Engine rail pressure control method, device and equipment and storage medium

Abstract

The embodiment of the invention relates to the field of vehicle control, in particular to an engine rail pressure control method, device and equipment and a storage medium, and aims at achieving accurate pre-control over the engine rail pressure. The method comprises the following steps: mounting an engine on a test bench; the engine is tested and calibrated through the test bench, and a slope three-dimensional diagram and an intercept diagram of the engine under each set of rotating speed and rail pressure are obtained; and according to the slope three-dimensional diagram and the intercept diagram, the corresponding relation between the relative oil injection quantity and the oil pumping continuous angle under each set of rotating speed and rail pressure is determined so as to control normal operation of the engine.

Description

Technical Field

[0001] This application relates to the field of vehicle control, and more specifically, to an engine rail pressure control method, device, equipment, and storage medium. Background Technology

[0002] During engine design, it is necessary to calibrate the relative fuel injection quantity and pumping duration angle at different engine speeds and rail pressures to ensure normal engine operation. In existing technologies, engine calibration typically involves summing and averaging data from various speed rail pressures to complete the calibration.

[0003] In existing technologies, the data from each speed rail pressure are summed and averaged, resulting in a large deviation between the calibrated pump oil continuous angle and the actual pump oil continuous angle, making accurate calibration impossible. Summary of the Invention

[0004] This application provides an engine rail pressure control method, device, equipment, and storage medium, aiming to achieve precise pre-control of engine rail pressure.

[0005] A first aspect of this application provides an engine rail pressure control method, the method comprising: Install the engine onto the test bench; The engine was tested and calibrated using the test bench to obtain a three-dimensional slope diagram and an intercept diagram of the engine under each set of speed and rail pressure. Based on the slope 3D graph and the intercept graph, the correspondence between the relative injection quantity and the pumping duration angle under each set of speed and rail pressure is determined in order to control the normal operation of the engine.

[0006] Optionally, the step of testing and calibrating the engine using the test bench to obtain the three-dimensional slope diagram and intercept diagram of the engine under each set of speeds and rail pressures includes: The slope factor of the relative fuel injection quantity and pumping duration angle of the engine under each set of speed and rail pressure is obtained through the test bench. The slope three-dimensional graph is obtained based on the slope factor corresponding to each group of rotational speed and rail pressure; The deviation value of the pumping oil continuous angle of the engine under each set of speed and rail pressure is obtained by the test bench; The intercept diagram is obtained based on the deviation values ​​corresponding to each group of rotational speed and rail pressure.

[0007] Optionally, obtaining the slope factor of the relative injection quantity and pumping duration angle of the engine at each set of speeds and rail pressures using the test bench includes: For each set of speed and rail pressure, the load of the engine is changed in preset steps at the specified speed and rail pressure. Obtain the relative fuel injection quantity and corresponding pumping duration angle of the engine under each load; The linear relationship between the relative injection quantity and the pumping duration angle is statistically analyzed to obtain the corresponding slope factor; By changing the rail pressure at the same speed, the relative fuel injection quantity and pumping duration angle of the engine under different loads are obtained, and the corresponding slope factor is obtained until the rail pressure reaches its maximum value.

[0008] Optionally, the step of statistically analyzing the linear relationship between the relative injection quantity and the pumping duration angle to obtain the corresponding slope factor includes: Input the relative injection quantity and the corresponding pumping duration angle into a preset statistical tool; The slope factor is obtained by statistically analyzing the linear relationship between the relative injection quantity and the pumping duration angle using the statistical tool.

[0009] Optionally, obtaining the deviation value of the pumping oil continuous angle of the engine under each set of speeds and rail pressures via the test bench includes: For each set of speed and rail pressure, the fuel injection quantity of the engine is set to zero; Obtain the pumping duration angle of the engine when the fuel injection quantity is zero, and obtain the deviation value of the pumping duration angle.

[0010] Optionally, the step of changing the engine load in preset step sizes at each set of rotational speed and rail pressure includes: Under a fixed rotational speed and rail pressure, the throttle valve of the engine is set to a preset opening. The throttle opening is adjusted according to the preset step size until the maximum load within the preset step size is reached.

[0011] Optionally, determining the correspondence between the relative injection quantity and the pumping duration angle for each set of rotational speeds and rail pressures based on the slope three-dimensional graph and the intercept graph includes: Given the rotational speed and rail pressure, the slope factor corresponding to the rotational speed and rail pressure is determined based on the slope three-dimensional graph. Based on the intercept diagram, determine the deviation value of the pump oil continuous angle corresponding to the rotational speed and rail pressure; The corresponding pumping duration angle is obtained based on the relative injection quantity, the slope factor, and the deviation value.

[0012] A second aspect of this application provides an engine rail pressure pre-control device, the device comprising: Engine mounting module, used to mount the engine to the test bench; The engine testing module is used to test and calibrate the engine using the test bench, and to obtain the three-dimensional slope diagram and intercept diagram of the engine under each set of speed and rail pressure. The correspondence determination module is used to determine the correspondence between the relative injection quantity and the pumping duration angle under each set of speed and rail pressure based on the slope three-dimensional graph and the intercept graph, so as to control the normal operation of the engine.

[0013] Optionally, the engine testing module includes: The slope factor acquisition submodule is used to acquire the slope factor of the relative injection quantity and pumping duration angle of the engine under each set of speed and rail pressure through the test bench. The slope 3D plot acquisition submodule is used to obtain the slope 3D plot based on the slope factor corresponding to each group of rotational speed and rail pressure; The deviation value determination submodule is used to obtain the deviation value of the pumping oil continuous angle of the engine under each set of speed and rail pressure through the test bench; The intercept graph acquisition submodule is used to obtain the intercept graph based on the deviation values ​​corresponding to each group of rotational speed and rail pressure.

[0014] Optionally, the slope factor acquisition module includes: The load change submodule is used to change the engine load in preset steps for each set of speed and rail pressure. The fuel injection quantity angle data acquisition submodule is used to acquire the relative fuel injection quantity and the corresponding pumping duration angle of the engine under each load. The slope factor acquisition submodule is used to statistically analyze the linear relationship between the relative injection quantity and the pumping duration angle to obtain the corresponding slope factor. The rail pressure changing submodule is used to change the rail pressure at the same speed, obtain the relative fuel injection quantity and pumping duration angle of the engine under different loads, and obtain the corresponding slope factor until the rail pressure reaches its maximum value.

[0015] Optionally, the slope factor acquisition submodule includes: The data input submodule is used to input the relative injection quantity and the corresponding pumping duration angle into a preset statistical tool; The linear analysis submodule is used to statistically analyze the linear relationship between the relative injection quantity and the pumping duration angle using the statistical tool, and obtain the slope factor.

[0016] Optionally, the deviation value acquisition submodule includes: The fuel injection quantity zeroing submodule is used to set the fuel injection quantity of the engine to zero for each set of speed and rail pressure. Angle acquisition submodule is used to acquire the continuous pumping angle of the engine when the fuel injection quantity is zero, and to obtain the deviation value of the continuous pumping angle.

[0017] Optionally, the load changing submodule includes: The throttle setting submodule is used to set the throttle of the engine to a preset opening degree under a fixed speed and rail pressure. The throttle adjustment submodule is used to adjust the opening of the throttle valve according to the preset step size until the maximum load in the preset step size is reached.

[0018] Optionally, the correspondence determination module includes: The first determining submodule is used to determine the slope factor corresponding to the speed and rail pressure based on the slope three-dimensional graph, given the determined speed and rail pressure. The second determining submodule is used to determine the deviation value of the pump oil continuous angle corresponding to the rotational speed and rail pressure based on the intercept diagram; The third determining submodule is used to obtain the corresponding pumping duration angle based on the relative injection quantity, the slope factor, and the deviation value.

[0019] A third aspect of this application provides a readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the method described in the first aspect of this application.

[0020] A fourth aspect of this application provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the steps of the method described in the first aspect of this application.

[0021] Using the engine rail pressure control method proposed in this application, the engine is installed on a test bench; the engine is tested and calibrated on the test bench to obtain a three-dimensional slope diagram and an intercept diagram of the engine under each set of speed and rail pressure; based on the three-dimensional slope diagram and the intercept diagram, the correspondence between the relative injection quantity and the pumping duration angle under each set of speed and rail pressure is determined to control the normal operation of the engine.

[0022] In this application, when testing the engine, a three-dimensional slope diagram and intercept diagram of the engine under each set of speed and rail pressure were established. Then, the relationship between the relative injection quantity and the pumping duration angle under each set of speed and rail pressure was determined. The slope factor of the injection quantity and the pumping duration angle was realized through the three-dimensional diagram, so that each speed and rail pressure combination corresponds to an independently optimized slope factor, ensuring the accurate calibration of the engine rail pressure, and thus accurately pre-controlling the engine rail pressure. Attached Figure Description

[0023] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments of this application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a flowchart of an engine rail pressure control method proposed in an embodiment of this application; Figure 2 This is a schematic diagram of engine rail pressure calibration according to an embodiment of this application; Figure 3 This is a schematic diagram of an engine rail pressure pre-control device according to an embodiment of this application; Figure 4 This is a schematic diagram of an electronic device according to an embodiment of this application. Detailed Implementation

[0025] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0026] Engines typically employ high-pressure injection technology, which enables more complete fuel atomization, optimizes the in-cylinder combustion process, reduces knocking, and improves emissions and fuel consumption. Direct injection engines are usually supplemented with high-pressure fuel injection technology, matched with a high-pressure fuel pump and a high-pressure fuel rail in terms of hardware. Engines require calibration during design. Engine calibration is a process of experimentation and optimization of control software parameters to ensure that the engine achieves optimal performance, fuel consumption, and emissions balance under various operating conditions. During engine calibration, based on the current engine speed, relative injection quantity, and target required rail pressure, the model calculates the pre-controlled pumping duration angle. Finally, the actuator, the high-pressure fuel pump, controls the actual physical action of this angle to achieve a match between the actual rail pressure and the target rail pressure, thereby controlling the normal operation of the engine.

[0027] In the rail pressure pre-control calibration process, the main focus is on calibrating the slope curve and the intercept MAP. The slope curve is a two-dimensional table related to the rotational speed, with the X-axis representing the rotational speed and the Y-axis representing the slope value. Generally, under a fixed rotational speed and rail pressure, a linear equation between the injection quantity and the pumping duration angle under different loads can be fitted to obtain the slope factor under the current rail pressure. Finally, the slope factors under each group of rail pressures are summed and averaged to obtain an average slope factor that is only related to the rotational speed. The same method is used to obtain the average slope factor at each rotational speed, and finally, a two-dimensional slope curve that is only related to the rotational speed is fitted. The disadvantage of this calculation method is that the slope factors under different rail pressure conditions at the same rotational speed are averaged, and this average slope factor deviates significantly from the fitted slope factor for each rail pressure at a fixed rotational speed, thus limiting the accuracy.

[0028] refer to Figure 1 , Figure 1 This is a flowchart of an engine rail pressure control method according to an embodiment of this application, as shown below. Figure 1 As shown, the specific steps include: S11: Install the engine onto the test bench.

[0029] In this embodiment, the test bench (or test rig) is the core experimental equipment for engine research, calibration, and verification. It is used to simulate the actual operating conditions of the engine or components in a laboratory environment and to perform precise measurements and control. Simply put, it is a highly specialized "experimental platform" that fixes the engine and connects various instruments, allowing it to operate and be tested safely even when detached from the vehicle.

[0030] In this embodiment, when calibrating the engine, the engine is first installed on a test bench to perform various tests on the engine.

[0031] S12: The engine is tested and calibrated using the test bench to obtain the three-dimensional slope diagram and intercept diagram of the engine under each set of speed and rail pressure.

[0032] In this embodiment, the slope 3D graph is a 3D graph with rotational speed as the X-axis, rail pressure as the Y-axis, and slope factor as the Z-axis, and the intercept graph is a 3D graph with rotational speed as the X-axis, rail pressure as the Y-axis, and deviation value as the Z-axis.

[0033] In this embodiment, the engine is tested using the test bench. Multiple sets of speeds and rail pressures are set. Under each set of speeds and rail pressures, the engine load is increased in a preset step size. The relative fuel injection quantity and pumping duration angle of the engine under this load are detected. The corresponding slope factor is then obtained under each speed and rail pressure. The speed and rail pressure are then changed to gradually reach the upper limit, and the slope factor under each set of speeds and rail pressures is obtained, thus forming a three-dimensional slope graph.

[0034] In this embodiment, the pumping duration angle when the relative injection quantity is zero is obtained under each set of rotational speed and rail pressure. This angle is used as the deviation value to form an intercept diagram.

[0035] For example, the speed range is 1000 to 4500 r / min, the rail pressure range is 5 to 35 MPa, the load scan starts from 20 and scans to the characteristic point outside this speed, and the step size is set to 10.

[0036] S13: Based on the slope three-dimensional graph and the intercept graph, determine the correspondence between the relative injection quantity and the pumping duration angle under each group of speed and rail pressure, so as to control the normal operation of the engine.

[0037] In this embodiment, after obtaining the slope three-dimensional graph and intercept graph, the slope three-dimensional graph and intercept graph of the engine are calibrated. Based on the calibrated slope three-dimensional graph and intercept graph, the pumping duration angle can be calculated according to the relative injection quantity under each set of speed and rail pressure using a preset formula. Then, in actual use, the corresponding pumping angle is executed to inject fuel and control the normal operation of the engine.

[0038] For example, the default formula is: Pump duration angle = relative injection quantity * slope + offset value In this embodiment, the engine speed, rail pressure, and load are changed on the test bench, and then the slope factor between the injection quantity and the pumping duration angle under each set of speed rail pressure is calibrated, and a three-dimensional slope graph is constructed. This method realizes an independently optimized slope factor corresponding to each speed rail pressure combination, ensuring that the engine always maintains a normal air-fuel ratio and achieves precise control under different operating conditions.

[0039] In another embodiment of this application, the step of testing and calibrating the engine using the test bench to obtain the three-dimensional slope diagram and intercept diagram of the engine under each set of speeds and rail pressures includes: S21: Obtain the slope factor of the relative fuel injection quantity and pumping duration angle of the engine at each set of speeds and rail pressures using the test bench.

[0040] In this embodiment, the engine's relative fuel injection quantity is a dynamic fuel injection quantity obtained by superimposing various operating condition and environmental correction coefficients on a base fuel injection quantity, used to accurately adapt to actual operating needs. During engine operation, the fuel injection pump plunger's fuel supply action is measured in crankshaft angles. The continuous pumping angle is the angle the crankshaft rotates throughout the entire process from the moment the top of the plunger closes the plunger sleeve's inlet hole to the moment the plunger's inclined groove edge exposes the inlet hole.

[0041] In this embodiment, the engine is first tested on a test bench, with multiple sets of speed and rail pressure set. Under each set of speed and rail pressure, the relative fuel injection quantity and the slope factor of the pumping duration angle are obtained.

[0042] For example, the rotational speed can be 1000 r / min and the rail pressure can be 5 MPa.

[0043] S22: Based on the slope factor corresponding to each group of rotational speed and rail pressure, the three-dimensional slope diagram is obtained.

[0044] In this embodiment, after obtaining the slope factors corresponding to the rotational speed and rail pressure, each set of rotational speed, rail pressure and corresponding slope factors are filled into the slope three-dimensional graph. The rotational speed is used as the X-axis in the three-dimensional coordinate system, the rail pressure is used as the Y-axis in the three-dimensional coordinate system, and the slope is used as the Z-axis in the three-dimensional coordinate system to obtain the slope three-dimensional graph.

[0045] S23: Obtain the deviation value of the pumping oil continuous angle of the engine under each set of speed and rail pressure through the test bench.

[0046] In this embodiment, the deviation value is the pumping continuous angle when the relative fuel injection quantity is zero, and this angle will change with the use and wear of the engine.

[0047] In this embodiment, in the test bench, under each set of rotational speed and rail pressure, when the relative oil injection quantity is zero, the pumping oil continuous angle at this time is obtained, and the pumping oil continuous angle is used as the deviation value.

[0048] S24: Based on the deviation values ​​corresponding to each group of rotational speed and rail pressure, the intercept diagram is obtained.

[0049] In this embodiment, after obtaining the pump oil continuous angle under each set of rotational speed and rail pressure, each set of rotational speed, rail pressure and corresponding deviation value are filled into the intercept graph. The rotational speed is used as the X-axis in the three-dimensional coordinate system, the rail pressure is used as the Y-axis in the three-dimensional coordinate system, and the deviation value is used as the Z-axis in the three-dimensional coordinate system to obtain the intercept graph.

[0050] In this embodiment, the slope factor and deviation value corresponding to each group of rotational speed and rail pressure were tested on the test bench to obtain a three-dimensional slope graph and an intercept graph. The slope factor corresponding to each group of rotational speed and rail pressure can be accurately determined through the three-dimensional slope graph, thereby improving the accuracy of calibration.

[0051] In another embodiment of this application, the specific steps for obtaining the slope factor of the relative injection quantity and pumping duration angle of the engine at each set of speeds and rail pressures using the test bench include: S31: For each set of speed and rail pressure, change the load of the engine in preset steps at the speed and rail pressure.

[0052] In this embodiment, engine load is the core parameter for measuring its output capability under specific operating conditions, and is defined as the ratio of the actual output torque to the maximum torque that can be output at that speed (unit: %).

[0053] In this embodiment, for each group of speed and rail pressure, the engine load is changed in preset steps under that speed and rail pressure.

[0054] For example, the initial load is 20, and the load change step is 10.

[0055] S32: Obtain the relative fuel injection quantity and corresponding pumping duration angle of the engine under each load.

[0056] In this embodiment, under the same speed and rail pressure, the relative fuel injection quantity and pumping duration angle of the engine under each load are obtained. The engine is controlled to run at a set speed and rail pressure on a test bench. During the engine operation, sensors installed on the test bench scan the engine's relative fuel injection quantity and the corresponding pumping duration angle.

[0057] For example, at a speed of 1000 r / min and a rail pressure of 5 MPa, data was scanned for different engine loads (each load corresponds to a relative fuel injection quantity). The load scan started from 20 and went to the external characteristic point of that speed (i.e. the point of maximum load). The step size was set to 10, and two columns of data corresponding to different pumping duration angles for different relative fuel injection quantities were obtained.

[0058] S33: Statistically analyze the linear relationship between the relative injection quantity and the pumping duration angle to obtain the corresponding slope factor.

[0059] In this embodiment, after obtaining the relative injection quantity and pumping duration angle, the changing trends of the relative injection quantity and pumping duration angle are statistically analyzed using corresponding statistical tools to obtain the corresponding slope factor.

[0060] For example, at a speed of 1000 r / min and a rail pressure of 5 MPa, data was scanned for different engine loads (each load corresponds to a relative fuel injection quantity). The load scan started from 20 and scanned to the external characteristic point of that speed. The step size was set to 10. Two columns of data corresponding to different pumping duration angles for different relative fuel injection quantities were obtained. The slope factor 1 was obtained by using the Excel trend tool.

[0061] S34: Change the rail pressure at the same speed to obtain the relative fuel injection quantity and pumping duration angle of the engine under different loads, and obtain the corresponding slope factor until the rail pressure reaches its maximum value.

[0062] In this embodiment, at the same rotational speed, the rail pressure is changed according to a preset step size to obtain the engine fuel injection quantity and pumping duration angle under different loads, and then obtain the corresponding slope factor. In this way, multiple slope factors can be obtained until the rail pressure reaches its maximum value, and then the slope factors of the relative fuel injection quantity and pumping duration angle of the engine under different rail pressures at that rotational speed are obtained.

[0063] For example, under the conditions of 1000 r / min speed and 10 MPa rail pressure, data scanning was performed on different engine loads to obtain two columns of data corresponding to different pumping duration angles for different relative injection quantities. Using the Excel trend tool, the slope factor 2 was obtained. Similarly, the slope factors for all rail pressures under 1000 r / min speed were obtained.

[0064] In this embodiment, the corresponding slope factor is obtained for each set of rotational speed and rail pressure. The slope factor is then obtained by changing the rail pressure until the rail pressure is increased to the maximum, resulting in multiple slope factors at a fixed rotational speed. Using the same method, multiple slope factors are obtained at different rotational speeds, thus constructing a three-dimensional slope graph.

[0065] In another embodiment of this application, the step of statistically analyzing the linear relationship between the relative injection quantity and the pumping duration angle to obtain the corresponding slope factor includes: S41: Input the relative injection quantity and the corresponding pumping duration angle into a preset statistical tool.

[0066] In this embodiment, the preset statistical tool is a software program with data statistical functions.

[0067] In this embodiment, the relative injection quantity and the corresponding pumping duration angle are input into a preset statistical tool so that the relative injection quantity and the corresponding pumping duration angle can be statistically analyzed by the statistical tool.

[0068] For example, the statistical tool used is Excel.

[0069] S42: The slope factor is obtained by statistically analyzing the linear relationship between the relative injection quantity and the pumping duration angle using the statistical tool.

[0070] In this embodiment, the linear relationship between relative injection quantity and pumping duration angle is statistically analyzed using statistical tools to obtain the corresponding slope factor.

[0071] In this embodiment, a preset statistical tool is used to statistically analyze the linear relationship between the relative injection quantity and the pumping duration angle to obtain the corresponding slope factor, thereby improving the accuracy of engine calibration.

[0072] In another embodiment of this application, obtaining the slope three-dimensional graph based on the slope factor corresponding to each group of rotational speeds and rail pressures includes: Each set of rotational speeds is used as X-axis data and filled into the slope 3D graph.

[0073] In this embodiment, when constructing the slope 3D graph, the transmitter's rotational speed values ​​are filled into the X-axis in ascending order, and used as X-axis data to fill the slope 3D graph.

[0074] Each set of rail pressure data is used as Y-axis data and filled into the slope 3D graph.

[0075] In this embodiment, when constructing the slope 3D graph, the transmitter's rail pressure values ​​are filled into the Y-axis in ascending order, and used as the Y-axis data to fill the slope 3D graph. The slope factor corresponding to each group of rotational speed and rail pressure is used as Z-axis data and filled into the slope three-dimensional graph.

[0076] In this embodiment, when constructing the slope three-dimensional graph, the slope factor corresponding to each group of rotational speed and rail pressure is filled into the slope three-dimensional graph as Z-axis data to complete the construction of the slope three-dimensional graph.

[0077] In this embodiment, the speed, rail pressure, and corresponding slope factor are filled into the slope three-dimensional graph to establish a one-to-one correspondence between the injection quantity and the pumping duration angle of the high-pressure oil pump under different speeds and rail pressures. This realizes an independent optimized slope factor for each speed and rail pressure combination, which helps to improve the calibration accuracy.

[0078] In another embodiment of this application, obtaining the deviation value of the pumping oil continuous angle of the engine under each set of speeds and rail pressures using the test bench includes: S51: For each set of speed and rail pressure, set the fuel injection quantity of the engine to zero.

[0079] In this embodiment, when testing the engine on the test bench, the fuel injection quantity of the engine is set to zero for each set of speed and rail pressure.

[0080] For example, at a speed of 1000 r / min and a rail pressure of 5 MPa, the engine's fuel injection quantity was set to zero, and the rail pressure and speed were continuously changed to conduct tests at all possible speeds and rail pressures.

[0081] S52: Obtain the pumping duration angle of the engine when the fuel injection quantity is zero, and obtain the deviation value of the pumping duration angle.

[0082] In this embodiment, the pumping duration angle of the engine when the fuel injection quantity is zero is obtained, and the deviation value of the pumping duration angle is obtained.

[0083] For example, the deviation value is 1 at a speed of 1000 r / min and a rail pressure of 5 MPa, the deviation value is 2 at a speed of 1000 r / min and a rail pressure of 10 MPa, the deviation value is 3 at a speed of 2000 r / min and a rail pressure of 5 MPa, the deviation value is 4 at a speed of 2000 r / min and a rail pressure of 10 MPa, and so on, to obtain the deviation value for each set of speeds and rail pressures.

[0084] In this embodiment, the deviation values ​​of each group of rotational speeds and rail pressures are obtained, and then the actual pumping oil continuous angle is accurately calculated.

[0085] In another embodiment of this application, obtaining the intercept diagram based on the deviation values ​​corresponding to each group of rotational speeds and rail pressures includes: Each set of rotational speeds is used as X-axis data and filled into the intercept graph.

[0086] In this embodiment, when constructing the intercept plot, the engine speed values ​​are filled into the intercept plot as X-axis data in ascending order.

[0087] Each set of rail pressure data is used as Y-axis data and filled into the intercept graph.

[0088] In this embodiment, when constructing the intercept plot, the engine rail pressure values ​​are filled into the intercept plot as Y-axis data in ascending order.

[0089] Each set of deviation values ​​is used as Z-axis data and filled into the intercept graph.

[0090] In this embodiment, when constructing the intercept plot, the deviation values ​​of the engine at different speeds and rail pressures are used as Z-axis data and filled into the intercept plot.

[0091] In this embodiment, by constructing an intercept diagram, the continuous pumping angle under different conditions is calculated, thereby completing the engine calibration.

[0092] In another embodiment of this application, the step of changing the engine load in preset step sizes at each set of rotational speed and rail pressure includes: S61: Under the fixed speed and rail pressure, set the throttle valve of the engine to a preset opening.

[0093] In this embodiment, the engine throttle valve is a key component that controls the air entering the engine, directly affecting fuel efficiency, power output, and operational stability.

[0094] In this embodiment, during the test calibration, for each set of speed and rail pressure, the engine throttle is first adjusted to a preset opening.

[0095] For example, the preset opening can be 0.5°.

[0096] S62: Adjust the opening of the throttle valve according to the preset step size until the maximum load in the preset step size is reached.

[0097] In this embodiment, during the test calibration process, the throttle opening is gradually increased according to the preset step size, so that the load continuously increases until the engine load reaches the maximum load in the preset step size.

[0098] For example, the initial load of the engine is 20%, and the step size is 10%. Based on this step size, the throttle opening is gradually increased. Each time the opening is increased, the engine load increases by 10%, until the engine load increases to 100%, at which point the throttle opening is stopped.

[0099] In this embodiment, adjusting the engine load by adjusting the engine opening degree is beneficial for accurately measuring the data required for engine calibration at each speed, rail pressure, and load, thereby improving the accuracy of calibration.

[0100] In another embodiment of this application, determining the correspondence between the relative injection quantity and the pumping duration angle for each set of rotational speeds and rail pressures based on the slope three-dimensional graph and the intercept graph includes: S71: Given the rotational speed and rail pressure, determine the slope factor corresponding to the rotational speed and rail pressure based on the slope three-dimensional graph.

[0101] In this embodiment, given the current rotational speed and rail pressure, the slope three-dimensional graph is queried to obtain the slope factor corresponding to the current rotational speed and rail pressure.

[0102] For example, the current slope factor is x.

[0103] S72: Based on the intercept diagram, determine the deviation value of the pump oil continuous angle corresponding to the rotational speed and rail pressure.

[0104] In this embodiment, given the rotational speed and rail pressure, the intercept diagram is consulted to determine the deviation value of the corresponding pump oil continuous angle.

[0105] For example, the current deviation value is y.

[0106] S73: Based on the current relative injection quantity, the slope factor, and the deviation value, the corresponding pumping duration angle is obtained.

[0107] In this embodiment, the corresponding pumping duration angle is calculated based on the current relative injection quantity, slope factor, and deviation value.

[0108] For example, if the current relative injection quantity is 'a', the current slope factor is 'x', the current deviation value is 'y', and the current pumping duration angle is 'b', then the relationship between the relative injection quantity and the pumping duration angle is: ax + y = b (1) In this embodiment, by querying the three-dimensional slope graph and the intercept graph, the corresponding slope factor and deviation value can be determined, thereby determining the relationship between the current relative injection quantity and the pumping duration angle, which is beneficial for accurately controlling the normal operation of the engine.

[0109] refer to Figure 2 , Figure 2 This is a schematic diagram of engine rail pressure calibration according to an embodiment of this application, as shown below. Figure 2 As shown, the slope in the slope MAP (3D slope graph) formed by the relative injection quantity, engine speed, rail pressure, and slope factor is multiplied by the slope. Then, the corresponding intercept in the intercept MAP (intercept graph) formed by the engine speed, rail pressure, and the result is added to the multiplied result to obtain the final pumping duration angle. During actual engine operation, at the corresponding engine speed, the pumping duration angle is adjusted to the calculated angle to ensure that the air-fuel ratio of the engine reaches the preset value, thus maintaining the engine in normal operating condition.

[0110] In the above embodiments of this application, the two-dimensional curve is upgraded to a three-dimensional map related to speed and rail pressure. The X-axis represents speed, the Y-axis represents rail pressure, and the Z-axis represents the slope factor under the corresponding operating condition. This enables each speed-rail pressure combination to have an independently optimized slope factor, achieving precise slope control under different operating conditions and significantly improving calculation accuracy. A one-to-one control relationship between the injection quantity and the high-pressure oil pump's pumping duration angle under different speeds and rail pressures is established. The injection quantity and pumping duration angle slope factors are implemented through a three-dimensional map, enabling each speed-rail pressure combination to have an independently optimized slope factor, thus improving calculation accuracy.

[0111] Based on the same inventive concept, one embodiment of this application provides an engine rail pressure pre-control device. (Reference) Figure 3 , Figure 3 This is a schematic diagram of an engine rail pressure pre-control device 300 according to an embodiment of this application. Figure 3 As shown, the device includes: Engine mounting module 301 is used to mount the engine to the test bench; The engine test module 302 is used to test and calibrate the engine through the test bench, and obtain the slope three-dimensional diagram and intercept diagram of the engine under each set of speed and rail pressure. The correspondence determination module 303 is used to determine the correspondence between the relative injection quantity and the pumping duration angle under each set of speed and rail pressure based on the slope three-dimensional graph and the intercept graph, so as to control the normal operation of the engine.

[0112] Optionally, the engine testing module includes: The slope factor acquisition submodule is used to acquire the slope factor of the relative injection quantity and pumping duration angle of the engine under each set of speed and rail pressure through the test bench. The slope 3D plot acquisition submodule is used to obtain the slope 3D plot based on the slope factor corresponding to each group of rotational speed and rail pressure; The deviation value determination submodule is used to obtain the deviation value of the pumping oil continuous angle of the engine under each set of speed and rail pressure through the test bench; The intercept graph acquisition submodule is used to obtain the intercept graph based on the deviation values ​​corresponding to each group of rotational speed and rail pressure.

[0113] Optionally, the slope factor acquisition module includes: The load change submodule is used to change the engine load in preset steps for each set of speed and rail pressure. The fuel injection quantity angle data acquisition submodule is used to acquire the relative fuel injection quantity and the corresponding pumping duration angle of the engine under each load. The slope factor acquisition submodule is used to statistically analyze the linear relationship between the relative injection quantity and the pumping duration angle to obtain the corresponding slope factor. The rail pressure changing submodule is used to change the rail pressure at the same speed, obtain the relative fuel injection quantity and pumping duration angle of the engine under different loads, and obtain the corresponding slope factor until the rail pressure reaches its maximum value.

[0114] Optionally, the slope factor acquisition submodule includes: The data input submodule is used to input the relative injection quantity and the corresponding pumping duration angle into a preset statistical tool; The linear analysis submodule is used to statistically analyze the linear relationship between the relative injection quantity and the pumping duration angle using the statistical tool, and obtain the slope factor.

[0115] Optionally, the deviation value acquisition submodule includes: The fuel injection quantity zeroing submodule is used to set the fuel injection quantity of the engine to zero for each set of speed and rail pressure. Angle acquisition submodule is used to acquire the continuous pumping angle of the engine when the fuel injection quantity is zero, and to obtain the deviation value of the continuous pumping angle.

[0116] Optionally, the load changing submodule includes: The throttle setting submodule is used to set the throttle of the engine to a preset opening degree under a fixed speed and rail pressure. The throttle adjustment submodule is used to adjust the opening of the throttle valve according to the preset step size until the maximum load in the preset step size is reached.

[0117] Optionally, the correspondence determination module includes: The first determining submodule is used to determine the slope factor corresponding to the speed and rail pressure based on the slope three-dimensional graph, given the determined speed and rail pressure. The second determining submodule is used to determine the deviation value of the pump oil continuous angle corresponding to the rotational speed and rail pressure based on the intercept diagram; The third determining submodule is used to obtain the corresponding pumping duration angle based on the relative injection quantity, the slope factor, and the deviation value.

[0118] Based on the same inventive concept, another embodiment of this application provides an electronic device. Figure 4 This is a schematic diagram of an electronic device 400 according to an embodiment of this application, including a memory 402, a processor 401, and a computer program stored in the memory and executable on the processor. When executed by the processor, the program implements the engine rail pressure control method described in any of the above embodiments of this application.

[0119] As the device embodiment is basically similar to the method embodiment, the description is relatively simple, and relevant parts can be found in the description of the method embodiment.

[0120] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0121] Those skilled in the art will understand that embodiments of this application can be provided as methods, apparatus, or computer program products. Therefore, embodiments of this application can take the form of entirely hardware embodiments, entirely software embodiments, or embodiments combining software and hardware aspects. Furthermore, embodiments of this application can take the form of computer program products implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0122] This application describes embodiments with reference to flowchart illustrations and / or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments of this application. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable robot terminal device to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable robot terminal device, generate instructions for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0123] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable robotic end-device to operate in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0124] These computer program instructions can also be loaded onto a computer or other programmable robot end-device, causing a series of operational steps to be executed on the computer or other programmable end-device to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable end-device for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0125] Although preferred embodiments of the present application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the embodiments of the present application.

[0126] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or terminal device. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or terminal device that includes said element.

[0127] The engine rail pressure control method, device, equipment, and storage medium provided in this application have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. An engine rail pressure control method characterized by, The method comprises: installing an engine to a test bench; testing and calibrating the engine by the test bench to obtain a slope three-dimensional graph and an intercept graph of the engine under each group of speed and rail pressure; determining a corresponding relationship between the relative fuel injection amount and the pump oil duration angle under each group of speed and rail pressure according to the slope three-dimensional graph and the intercept graph to control normal operation of the engine.

2. The engine rail pressure control method according to claim 1, characterized by, The testing and calibration of the engine by the test bench to obtain the slope three-dimensional graph and the intercept graph of the engine under each group of speed and rail pressure comprises: obtaining a slope factor of the relative fuel injection amount and the pump oil duration angle of the engine under each group of speed and rail pressure by the test bench; obtaining the slope three-dimensional graph according to the slope factor corresponding to each group of speed and rail pressure; obtaining a deviation value of the pump oil duration angle of the engine under each group of speed and rail pressure by the test bench; obtaining the intercept graph according to the deviation value corresponding to each group of speed and rail pressure.

3. The engine rail pressure control method according to claim 2, characterized by, The obtaining of the slope factor of the relative fuel injection amount and the pump oil duration angle of the engine under each group of speed and rail pressure by the test bench comprises: for each group of speed and rail pressure, changing the load of the engine at the speed and rail pressure in a preset step length; obtaining the relative fuel injection amount and the corresponding pump oil duration angle of the engine under each load; statistically analyzing the linear relationship between the relative fuel injection amount and the pump oil duration angle to obtain the corresponding slope factor; changing the rail pressure at the same speed to obtain the relative fuel injection amount and the pump oil duration angle of the engine under different loads to obtain the corresponding slope factor until the rail pressure reaches the maximum value.

4. The engine rail pressure control method according to claim 3, characterized by, The statistical analysis of the linear relationship between the relative fuel injection amount and the pump oil duration angle to obtain the corresponding slope factor comprises: inputting the relative fuel injection amount and the corresponding pump oil duration angle into a preset statistical tool; statistically analyzing the linear relationship between the relative fuel injection amount and the pump oil duration angle by the statistical tool to obtain the slope factor.

5. The engine rail pressure control method of claim 2, wherein, The obtaining of the deviation value of the pump oil duration angle of the engine under each group of speed and rail pressure by the test bench comprises: for each group of speed and rail pressure, setting the fuel injection amount of the engine to zero; obtaining the pump oil duration angle of the engine when the fuel injection amount is zero to obtain the deviation value of the pump oil duration angle.

6. The engine rail pressure control method of claim 3, wherein The changing of the load of the engine at the speed and rail pressure in a preset step length comprises: setting the throttle valve of the engine to a preset opening at the fixed speed and rail pressure; adjusting the opening of the throttle valve according to the preset step length until the maximum load in the preset step length is reached.

7. The engine rail pressure control method of claim 1, wherein The determination of the corresponding relationship between the relative fuel injection amount and the pump oil duration angle under each group of speed and rail pressure according to the slope three-dimensional graph and the intercept graph comprises: determining the slope factor corresponding to the speed and rail pressure according to the slope three-dimensional graph in the case of determining the speed and rail pressure; determining the deviation value of the pump oil duration angle corresponding to the speed and rail pressure according to the intercept graph; According to the relative fuel injection quantity, the slope factor and the deviation value, a corresponding pump oil duration angle is obtained.

8. An engine rail pressure pre-control device characterized by comprising: The device comprises: An engine mounting module for mounting an engine to a test bench; An engine testing module for testing and calibrating the engine through the test bench to obtain a slope three-dimensional graph and an intercept graph of the engine under each group of rotational speed and rail pressure; A corresponding relationship determining module for determining a corresponding relationship between a relative fuel injection quantity and a pump oil duration angle under each group of rotational speed and rail pressure according to the slope three-dimensional graph and the intercept graph to control normal operation of the engine.

9. A computer readable storage medium having stored thereon a computer program, characterized in that, The computer program is executed by a processor to implement the method of any one of claims 1 to 7.

10. An electronic device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, The processor executes the computer program to implement the method of any one of claims 1 to 7.

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