0042] (b) Open valve injection: refers to the method in which hydrogen injection is started or completed before the intake valve of the hydrogen engine is closed. In other words, hydrogen injection and air intake are carried out simultaneously in the cylinder. Open valve injection can be used when the hydrogen injection pressure is low. When the hydrogen pressure is not enough to support closed valve injection, open valve injection can ensure that hydrogen can enter the cylinder smoothly.

[0043] (3) Crank Angle (CA): A parameter used to describe the rotation angle of the crankshaft in an internal combustion engine. It is an important indicator used to measure the position of the piston in the cylinder during the working cycle of the internal combustion engine. The crankshaft angle refers to the angle that the crankshaft rotates from a certain position of the crankshaft (usually called the top dead center, when the piston moves to the highest point of its stroke in the cylinder). This angle is usually expressed in degrees (°).

[0044] In this scheme, the crank angle can be used to represent the moving position of the piston in the cylinder. For example, at the top dead center, the piston is at the top of the cylinder; at the bottom dead center (BDC), the piston is at the bottom of the cylinder. 30° CA before the top dead center means the 30-degree crank angle position before the piston reaches the top of the cylinder (i.e., the top dead center).

[0045] (4) Piston stroke: refers to the distance the piston moves from one dead center to another; for example, the distance from the bottom dead center to the top dead center. A complete working cycle of an internal combustion engine includes the intake stroke, compression stroke, power stroke, and exhaust stroke. The piston completes reciprocating linear motion between the upper and lower dead centers during these four strokes. In this proposal, the intake stroke and compression stroke are specifically described.

[0046] (a) Intake stroke: The piston moves from the top dead center to the bottom dead center; the crankshaft angle range is from the top dead center (0°) to the bottom dead center (180°). At this time, the intake valve is open, the piston moves downward to create a vacuum, and the cylinder can inhale air.

[0047] (b) Compression stroke: The piston moves from the bottom dead center to the top dead center; the crankshaft angle range is from the bottom dead center (180°) to the top dead center (0°). At this time, the intake valve is closed, and the piston moves upward to compress the air in the cylinder and the hydrogen injected into the cylinder.

[0048] At present, the energy crisis is getting worse and worse; the carbon neutrality goal requires the internal combustion engine industry to further reduce fuel consumption and carbon emissions. In response to these challenges, a solution using hydrogen fuel for engines is proposed. Since hydrogen is a green and clean fuel, its combustion product is only water, which will not pollute the environment. Compared with traditional fuels, hydrogen engines have higher energy efficiency and lower emissions, and are one of the important ways to achieve green transformation in the internal combustion engine industry.

[0049] In order to reduce the fuel consumption of vehicle internal combustion engines, the industry has proposed that hydrogen fuel can be used in engines to alleviate the energy crisis. A hydrogen engine is an engine that uses hydrogen as a fuel source; since hydrogen is a green and clean fuel, its combustion product is only water and will not pollute the environment. Compared with traditional fuels, hydrogen engines have higher energy efficiency and lower emissions, and are one of the important ways to achieve green transformation in the internal combustion engine industry. The specific principle of a hydrogen engine is to inject hydrogen from a hydrogen storage tank into the cylinder of a hydrogen engine so that the hydrogen engine burns hydrogen to generate energy, which is then converted into mechanical energy to drive the equipment.

[0050] For example, Figure 1 As shown, Figure 1 A schematic diagram of a scene of a hydrogen injection device in a related technology provided in an embodiment of the present application. Scene 100 includes: a hydrogen storage tank 110, a pipeline 120, a pressure regulating valve 130, a hydrogen rail 140, a hydrogen injector 150 and a cylinder 160 of a hydrogen engine.

[0051] Exemplarily, the hydrogen storage tank 110 is used to store hydrogen. When the hydrogen engine needs hydrogen as fuel, the hydrogen can be transported from the hydrogen storage tank 110 through the hydrogen storage tank 110 through the pipeline 120 to the cylinder 160 of the hydrogen engine. When the hydrogen transported through the pipeline 120 passes through the pressure regulating valve 130, the pressure regulating valve 130 adjusts the pressure of the hydrogen to a pressure range suitable for the operation of the hydrogen engine. The hydrogen after pressure adjustment is introduced into the hydrogen rail 140. The hydrogen rail 140 transports the hydrogen to the hydrogen injector 150 installed on the hydrogen rail 140, and the hydrogen injector 150 injects the hydrogen into the cylinder 160 of the hydrogen engine, thereby realizing the normal operation of the hydrogen engine.

[0052] However, since the hydrogen injection device does not have a pressure pump, it is impossible to actively increase the injection pressure of hydrogen through the pressure pump. The injection pressure of the hydrogen injection device mainly depends on the gas pressure of the hydrogen storage tank itself, and is appropriately adjusted through the pressure regulating valve. In other words, since the hydrogen injection device does not have a pressure pump, the injection pressure of hydrogen changes with the change of the gas pressure in the hydrogen storage tank.

[0053] At present, the injection mode of injecting hydrogen from the hydrogen storage tank into the cylinder is relatively fixed; for example, hydrogen is injected into the cylinder in a fixed manner at a fixed time. Since the gas pressure of the hydrogen storage tank itself will decrease with use, and the injection pressure required to inject the hydrogen from the hydrogen storage tank into the cylinder will be affected by the gas pressure of the hydrogen storage tank; therefore, only using a single injection mode cannot adapt to the changes in the gas pressure of the hydrogen storage tank itself, thereby reducing the combustion efficiency of the hydrogen engine.

[0054] Therefore, how to improve the combustion efficiency of hydrogen engines is a technical problem that needs to be solved urgently.

[0055] In view of this, the present application provides an engine control method, device, vehicle and storage medium, which inject hydrogen from a hydrogen storage tank into a hydrogen engine based on a target injection pressure and a target injection end time determined by the current gas pressure, and control the operation of the hydrogen engine based on the hydrogen in the hydrogen engine after injection to ensure sufficient combustion of the hydrogen; through this solution, the combustion efficiency of the hydrogen engine can be improved.

[0056] In order to illustrate the technical solution described in this application, the following is a description through specific embodiments. Figures 2 to 5 The engine control method provided in the embodiment of the present application is described in detail.

[0057] It should be understood that the embodiment of the present application does not specifically limit the execution subject of the engine control method, as long as the program that records the code of the engine control method of the embodiment of the present application can be run to communicate according to the engine control method of the embodiment of the present application. For example, the execution subject of the engine control method provided by the embodiment of the present application can be a vehicle, or an engine control device used in a vehicle, such as a chip.

[0058] Figure 2 It is a flow chart of an engine control method provided in an embodiment of the present application.

[0059] S201. Obtain the current gas pressure of the hydrogen storage tank in the vehicle.

[0060] Exemplarily, the current gas pressure of the hydrogen storage tank may be determined by a pressure sensor installed on the hydrogen storage tank.

[0061] For example, the current gas pressure can be used to reflect the remaining amount of hydrogen in the current hydrogen storage tank.

[0062] It should be understood that since the injection pressure of the hydrogen injection system mainly depends on the gas pressure of the hydrogen storage tank itself, when the hydrogen storage tank in the vehicle continuously outputs hydrogen, the current gas pressure of the hydrogen storage tank will gradually decrease with use; thereby affecting the combustion efficiency of hydrogen after it is injected into the cylinder.

[0063] S202. Determine a target injection mode for injecting hydrogen into the hydrogen engine based on the current gas pressure.

[0064] The target injection mode includes a target injection pressure and a target injection end time.

[0065] It should be noted that the embodiment of the present application can inject hydrogen into the cylinder of the hydrogen engine. Figure 2 Description of the cylinder.

[0066] Exemplarily, the target injection pressure may be a desired hydrogen injection pressure value determined according to the current gas pressure in the hydrogen storage tank. For example, when the gas pressure in the hydrogen storage tank is high, a higher target injection pressure may be set to fully utilize the injection capacity provided by the high-pressure hydrogen; and when the current gas pressure decreases, the target injection pressure will also be adjusted accordingly to adapt to the lower injection pressure conditions while ensuring stable injection of hydrogen. In this way, the full rate of hydrogen injection into the hydrogen storage tank can be improved, thereby improving the combustion efficiency of hydrogen.

[0067] For example, when the current gas pressure is 400 bar, the pressure range of the injection pressure may be between 0 and 400 bar, such as 140 bar; when the current gas pressure is 30 bar, the pressure range of the injection pressure may be between 0 and 30 bar, such as 20 bar.

[0068] In addition, the target injection pressure can be flexibly adjusted according to the current gas pressure to achieve a target injection pressure no higher than the current gas pressure, so that the hydrogen in the hydrogen tank can be effectively injected into the cylinder of the hydrogen engine.

[0069] For example, the target injection end time may represent the end time of the process of injecting hydrogen into the hydrogen engine. The target injection end time can ensure that hydrogen and air are fully mixed, thereby optimizing the combustion process and improving combustion efficiency.

[0070] Exemplarily, the target injection end time can be represented by the time corresponding to the moving position of the piston of the hydrogen engine. The moving position of the piston can be represented by the corresponding crankshaft angle (e.g., relative to the top dead center or the bottom dead center). For example, the target injection end time can be to end the injection when the piston moves to a crankshaft angle (CA) position 30 degrees before reaching the top dead center.

[0071] Optionally, the target injection end time can also be represented by a time parameter. For example, the target injection end time can be represented as 0.005 seconds after the start time of injecting hydrogen.

[0072] Illustratively, since the current gas pressure is different, the target injection pressure for injecting hydrogen into the hydrogen engine is different, so different target injection end times can be determined; for example, when the target injection pressure is high, the injection can be ended when the piston is closer to the top dead center of the cylinder (here, the gas compression degree of the cylinder in the hydrogen engine is greater); when the target injection pressure is low, the injection can be ended in advance to ensure that the hydrogen can be fully diffused.

[0073] Optionally, the target injection mode may further include the start time of injecting hydrogen, the state of the target valve at the start time of injecting hydrogen, and the number of injections.

[0074] For a detailed description of S202, please refer to the following embodiments, which will not be described again here.

[0075] S203. Based on the target injection pattern, inject hydrogen in the hydrogen storage tank into the hydrogen engine.

[0076] Exemplarily, after determining the target injection mode for the current hydrogen injection, the hydrogen pressure in the hydrogen rail can be adjusted by a pressure regulating valve to reach the target injection pressure; then, the hydrogen in the hydrogen storage tank is injected into the hydrogen engine; and the hydrogen injection is terminated at the target injection end time.

[0077] S204. Based on the hydrogen in the hydrogen engine after injection, control the operation of the hydrogen engine.

[0078] For example, after injecting hydrogen into the hydrogen engine, the hydrogen injected into the cylinder of the hydrogen engine is controlled to mix with air to form a combustible mixture. Then, the combustible mixture is ignited to achieve the normal operation of the hydrogen engine, provide power output for the vehicle, and achieve the normal operation of the vehicle.

[0079] In an embodiment of the present application, the current gas pressure of the current hydrogen storage tank is obtained, and the target injection mode for injecting hydrogen into the hydrogen engine is determined according to the current gas pressure, the target injection mode including the target injection pressure and the target injection end time; in this way, the target injection pressure and the target injection end time for injecting hydrogen into the hydrogen engine can be determined according to the current gas pressure, so that different target injection pressures and target injection end times can be determined when the current gas pressures are different; and based on the target injection pressure and the target injection end time, the hydrogen in the hydrogen storage tank is injected into the hydrogen engine, and based on the hydrogen in the hydrogen engine after injection, the operation of the hydrogen engine is controlled, thereby achieving full combustion of the hydrogen and improving the combustion efficiency of the hydrogen engine; therefore, through this solution, the combustion efficiency of the hydrogen engine can be improved.

[0080] In addition, it should be noted that since the gas pressure of the hydrogen storage tank itself will decrease with use, the injection pressure required to inject the hydrogen in the hydrogen storage tank into the cylinder will be affected by the gas pressure of the hydrogen storage tank; and the use of only a single injection pressure in the related art will also lead to a reduction in the utilization rate of the hydrogen tank; for example, the current utilization rate of hydrogen in the hydrogen storage tank is only 70%; and in the embodiment of the present application, since the target injection pressure for injecting hydrogen into the hydrogen engine can be determined according to the current gas pressure of the current hydrogen storage tank; for example, when the gas pressure in the hydrogen storage tank is high, a higher target injection pressure can be set to fully utilize the injection capacity provided by the high-pressure hydrogen; and when the current gas pressure decreases, the target injection pressure will also be adjusted accordingly to adapt to the lower injection pressure conditions while ensuring the stable injection of hydrogen; through the embodiment of the present application, the hydrogen utilization rate of the hydrogen storage tank can be increased to between 90% and 97%; for example, the hydrogen utilization rate is 90%, 96.8% or 97%, etc.

[0081] In a possible embodiment of the present application, the above S202 includes the following situations:

[0082] Case 1: If the current gas pressure is greater than or equal to the first preset pressure, the target injection pressure is determined to be the first target pressure, and the target injection end time is the first time, wherein the first time is the time when the piston in the hydrogen engine moves to the first position before the top dead center.

[0083] For example, the first preset pressure may be a value pre-configured by the engine, or may be a value set manually, and the present application embodiment does not impose any specific limitation on this. In an actual application scenario, the first preset pressure may be 150 bar.

[0084] Exemplarily, the first target pressure may be a pressure value lower than the first preset pressure to enable the hydrogen in the hydrogen storage tank to be injected from the hydrogen storage tank to the hydrogen engine. In an actual application scenario, the first target pressure is 140 bar. It should be understood that when the target injection pressure is 140 bar, the target injection pressure is a relatively high injection pressure that can overcome the high pressure environment in the cylinder of the hydrogen engine.

[0085] In actual application scenarios, the moving position of the piston can be represented by the corresponding crankshaft angle. The first position can be when the piston in the hydrogen engine moves to 30°CA before the top dead center, indicating that the hydrogen injection ends when the piston moves to 30°CA before the top dead center.

[0086] It needs to be explained that the pressure in the cylinder will gradually increase as the piston of the hydrogen engine moves to the top dead center; when the piston approaches the top dead center, the pressure in the cylinder reaches a peak. Hydrogen, as a gas fuel, needs to overcome the pressure in the cylinder when it is injected into the cylinder. If the target injection pressure is insufficient, the hydrogen may not be injected into the cylinder smoothly, or the injection amount will be limited, thus affecting the combustion efficiency and engine performance. If the target injection pressure is higher, it can overcome the high pressure generated in the cylinder when the piston moves to the top dead center, so as to ensure that hydrogen is injected into the cylinder in sufficient quantity in a shorter time and to achieve the mixing of hydrogen and air.

[0087] For example, if the target injection pressure is the first injection pressure, since the target injection pressure is higher, hydrogen can be injected into the cylinder when the pressure in the cylinder of the hydrogen engine is higher. Therefore, the injection can be performed when the piston is closer to the top dead center (for example, 30° CA before the top dead center), so as to achieve better mixing of hydrogen and air and improve the combustion efficiency of the hydrogen engine.

[0088] Case 2: if the current gas pressure is less than the first preset pressure and greater than or equal to the second preset pressure, the target injection pressure is determined to be the second target pressure, and the target injection end time is determined to be the second time.

[0089] The second moment is the moment when the piston moves to the second position before the top dead center.

[0090] For example, the second preset pressure may be a value pre-configured by the engine, or may be a value set manually, and the present application embodiment does not impose any specific limitation on this. In an actual application scenario, the second preset pressure may be 30 bar.

[0091] Exemplarily, the second target pressure may be a pressure value lower than the second preset pressure to enable the hydrogen in the hydrogen storage tank to be injected from the hydrogen storage tank to the hydrogen engine. In an actual application scenario, the second target pressure may be 20 bar. It should be understood that when the current gas pressure in the hydrogen storage tank drops, the target injection pressure also drops accordingly. When the target injection pressure is 20 bar, the target injection pressure is a relatively low pressure value; compared with a target injection pressure of 140 bar, the ability to overcome the pressure in the cylinder is reduced when the target injection pressure is 20 bar.

[0092] In actual application scenarios, the moving position of the piston can be represented by the corresponding crankshaft angle. The second position can be when the piston in the hydrogen engine moves to 40°CA before the top dead center, indicating that the hydrogen injection ends when the piston moves to 40°CA before the top dead center.

[0093] It is understandable that when the current gas pressure drops, the target injection pressure can be appropriately adjusted, and the target injection end time can be adjusted to achieve effective utilization of hydrogen and higher combustion efficiency while ensuring the normal operation of the hydrogen engine.

[0094] Case 3: if the current gas pressure is less than the second preset pressure and greater than or equal to the third preset pressure, the target injection pressure is determined to be the third target pressure, and the target injection end time is determined to be the third time.

[0095] The third moment is the moment when the piston moves to the third position before the top dead center.

[0096] For example, the third preset pressure may be a value pre-configured by the engine, or may be a value set manually, and the present application embodiment does not impose any specific limitation on this. In an actual application scenario, the third preset pressure may be 10 bar.

[0097] Exemplarily, the third target pressure may be equal to or lower than the pressure value of the third preset pressure to enable the hydrogen in the hydrogen storage tank to be injected into the hydrogen engine from the hydrogen storage tank. In an actual application scenario, the third target pressure may be 10 bar. It should be understood that after the current gas pressure in the hydrogen storage tank is further reduced, the target injection pressure also further decreases. When the second target pressure may be 10 bar, hydrogen can be injected into the cylinder to ensure that the hydrogen can enter the cylinder and participate in combustion.

[0098] In actual application scenarios, the movement position of the piston can be represented by the corresponding crankshaft angle, and the third position can be when the piston in the hydrogen engine moves to 100°CA before the top dead center, indicating that the hydrogen injection ends when the piston moves to 100°CA before the top dead center. In this way, hydrogen can be successfully injected into the cylinder when the pressure in the cylinder is low.

[0099] Case 4: if the current gas pressure is less than the third preset pressure and greater than or equal to the fourth preset pressure, the target injection pressure is determined to be the fourth target pressure, and the target injection end time is determined to be the fourth time.

[0100] The fourth moment is the moment when the piston moves to the fourth position before the top dead center.

[0101] For example, the fourth preset pressure may be a value pre-configured by the engine, or may be a value set manually, and the present application embodiment does not impose any specific limitation on this. In an actual application scenario, the second preset pressure may be 5 bar.

[0102] Exemplarily, the fourth target pressure may be a pressure value equal to or lower than the fourth preset pressure, so as to realize the injection of hydrogen from the hydrogen storage tank to the hydrogen engine. In an actual application scenario, the fourth target pressure may be 5 bar. It should be understood that when the current gas pressure is 5 bar, considering the need to successfully inject hydrogen into the cylinder, the target injection pressure may be 5 bar, so as to realize the successful injection of hydrogen into the cylinder when the current gas pressure in the hydrogen storage tank is extremely low.

[0103] In actual application scenarios, the moving position of the piston can be represented by the corresponding crankshaft angle. The third position can be when the piston in the hydrogen engine moves to 180°CA before the top dead center, indicating that the hydrogen injection ends when the piston moves to 180°CA before the top dead center.

[0104] It can be understood that since the injection of hydrogen ends when the piston moves to 180°CA before the top dead center, when hydrogen is injected into the cylinder of the hydrogen engine, the hydrogen engine is in the working state of the intake stroke; when the piston moves to 180°CA before the top dead center, the hydrogen engine starts to execute the working state of the compression stroke.

[0105] It should be explained that when the current gas pressure is less than the third preset pressure and greater than or equal to the fourth preset pressure, in order to achieve the basic driving ability of the vehicle, an extremely low target injection pressure is used, and the injection of hydrogen is stopped at the moment when the piston moves to the fourth position before the top dead center. At this time, the amount of air in the cylinder will be significantly reduced, and the power of the hydrogen engine will be greatly reduced to about one-fifth of the normal situation. Optionally, at this time, the vehicle can notify the user that the vehicle can be slowly driven to a nearby target site (for example, a hydrogen refueling station) when the power of the hydrogen engine is reduced.

[0106] As an example, the first target pressure is greater than the second target pressure, the second target pressure is greater than the third target pressure, and the third target pressure is greater than the fourth target pressure; the first position is higher than the second position; the second position is higher than the third position; and the third position is higher than the fourth position.

[0107] It is understandable that as the current gas pressure of the hydrogen storage tank decreases, the target injection pressure also gradually decreases; at the same time, the injection end time is also advanced accordingly to ensure that hydrogen can be effectively injected into the cylinder under different gas pressures of the hydrogen storage tank.

[0108] For example: the first target pressure is 150 bar; the second target pressure is 20 bar; the third target pressure is 10 bar; the fourth target pressure can be 5 bar. The first position is 30°CA before the piston moves to the top dead center; the second position is 40°CA before the piston moves to the top dead center; the third position is 100°CA before the piston moves to the top dead center; the fourth position is 180°CA before the piston moves to the top dead center.

[0109] It should be noted that the various numerical values ​​provided in the embodiments of the present application, such as the first target pressure of 140 bar, can be determined through actual measurement tests or simulation tests, and the embodiments of the present application do not limit the specific numerical values ​​of various parameters and the method of obtaining data.

[0110] In an embodiment of the present application, the target injection pressure and the target injection end time corresponding to the current gas pressure are determined when the current gas pressure is at different pressure values; in this way, the target injection pressure and the target injection end time can be flexibly adjusted to improve the combustion efficiency of the hydrogen engine.

[0111] In a possible embodiment of the present application, the target injection mode also includes the state of the target valve and the number of injections at the start time of hydrogen injection; the method provided in the embodiment of the present application also includes: determining the state of the target valve and the number of injections based on the current gas pressure.

[0112] Exemplarily, the target valve may be an intake valve in a hydrogen engine. The state of the target valve (intake valve) may include: an open state and a closed state. When the intake valve is in an open state, air can be inhaled into the cylinder of the hydrogen engine. When the intake valve is in a closed state, air cannot be inhaled into the cylinder of the hydrogen engine.

[0113] It is understandable that if the state of the intake valve is open, it means that at the initial moment of injecting hydrogen into the cylinder of the hydrogen engine, an open valve injection method can be used. If the state of the intake valve is closed, it means that at the initial moment of injecting hydrogen into the cylinder of the hydrogen engine, a closed valve injection method can be used.

[0114] Of course, optionally, at the initial moment of injecting hydrogen into the cylinder of the hydrogen engine, the state of the intake valve can be controlled to switch to a closed state within a preset time after the hydrogen is injected using a closed valve injection method.

[0115] For example, Figure 3 As shown, Figure 3 A schematic diagram of the state of an intake valve provided in an embodiment of the present application. Figure 3The shaded part in the figure represents the process of injecting hydrogen into the cylinder; wherein, the injection end time - the injection start time is the duration of injecting hydrogen into the cylinder.

[0116] like Figure 3 As shown in (a), if the initial injection time and the end injection time are both between the intake valve opening time and the intake valve closing time, it can be said that the process of injecting hydrogen into the cylinder is carried out when the intake valve is in the open state; that is, the open valve injection method is adopted to inject hydrogen into the cylinder of the hydrogen engine.

[0117] like Figure 3 As shown in (b), if the initial injection time is between the intake valve opening time and the intake valve closing time, and the injection end time is after the intake valve closing time, it can be said that at the initial time of injecting hydrogen into the cylinder, the state of the intake valve is in the open state; during the process of injecting hydrogen into the cylinder, the state of the intake valve is controlled to switch to the closed state, and the remaining hydrogen continues to be injected into the cylinder. This process can also be called: using the transition injection method to inject hydrogen into the cylinder of the hydrogen engine.

[0118] like Figure 3 As shown in (c), if the initial injection time and the end injection time are both after the closing time of the intake valve, it can be said that the process of injecting hydrogen into the cylinder is carried out when the intake valve is in a closed state; that is, a closed valve injection method is adopted to inject hydrogen into the cylinder of the hydrogen engine.

[0119] For example, the number of injections may refer to the number of times hydrogen is injected into the cylinder of the hydrogen engine in one working cycle of the hydrogen engine. Take the injection number as two as an example: when the amount of injected hydrogen is divided into two injections, the hydrogen and air in the cylinder can be mixed evenly, so that the combustion efficiency of hydrogen can be further improved.

[0120] The embodiment of the present application does not impose any specific limitation on the relationship between the amount of hydrogen injected for the first time and the amount of hydrogen injected for the second time.

[0121] Regarding how to determine the state of the target valve and the number of injections based on the current gas pressure, reference may be made to the following embodiments, which will not be described in detail here.

[0122] In an embodiment of the present application, the state of the target valve and the number of injections at the start time of hydrogen injection are flexibly adjusted based on the current gas pressure, which can further improve the combustion efficiency of the hydrogen engine.

[0123] In a possible embodiment of the present application, the state of the target valve and the number of injections are determined based on the current gas pressure, which may include the following situations:

[0124] Case 1: If the current gas pressure is greater than or equal to the first preset pressure, it is determined that the state of the target valve is a closed state, and the number of injections is the first preset number.

[0125] For example, the first preset number of times may be a value pre-configured by the engine, or may be a value set manually, and the present embodiment of the application does not impose any specific limitation on this. For example, the first preset number of times may be 2 times.

[0126] Exemplarily, when the current gas pressure is greater than or equal to a first preset pressure (e.g., 150 bar), the state of the target valve (intake valve) can be determined to be a closed state, so that at the initial moment of injecting hydrogen into the cylinder of the hydrogen engine, hydrogen is injected by a closed valve injection method, which can reduce the amount of air in the cylinder due to excessive target injection pressure (e.g., 140 bar) when injecting hydrogen; and the number of injections can be determined to be a first preset number; for example, the first preset number is 2 times; by injecting hydrogen into the cylinder of the hydrogen engine multiple times, a uniform mixing of hydrogen and air can be promoted, thereby improving the combustion efficiency of the hydrogen engine.

[0127] It is understandable that, when the target injection pressure is relatively high, if the intake valve is in an open state at this time, when hydrogen is injected into the cylinder of the hydrogen engine based on the target injection pressure, the pressure of the hydrogen injected into the cylinder is reduced, which will cause the hydrogen in the cylinder to expand rapidly, thereby seriously occupying part of the volume of the air in the cylinder; thereby reducing the amount of air that can be inhaled by the cylinder in each cycle; thereby reducing the combustion efficiency of the hydrogen engine. Therefore, when the target injection pressure is relatively high, at the initial moment of injecting hydrogen into the cylinder of the hydrogen engine, the closed valve injection method is used to inject hydrogen; in this way, the hydrogen injected into the cylinder will not affect the amount of air inhaled, thereby ensuring that there is enough air in the cylinder, thereby improving the combustion efficiency and power of the hydrogen engine.

[0128] As an example, if the current gas pressure is greater than or equal to the first preset pressure, the first preset number of times is two; the first injection amount in the injection number is the first hydrogen amount, and the second injection amount in the injection number is the second hydrogen amount; the first hydrogen amount is greater than the second hydrogen amount.

[0129] For example, when the current gas pressure is greater than or equal to the first preset pressure (e.g., 150 bar), hydrogen can be injected into the cylinder twice; by injecting hydrogen in layers, the uniform mixing of hydrogen and air can be promoted, thereby improving the combustion efficiency of the hydrogen engine. For example, when hydrogen is injected into the cylinder for the first time, the first amount of hydrogen can be 80% of the total amount of injection; when hydrogen is injected into the cylinder for the second time, the second amount of hydrogen can be 20% of the total amount of injection.

[0130] Optionally, the first injection of hydrogen into the cylinder can be started when the piston moves to 160°CA before the top dead center, and the first injection of hydrogen can be ended when the piston moves to 100°CA before the top dead center; then, the second injection of hydrogen into the cylinder can be started when the piston moves to 60°CA before the top dead center, and the second injection of hydrogen can be ended when the piston moves to 30°CA before the top dead center.

[0131] It is understandable that if the current gas pressure is greater than or equal to the first preset pressure, injecting hydrogen into the cylinder twice can promote uniform mixing of hydrogen and air, thereby improving the combustion efficiency of the hydrogen engine.

[0132] Case 2: If the current gas pressure is less than the first preset pressure and greater than or equal to the second preset pressure, it is determined that the state of the target valve is a closed state, and the number of injections is the second preset number.

[0133] The second preset number of times is less than or equal to the first preset number of times.

[0134] For example, the second preset number of times may be a value pre-configured by the engine, or may be a value set manually, and the present embodiment of the application does not impose any specific limitation on this. For example, the second preset number of times may be 1 time.

[0135] It is understandable that when the current gas pressure decreases, the target injection pressure also decreases; for example, the second target pressure (20 bar) is less than the first target pressure (140 bar). When the amount of hydrogen injected is the same, the corresponding injection duration when hydrogen is injected based on the second target pressure is less than the corresponding injection duration when hydrogen is injected based on the first target pressure; therefore, the second preset number of times can be less than the first preset number of times.

[0136] Exemplarily, when the current gas pressure is less than a first preset pressure (e.g., 150 bar) and greater than or equal to a second preset pressure (e.g., 30 bar), the state of the target valve (intake valve) can be determined to be a closed state, so that at the initial moment of injecting hydrogen into the cylinder of the hydrogen engine, hydrogen is injected in a closed valve injection manner, thereby providing sufficient air for the subsequent normal operation of the hydrogen engine and improving the combustion efficiency of the hydrogen engine; and the number of injections can be determined to be a second preset number; for example, the second preset number is 1; in this way, hydrogen can be injected into the cylinder in a timely manner, avoiding the situation where not enough hydrogen is injected at the end of injection, thereby affecting the combustion efficiency of the hydrogen engine.

[0137] Case 3: If the current gas pressure is less than the second preset pressure and greater than or equal to the third preset pressure, it is determined that the state of the target valve is the open state, and the number of injections is the second preset number.

[0138] It is understandable that when the target injection pressure is the third target pressure (e.g., 10 bar), since the third target pressure is too low, if the closed valve injection method is still used at this time, the minimum pressure required for the closed valve injection cannot be met, which will lead to insufficient hydrogen injection and affect the combustion efficiency of the hydrogen engine. Therefore, the open valve injection method can be used to inject pressure into the cylinder; this can ensure that hydrogen can be successfully injected into the cylinder based on the third target pressure.

[0139] Exemplarily, when the current gas pressure is less than a second preset pressure (e.g., 30 bar) and greater than or equal to a third preset pressure (e.g., 10 bar), the state of the target valve (intake valve) can be determined to be an open state, so that at the initial moment of injecting hydrogen into the cylinder of the hydrogen engine, hydrogen is injected by an open valve injection method, so that the hydrogen can be effectively injected into the cylinder; and the number of injections can be determined to be a second preset number; for example, the second preset number is 1; in this way, hydrogen can be injected into the cylinder in a timely manner, avoiding the situation where not enough hydrogen is injected at the end of injection, thereby affecting the combustion efficiency of the hydrogen engine.

[0140] As an example, the method provided in an embodiment of the present application also includes: if the current gas pressure is less than the second preset pressure and greater than or equal to the third preset pressure, after a preset time of injecting hydrogen into the hydrogen engine and before the target injection end time, the state of the target valve is controlled to switch to a closed state.

[0141] Exemplarily, the preset duration may be a value pre-configured by the engine or a manually set value, and the embodiments of the present application do not impose any specific restrictions on this.

[0142] Exemplarily, when the current gas pressure is less than the second preset pressure (e.g., 30 bar) and greater than or equal to the third preset pressure (e.g., 10 bar), at the initial moment of injecting hydrogen into the cylinder of the hydrogen engine, the hydrogen is injected by an open valve injection method. Then, after a preset time has passed and before the target injection end time (e.g., 100°CA before the piston moves to the top dead center), the state of the intake valve is controlled to switch to a closed state; in this way, effective injection of hydrogen can be achieved when the target injection pressure is low.

[0143] It can be understood that when the current gas pressure is less than the second preset pressure and greater than or equal to the third preset pressure, by controlling the state of the intake valve to switch to a closed state, it is possible to inject a portion of hydrogen when the intake valve is in an open state, and inject another portion of hydrogen when the intake valve is in a closed state, thereby achieving effective injection of hydrogen.

[0144] Case 4: if the current gas pressure is less than the third preset pressure and greater than or equal to the fourth preset pressure, it is determined that the state of the target valve is the open state, and the number of injections is the second preset number.

[0145] It can be understood that when the target injection pressure is the fourth target pressure (for example, 5 bar), since the fourth target pressure is too small, based on the above description, a development injection method can be adopted to inject hydrogen into the cylinder; this can ensure that hydrogen can be effectively injected into the cylinder.

[0146] Exemplarily, when the current gas pressure is less than a third preset pressure (e.g., 10 bar) and greater than or equal to a fourth preset pressure (e.g., 5 bar), the state of the target valve (intake valve) can be determined to be an open state, so that at the initial moment of injecting hydrogen into the cylinder of the hydrogen engine, hydrogen is injected in an open valve injection manner, thereby ensuring that the hydrogen can be effectively injected into the cylinder; and, the number of injections can be determined to be a second preset number; for example, the second preset number is 1; in this way, hydrogen can be injected into the cylinder in a timely manner, avoiding the situation where not enough hydrogen is injected at the end of injection, thereby affecting the combustion efficiency of the hydrogen engine.

[0147] In an embodiment of the present application, when the current gas pressure is at different pressure values, the state of the target valve and the number of injections are flexibly adjusted to thereby achieve filling of the cylinder with an appropriate amount of hydrogen and air, thereby improving the combustion efficiency of the hydrogen engine.

[0148] In a possible embodiment of the present application, the above S202 includes: if the current gas pressure is less than the second preset pressure and greater than or equal to the third preset pressure, determining whether the indication information is detected; if the indication information is detected, determining the preset injection mode as the target injection mode.

[0149] The indication information carries a preset spray mode.

[0150] Exemplarily, in the preset injection mode, the target injection pressure is a fourth target pressure, the target injection end time is a fourth time, the state of the target valve at the start time of hydrogen injection is an open state, and the number of injections is a second preset number.

[0151] For example, the indication information may be an operation performed by a user on a central control display screen of the vehicle.

[0152] Optionally, before determining whether the indication information is detected, a prompt message may be sent to the user; the prompt message is used to indicate whether to switch the target spray mode to a spray mode corresponding to the current gas pressure being less than the second preset pressure and greater than or equal to the third preset pressure.

[0153] For example, when the target injection pressure is the fourth target pressure, the target injection end time is the fourth time, the state of the target valve is the open state at the start time of hydrogen injection, and the number of injections is the second preset number, the target injection pressure can also be referred to as the limp home mode. In the limp home mode, the hydrogen engine will not be able to maintain normal operation due to insufficient hydrogen in the hydrogen storage tank. In the limp home mode, the vehicle travels at a speed lower than 10 km / h.

[0154] In an embodiment of the present application, if the current gas pressure is less than the second preset pressure and greater than or equal to the third preset pressure, the user can determine whether to enter the preset injection mode based on actual conditions; this can save hydrogen usage when the hydrogen in the hydrogen storage tank is insufficient, thereby improving the user experience.

[0155] Figure 4 It is a schematic flow chart of another engine control method provided in an embodiment of the present application.

[0156] For example, Figure 4 The engine control method shown may be executed by the vehicle, or may be executed by an engine control device in the vehicle, such as a chip.

[0157] like Figure 4 As shown, the engine control method includes S401 to S411, and S401 to S412 are described in detail below.

[0158] S401. Obtain the current gas pressure of the hydrogen storage tank through the pressure sensor.

[0159] It should be understood that since the injection pressure of the hydrogen injection system mainly depends on the gas pressure of the hydrogen storage tank itself, when the hydrogen storage tank in the vehicle continuously outputs hydrogen, the current gas pressure of the hydrogen storage tank will gradually decrease with use; thereby affecting the combustion efficiency of hydrogen after it is injected into the cylinder.

[0160] S402. Determine whether the current gas pressure is greater than 150 bar. If yes, execute S403; if no, execute S404.

[0161] S403. Determine injection mode A as the target injection mode.

[0162] like Figure 5As shown, when the current gas pressure is greater than 150 bar, injection mode A can be used: hydrogen is injected at a target injection pressure of 140 bar. Since the target injection pressure used at this time is relatively high, hydrogen can be injected by closed valve injection; this will not affect the charging efficiency and improve the engine power. The number of injections can be two. The amount of hydrogen injected for the first time can be 80% of the total amount of hydrogen, the injection start time is 160°CA before the top dead center, and the injection end time is 100°CA before the top dead center. The amount of hydrogen injected for the second time can be 20% of the total amount of hydrogen, and the injection end time is 30°CA before the top dead center. In this way, a stratified injection effect can be achieved, which improves the combustion efficiency of the hydrogen engine.

[0163] S404. Determine whether the current gas pressure is greater than 30 bar. If yes, execute S405; if no, execute S406.

[0164] S405. Determine injection mode B as the target injection mode.

[0165] like Figure 5 As shown, when the current gas pressure is greater than 30 bar and less than or equal to 150 bar, injection mode B can be used: hydrogen is injected at a target injection pressure of 20 bar. At this time, closed valve injection can still be used to inject hydrogen to avoid reducing engine power; the number of injections can be one, and the injection end time is 40°CA before top dead center.

[0166] S406. Determine whether the current gas pressure is greater than 10 bar. If yes, execute S407; if no, execute S409.

[0167] S407. Determine whether a control instruction from the user is received. If yes, execute S408; if no, execute S410.

[0168] When the current gas pressure is less than 30 bar, the user needs to choose whether to enter the spray mode C according to the actual situation. If the user's control command is received, the spray mode C is selected. If the user's control command is not received, the spray mode D, that is, the limp mode, is selected.

[0169] S408. Determine injection mode C as the target injection mode.

[0170] like Figure 5As shown in the figure, when the current gas pressure is greater than 10 bar and less than or equal to 30 bar, injection mode C can be used: hydrogen is injected at a target injection pressure of 10 bar. At this time, hydrogen is injected in a transitional injection manner, that is, a portion of hydrogen is injected before the intake valve is closed; and a portion of hydrogen is injected after the intake valve is closed. The number of injections can be one, and the injection end time is 100°CA before the top dead center.

[0171] S409: Determine whether the current gas pressure is greater than 5 bar. If so, execute S410.

[0172] S410. Determine injection mode D as the target injection mode.

[0173] like Figure 5 As shown, when the current gas pressure is greater than 5 bar and less than or equal to 10 bar, injection mode D can be used: hydrogen is injected at a target injection pressure of 5 bar. At this time, hydrogen is injected by open valve injection; the number of injections can be once, and the injection end time is 180°CA before the top dead center. The purpose of injection mode D can be to drive the vehicle slowly to the hydrogen refueling station.

[0174] S411. Based on the target injection pattern, inject hydrogen from the hydrogen storage tank into the cylinder.

[0175] S412. Based on the hydrogen in the cylinder after injection, control the operation of the hydrogen engine.

[0176] For detailed description of S401 to S412, please refer to Figures 2 to 3 The relevant descriptions will not be repeated here.

[0177] In an embodiment of the present application, a target injection mode corresponding to the current gas pressure is determined according to the current gas pressure of the current hydrogen storage tank; the target injection mode includes a target injection pressure, an injection end time, a target valve state and an injection number, etc.; in this way, different target injection modes can be determined when the current gas pressure is different; and based on the target injection pressure and the target injection end time, the hydrogen in the hydrogen storage tank is injected into the hydrogen engine, and based on the hydrogen in the hydrogen engine after injection, the operation of the hydrogen engine is controlled, thereby achieving full combustion of the hydrogen and improving the combustion efficiency of the hydrogen engine; therefore, through this solution, the combustion efficiency of the hydrogen engine can be improved.

[0178] Combination of the above Figures 2 to 5 The engine control method provided by the embodiment of the present application is described in detail; Figure 6 and Figure 7The device embodiments of the present application are described in detail. It should be understood that the device in the embodiments of the present application can execute the various methods of the aforementioned embodiments of the present application, that is, the specific working processes of the following various products can refer to the corresponding processes in the aforementioned method embodiments.

[0179] Combine the following Figure 6 The engine control device provided in the embodiment of the present application is described in detail.

[0180] like Figure 6 As shown, Figure 6 It is a structural schematic diagram of an engine control device provided in an embodiment of the present application.

[0181] For example, Figure 6 As shown, the device comprises:

[0182] An acquisition module 610 is used to acquire the current gas pressure of the hydrogen storage tank in the vehicle;

[0183] A determination module 620 is used to determine a target injection mode for injecting hydrogen into the hydrogen engine based on the current gas pressure; wherein the target injection mode includes a target injection pressure and a target injection end time;

[0184] The injection module 630 is used to inject hydrogen in the hydrogen storage tank into the hydrogen engine based on the target injection mode;

[0185] The control module 640 is configured to control the operation of the hydrogen engine based on the hydrogen in the hydrogen engine after injection.

[0186] In a possible implementation, the determination module 620 is specifically used to: if the current gas pressure is greater than or equal to the first preset pressure, determine the target injection pressure to be the first target pressure, and the target injection end time to be the first time; wherein the first time is the time when the piston in the hydrogen engine moves to the first position before the top dead center; if the current gas pressure is less than the first preset pressure, and greater than or equal to the second preset pressure, determine the target injection pressure to be the second target pressure, and the target injection end time to be the second time; wherein the second time is the time when the piston moves to the second position before the top dead center; if the current gas pressure is less than the second preset pressure, and greater than or equal to the third preset pressure, determine The target injection pressure is determined to be a third target pressure, and the target injection end time is determined to be a third time; wherein the third time is the time when the piston moves to the third position before the top dead center; if the current gas pressure is less than the third preset pressure, and is greater than or equal to the fourth preset pressure, the target injection pressure is determined to be a fourth target pressure, and the target injection end time is determined to be a fourth time; wherein the fourth time is the time when the piston moves to the fourth position before the top dead center; wherein the first target pressure is greater than the second target pressure, the second target pressure is greater than the third target pressure, and the third target pressure is greater than the fourth target pressure; the first position is higher than the second position; the second position is higher than the third position; the third position is higher than the fourth position.

[0187] In a possible implementation, the determination module 620 is further configured to determine the state of the target valve and the number of injections based on the current gas pressure.

[0188] In one possible implementation, the determination module 620 is specifically used to determine that the state of the target valve is a closed state and the number of injections is a first preset number if the current gas pressure is greater than or equal to a first preset pressure; if the current gas pressure is less than the first preset pressure and greater than or equal to a second preset pressure, determine that the state of the target valve is a closed state and the number of injections is a second preset number; wherein the second preset number is less than the first preset number; if the current gas pressure is less than the second preset pressure and greater than or equal to a third preset pressure, determine that the state of the target valve is an open state and the number of injections is a second preset number; if the current gas pressure is less than the third preset pressure and greater than or equal to a fourth preset pressure, determine that the state of the target valve is an open state and the number of injections is a second preset number.

[0189] In one possible implementation, the control module 640 is also used to control the state of the target valve to switch to a closed state after a preset time of injecting hydrogen into the hydrogen engine and before the target injection end time if the current gas pressure is less than the second preset pressure and greater than or equal to the third preset pressure.

[0190] In one possible implementation, the determination module 620 is specifically used to determine whether indication information is detected if the current gas pressure is less than the second preset pressure and greater than or equal to the third preset pressure; wherein the indication information carries a preset injection mode; if the indication information is detected, the preset injection mode is determined as the target injection mode.

[0191] It should be noted that, when the engine control device provided in the above embodiment executes the engine control method, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the equipment can be divided into different functional modules to complete all or part of the functions described above.

[0192] In addition, the engine control device and engine control method embodiments provided in the above embodiments belong to the same concept, so for details not disclosed in the device embodiments of this specification, please refer to the engine control method embodiments described above in this specification, which will not be repeated here.

[0193] Figure 7 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0194] For example, Figure 7 As shown, the vehicle 700 includes: a memory 701 and a processor 702, wherein the memory 701 stores an executable program code 703, and the processor 702 is used to call and execute the executable program code 703 to perform an engine control method.

[0195] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to execute an engine control method provided by an embodiment of the present application.

[0196] In this embodiment, the functional modules of the device can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0197] In the case of dividing each functional module according to each function, the device may also include an acquisition module, a detection module, a processing module, a control module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0198] It should be understood that the device provided in this embodiment is used to execute the above-mentioned engine control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0199] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing related program codes, etc.

[0200] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in conjunction with the disclosure of the present application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0201] In addition, the device provided in the embodiments of the present application may specifically be a chip, component or module, and the chip may include a connected processor and memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute an engine control method provided in the above embodiments.

[0202] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is executed on a computer, the computer executes the above-mentioned related method steps to implement an engine control method provided by the above-mentioned embodiment.

[0203] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement an engine control method provided by the above-mentioned embodiment.

[0204] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0205] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0206] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, 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 devices or units, which can be electrical, mechanical or other forms.

[0207] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. An engine control method, characterized in that: The method comprises: Get the current gas pressure of the hydrogen storage tank in the vehicle; Based on the current gas pressure, determining a target injection mode for injecting hydrogen into the hydrogen engine; wherein the target injection mode includes a target injection pressure and a target injection end time; Based on the target injection pattern, injecting hydrogen in the hydrogen storage tank into the hydrogen engine; The hydrogen engine is controlled to operate based on the hydrogen in the hydrogen engine after injection.

2. The method according to claim 1, characterized in that The step of determining a target injection mode for injecting hydrogen into the hydrogen engine based on the current gas pressure includes: If the current gas pressure is greater than or equal to the first preset pressure, the target injection pressure is determined to be the first target pressure, and the target injection end time is determined to be the first time; wherein the first time is the time when the piston in the hydrogen engine moves to the first position before the top dead center; If the current gas pressure is less than the first preset pressure and greater than or equal to the second preset pressure, the target injection pressure is determined to be the second target pressure, and the target injection end time is determined to be the second time; wherein the second time is the time when the piston moves to the second position before the top dead center; If the current gas pressure is less than the second preset pressure and greater than or equal to the third preset pressure, the target injection pressure is determined to be the third target pressure, and the target injection end time is determined to be the third time; wherein the third time is the time when the piston moves to the third position before the top dead center; If the current gas pressure is less than the third preset pressure and greater than or equal to the fourth preset pressure, the target injection pressure is determined to be a fourth target pressure, and the target injection end time is determined to be a fourth time; wherein the fourth time is the time when the piston moves to a fourth position before the top dead center; wherein the first target pressure is greater than the second target pressure, the second target pressure is greater than the third target pressure, and the third target pressure is greater than the fourth target pressure; The first position is higher than the second position; the second position is higher than the third position; and the third position is higher than the fourth position.

3. The method according to claim 1 or 2, characterized in that: The target injection mode also includes the state of the target valve and the number of injections at the start time of injecting hydrogen; The method further comprises: Based on the current gas pressure, the state of the target valve and the number of injections are determined.

4. The method according to claim 3, characterized in that The state of the target valve and the number of injections based on the current gas pressure include: If the current gas pressure is greater than or equal to a first preset pressure, determining that the state of the target valve is a closed state, and the number of injections is a first preset number; If the current gas pressure is less than the first preset pressure and greater than or equal to the second preset pressure, determine that the state of the target valve is a closed state, and the number of injections is a second preset number; wherein the second preset number is less than the first preset number; If the current gas pressure is less than the second preset pressure and greater than or equal to the third preset pressure, determining that the state of the target valve is an open state, and the number of injections is the second preset number; If the current gas pressure is less than the third preset pressure and greater than or equal to the fourth preset pressure, it is determined that the state of the target valve is an open state, and the number of injections is the second preset number.

5. The method according to claim 4, characterized in that If the current gas pressure is greater than or equal to the first preset pressure, the first preset number is two; the first injection amount in the injection number is a first hydrogen amount, and the second injection amount in the injection number is a second hydrogen amount; the first hydrogen amount is greater than the second hydrogen amount.

6. The method according to claim 4, characterized in that The method further comprises: If the current gas pressure is less than the second preset pressure and greater than or equal to the third preset pressure, after a preset time period of injecting hydrogen into the hydrogen engine and before the target injection end time, the state of the target valve is controlled to switch to the closed state.

7. The method according to claim 1 or 2, characterized in that: Determining a target injection mode for injecting hydrogen into a hydrogen engine based on the current gas pressure includes: If the current gas pressure is less than the second preset pressure and greater than or equal to the third preset pressure, determining whether indication information is detected; wherein the indication information carries a preset injection mode; If the indication information is detected, the preset spray mode is determined as the target spray mode.

8. An engine control device, characterized in that: The device comprises: An acquisition module, used for acquiring the current gas pressure of the hydrogen storage tank in the vehicle; A determination module, configured to determine a target injection mode for injecting hydrogen into a hydrogen engine based on the current gas pressure; wherein the target injection mode includes a target injection pressure and a target injection end time; an injection module, configured to inject hydrogen in the hydrogen storage tank into the hydrogen engine based on the target injection mode; A control module is used to control the operation of the hydrogen engine based on the hydrogen in the hydrogen engine after injection.

9. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method according to any one of claims 1 to 7 is implemented.

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