Engine combustion control method, device and system based on double oil sprayers and computer program product

Abstract

The invention relates to the technical field of engine control, in particular to an engine combustion control method, device and system based on double oil sprayers and a computer program product. Comprising the steps that when an engine enters a lean-burn working condition and meets a self-learning condition, self-learning of the injection starting angle and the excess air coefficient of an auxiliary oil injector is conducted; ignition advance angle self-learning of the auxiliary fuel injector is carried out; and fuel injection control over the auxiliary fuel injector is conducted on the basis of the injection starting angle, the excess air coefficient and the ignition advance angle obtained through self-learning. And when refined fuel oil control is carried out to achieve the optimal fuel consumption of the engine, the lowest NOx emission requirement under the lean-burn working condition of the engine is met.

Description

Technical Field

[0001] This application relates to the field of engine control technology, specifically to an engine combustion control method, device, system, and computer program product based on dual injectors. Background Technology

[0002] With the development of the automotive industry and increasingly stringent environmental protection requirements, engine combustion control technology is constantly innovating to meet higher fuel economy and lower emission requirements. In the field of engine combustion control, dual-injector technology, as a new type of fuel injection method, achieves more precise fuel control and a more efficient combustion process through the coordinated work of the main injector and auxiliary injector.

[0003] However, the ratio of air mass to fuel mass in a combustible mixture is called the air-fuel ratio, A / F. Engine combustion has a stoichiometric air-fuel ratio. A mixture with an air-fuel ratio greater than the stoichiometric value is called a lean mixture, i.e., lean-burn control, which has low fuel consumption but high emissions; while a mixture with an air-fuel ratio less than the stoichiometric value is called a rich mixture, which has high fuel consumption but poor emissions.

[0004] For the lean-burn operating range of an engine, the challenge is to achieve optimal fuel consumption while minimizing NOx emissions during lean-burn conditions through precise fuel control. Summary of the Invention

[0005] In view of this, embodiments of this application provide an engine combustion control method, device, system, and computer program product based on dual injectors, which achieves precise fuel control to realize the optimal fuel consumption of the engine while meeting the minimum NOx emission requirements under lean-burn conditions.

[0006] The first aspect of this application provides an engine combustion control method based on dual injectors, including: When the engine enters lean-burn mode and meets the self-learning conditions, the starting injection angle and excess air coefficient of the auxiliary injector are self-learned. Perform self-learning of the ignition advance angle of the auxiliary fuel injector; Fuel injection control of the auxiliary injector is based on the start injection angle, excess air coefficient, and ignition advance angle obtained through self-learning.

[0007] In one embodiment, the self-learning of the auxiliary injector's initial injection angle and excess air coefficient includes: An orthogonal learning method is used to combine and learn the starting injection angle and excess air coefficient of the auxiliary injector; During the learning process, the motor speed fluctuation rate within a predetermined sampling period is calculated; The optimal parameters obtained through self-learning are selected as the combination of the starting injection angle and the excess air coefficient that corresponds to the lowest motor speed fluctuation rate.

[0008] In one embodiment, the motor speed fluctuation rate is calculated using the following formula: ; ; in, The generator's speed fluctuation rate, This represents the standard deviation of the motor speed. It uses the average value of the measured motor speed within the cycle. It is the motor speed in the j-th sampling period, and n is the number of sampling periods.

[0009] In one embodiment, the self-learning of the ignition advance angle of the auxiliary injector includes: Under the self-learned initial injection angle and excess air coefficient, the ignition advance angle is learned in the direction of increase; During the learning process, if the maximum retraction angle of the engine is detected to be greater than the first preset value, and the generator output torque is lower than the required torque to the second preset value, then the current ignition advance angle will be used as the ignition advance angle obtained through self-learning.

[0010] In one embodiment, before the engine enters a lean-burn condition, the following steps are included: Control the engine to operate within a region where the excess air coefficient is greater than the third preset value; When the change in engine output power exceeds the fourth preset value and the engine is in a lean-burn condition, the engine is controlled to reach the target power within a preset filtering time, and the motor compensates for the missing power during the filtering time.

[0011] In one embodiment, it also includes: Obtain the pressure change value of the intake manifold; When the pressure change exceeds the preset pressure threshold, the real-time fuel consumption is calculated based on the current excess air coefficient. The real-time fuel consumption is corrected based on the required motor torque and the actual motor torque.

[0012] In one embodiment, it also includes: The main injector is controlled to perform multiple injections during the engine intake phase, and the auxiliary injector is controlled to perform one injection during the engine compression stroke. When the engine speed fluctuation rate exceeds the first fluctuation rate threshold, the number of injections by the main injector during the intake phase is reduced, and the amount of fuel corresponding to the canceled injections is evenly distributed to the remaining injections. The above steps are repeated iteratively until the engine speed fluctuation rate is lower than the second fluctuation rate threshold.

[0013] A second aspect of this application provides an engine combustion control device based on dual injectors, including a computing unit, a main injection control unit, and an auxiliary injection control unit integrated within the device; The arithmetic unit is configured to determine the total fuel injection quantity; The fuel injection auxiliary control unit is configured to perform self-learning of the start injection angle and excess air coefficient of the auxiliary fuel injector, as well as self-learning of the ignition advance angle of the auxiliary fuel injector, when the engine enters lean combustion condition and meets the self-learning conditions. The main fuel injection control unit is configured to determine the fuel injection quantity of the main injector and the fuel injection quantity of the auxiliary injector based on the total fuel injection quantity, control the fuel injection of the main injector based on the fuel injection quantity of the main injector, and control the fuel injection of the auxiliary injector based on the fuel injection quantity of the auxiliary injector, the learned start injection angle, the excess air coefficient, and the ignition advance angle.

[0014] A third aspect of this application provides an engine combustion control system based on dual injectors, including the device described above and a vehicle controller connected to the device. The vehicle controller is configured to control the engine to operate in a region where the excess air coefficient is greater than a third preset value before the engine enters the lean-burn condition. When the change in engine output power exceeds the fourth preset value and the engine is in a lean-burn condition, the engine is controlled to reach the target power within a preset filtering time, and the motor compensates for the missing power during the filtering time.

[0015] A fourth aspect of this application provides an electronic device including a processor, a memory, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the electronic device enables the electronic device to implement the engine combustion control method based on dual injectors provided in the first aspect of this application.

[0016] A fifth aspect of this application provides a computer program product including a computer program that, when run, causes the method described in the first aspect of this application to be performed.

[0017] The first aspect of this application provides an engine combustion control method based on dual injectors, which dynamically optimizes key parameters of the auxiliary injector by introducing a condition-based self-learning mechanism. This method collaboratively learns and adjusts three interrelated factors: injection start angle, excess air coefficient, and ignition advance angle. It can proactively adapt to the actual combustion state of the engine under different operating conditions, thereby achieving refined fuel control to realize optimal fuel consumption while meeting the lowest NOx emission requirements under lean-burn conditions.

[0018] It is understood that the beneficial effects of the second to fifth aspects mentioned above can be found in the relevant descriptions in the first aspect mentioned above, and will not be repeated here. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art 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.

[0020] Figure 1 This is a schematic flowchart of an engine combustion control method based on dual injectors provided in an embodiment of this application; Figure 2 This is a schematic flowchart of an engine combustion control method based on dual injectors provided in another embodiment of this application; Figure 3 This is a schematic flowchart of an engine combustion control method based on dual injectors provided in another embodiment of this application; Figure 4 This is a schematic diagram of the structure of the engine combustion control device based on dual injectors provided in the embodiments of this application; Figure 5 This is a schematic diagram of the structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0021] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0022] It should be understood that, when used in this application specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or a collection thereof.

[0023] It should also be understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0024] As used in this application specification and the appended claims, the term "if" may be interpreted, depending on the context, as "when," "once," "in response to determination," or "in response to detection." Similarly, the phrase "if determined" or "if detected [the described condition or event]" may be interpreted, depending on the context, as meaning "once determined," "in response to determination," "once detected [the described condition or event]," or "in response to detection [the described condition or event]."

[0025] Furthermore, in the description of this application and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0026] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0027] like Figure 1 As shown, the engine combustion control method based on dual injectors provided in this application includes the following steps S101 to S103: Step S101: When the engine enters lean combustion mode and meets the self-learning conditions, perform self-learning of the starting injection angle and excess air coefficient of the auxiliary injector. Step S102: Perform self-learning of the ignition advance angle of the auxiliary injector; Step S103: Based on the start injection angle, excess air coefficient and ignition advance angle obtained by self-learning, perform fuel injection control of the auxiliary injector.

[0028] In application, lean combustion refers to a lean combustion condition. When the engine operating state is identified as entering a lean combustion condition and meets the preset self-learning trigger conditions, the system will start an adaptive learning process for the start injection angle parameters and excess air coefficient parameters of the auxiliary injector. Then, it will perform adaptive learning for the ignition advance angle parameters of the same auxiliary injector. Finally, it will implement fuel injection control of the auxiliary injector based on the optimal start injection angle value, excess air coefficient value, and ignition advance angle value obtained through learning.

[0029] In application, the self-learning condition can be that the excess air coefficient lambda (actual air volume / theoretical air volume) is greater than a preset value, such as 1.6. The starting injection angle of the auxiliary injector and the excess air coefficient lambda (actual air volume / theoretical air volume) are adaptively controlled and iteratively stored in the vehicle ECU.

[0030] The self-learning conditions may include a specific excess air coefficient, while fuel injection control can be achieved by adjusting the width and timing of the injector drive pulses. For self-learning of the start injection angle, closed-loop regulation can be performed using signal feedback from the crankshaft position sensor. For self-learning of the excess air coefficient, real-time correction can be performed using exhaust gas concentration measured by an oxygen sensor.

[0031] This application's embodiments introduce a condition-based self-learning mechanism to dynamically optimize key parameters of the auxiliary injector. This method collaboratively learns and adjusts three interrelated factors: the injection start angle, the excess air coefficient, and the ignition advance angle. It proactively adapts to the actual combustion state of the engine under different operating conditions, thereby achieving refined fuel control to realize optimal engine fuel consumption while meeting the lowest NOx emission requirements under lean-burn conditions.

[0032] In one embodiment, such as Figure 2 As shown, the self-learning of the auxiliary injector's starting injection angle and excess air coefficient includes steps S201 to S203: Step S201: Use an orthogonal learning method to combine and learn the starting injection angle and excess air coefficient of the auxiliary injector; Step S202: During the learning process, calculate the motor speed fluctuation rate within the predetermined sampling period; Step S203: Select the combination of the starting injection angle and excess air coefficient corresponding to the lowest motor speed fluctuation rate as the optimal parameters obtained by self-learning.

[0033] In application, the self-learning process of the starting injection angle and excess air coefficient specifically adopts an orthogonal learning method to systematically combine and test the starting injection angle variable and the excess air coefficient variable.

[0034] During the learning iteration, a motor speed fluctuation rate index is calculated within a pre-defined sampling time window. The optimal parameter combination of the starting injection angle and excess air coefficient that minimizes this motor speed fluctuation rate index is selected as the final learning output. The motor speed fluctuation rate is calculated by acquiring motor speed signals and statistically analyzing the ratio of their standard deviation to their mean.

[0035] In application, an orthogonal learning method is used to learn the combined injection angle and excess air coefficient of the auxiliary injector. This can be achieved in the following way: The learning process begins with an injection angle of 80 degrees and a lambda of 1.6. The injection angle is then learned from its top dead center of 0 degrees with a step size of 10 degrees. The learning cutoff angle is the boundary of the engine's ignition angle, i.e., the injection angle < the ignition angle. The lambda is learned in the direction > 1.8 with a learning step size of 0.1 and a learning boundary of 2.5.

[0036] This application employs an orthogonal learning method to optimize the combination of injection angle and air-fuel ratio. This systematically explores the impact of different combinations of these two parameters on combustion stability, avoiding the problem of getting trapped in local optima when adjusting a single parameter sequentially. This allows for a more efficient and reliable search for the global optimum, ensuring stable engine operation even under extreme lean-burn conditions.

[0037] In one embodiment, the motor speed fluctuation rate is calculated using the following formula: ; ; in, The generator's speed fluctuation rate, This represents the standard deviation of the motor speed. It uses the average value of the measured motor speed within the cycle. Let n be the motor speed in the j-th sampling period, and n be the number of sampling periods. For example, if the sampling frequency is 10 Hz, the total number of sampling periods within 10 seconds is 10 / 0.1 = 100.

[0038] The learning process involves collecting 10-second data points for monitoring and evaluation, and then selecting the lowest value. The injection angle and lambda value are iteratively stored in the vehicle's ECU to learn the process. This ensures the lowest possible combustion stability while also minimizing NOx emissions.

[0039] This application uses the rotational speed fluctuation rate, a physical quantity that intuitively reflects combustion stability, as a feedback signal in the learning process. This gives the self-learning process a clear objective and judgment basis, providing a reliable decision-making foundation for the control algorithm. The learned parameters ensure the lowest possible combustion stability while also ensuring the lowest possible NOx emissions.

[0040] In one embodiment, the self-learning of the ignition advance angle of the auxiliary injector includes steps S301 and S302: Step S301: Under the self-learned starting injection angle and excess air coefficient, learn the ignition advance angle in the direction of increase; Step S302: During the learning process, if the maximum retraction angle of the engine is detected to be greater than the first preset value and the generator output torque is lower than the required torque to the second preset value, then the current ignition advance angle is taken as the ignition advance angle obtained by self-learning.

[0041] In application, the ignition advance angle self-learning process gradually adjusts the ignition advance angle in the direction of increasing the ignition advance angle based on the learned start injection angle and excess air coefficient parameters.

[0042] During the learning process, if the maximum retraction angle caused by engine knock feedback exceeds a preset threshold, and the actual torque output by the generator is lower than the required torque value to another preset threshold, then the ignition advance angle of the current test is set as the learning result.

[0043] Among them, knocking can be detected by using cylinder block vibration sensor signals, while torque comparison can be performed by reading generator torque data through the controller's local area network bus and subtracting it from the required value.

[0044] In the application, under the starting injection angle and excess air coefficient determined in the previous learning process, adaptive control of the ignition advance angle is performed. The ignition advance angle is learned in the direction of increase, and the learning step is 0.5 degrees.

[0045] The learning process monitors engine knock and torque: when the engine's maximum ignition angle is greater than 2 degrees and the generator's monitored torque is less than the required torque by more than 5 Nm, the current ignition angle setting is saved and iteratively stored in the vehicle's ECU.

[0046] This application embodiment adds an adaptive learning function for ignition advance angle and links the learning conditions with knock and torque deviation. Based on the optimized air-fuel ratio and injection, it can automatically push the ignition timing to its limit, thereby maximizing thermal efficiency. Simultaneously, by monitoring knock and torque output in real time as safety boundaries, it effectively avoids engine damage or performance degradation caused by excessive ignition advance, achieving a balance between performance and reliability.

[0047] In one embodiment, before the engine enters a lean-burn condition, steps S401 and S402 are included: Step S401: Control the engine to operate in a region where the excess air coefficient is greater than the third preset value; Step S402: When the change in engine output power is greater than the fourth preset value and the engine is in a lean-burn condition, the engine is controlled to reach the target power within a preset filtering time, and the motor compensates for the missing power within the filtering time.

[0048] In application, before the engine enters the lean-burn condition, the engine is first controlled to operate in an operating range where the excess air coefficient is greater than a third preset value. When the absolute value of the change in engine output power is detected to exceed a fourth preset value and the engine is in the lean-burn condition range, the engine is controlled to slowly reach the target power with a preset filtering time constant. At the same time, the power difference is compensated by the motor system during this filtering time interval. The engine operating range can be controlled by adjusting the throttle opening and fuel injection quantity, while the motor compensation power can be achieved by controlling the motor to output additional torque through the inverter.

[0049] In applications, the aforementioned point-selection control technology in hybrid vehicles is key to achieving high efficiency, low fuel consumption, and smooth driving. Its core technological approach maximizes engine performance. Specifically, this can be achieved through the following methods: The engine should be operated within a range where lambda > 1.6. Specifically, this includes: selecting operating conditions to keep the motor torque fluctuation rate within 5% as much as possible. During the selection process, data can be collected over a 10-second period for monitoring and judgment. If the fluctuation rate exceeds 5%, according to the principle of power conservation, the engine speed can be increased by 50 rpm or decreased by 50 rpm until the torque fluctuation rate is kept within 5%.

[0050] When the engine output power change is greater than 10kW, specifically, the difference between the current engine output power and the previous engine output power is greater than 10kW, and the engine is in the lean-burn operating region, the VECU (vehicle control unit) determines to enter the motor compensation power. The engine reaches the target power with a time filter (30s recommended). The power missing during this period is completed by the motor compensation, avoiding the engine combustion instability caused by excessive changes in the lean-burn transition region.

[0051] This application extends the control scope to the preparatory stage before entering lean-burn mode by actively selecting the engine operating point and introducing motor power compensation. Stable conditions are created in advance for lean-burn, and a smooth transition to lean-burn is indirectly ensured by controlling motor torque fluctuations. When power demand changes abruptly, the motor's rapid response characteristics compensate for the engine's power inertia, effectively suppressing combustion instability problems that may be caused by rapid load changes.

[0052] In one embodiment, such as Figure 3 As shown, it also includes steps S501 to S503: Step S501: Obtain the pressure change value of the intake manifold; Step S502: When the pressure change value exceeds the preset pressure threshold, calculate the real-time fuel consumption based on the current excess air coefficient; Step S503: Correct the real-time fuel consumption based on the required motor torque and the actual motor torque.

[0053] The application also includes continuously acquiring the pressure difference inside the intake manifold. When the pressure difference exceeds a preset pressure threshold, the instantaneous fuel consumption is calculated based on the currently measured excess air coefficient value, and the calculated fuel consumption is corrected based on the ratio between the required motor torque value and the actual motor torque value.

[0054] Pressure changes can be obtained by differentially processing the continuously sampled intake pressure sensor signals, while fuel consumption can be corrected by multiplying the original consumption by the ratio of the required torque to the actual torque.

[0055] In applications, for transient conditions, when the air volume changes drastically, a closed-loop learning control of the air-fuel ratio is performed to achieve an even leaner state during lean-burn operation. That is, the lambda parameters of transient conditions are monitored in real time. When the intake manifold pressure change value Δp (current sampling period - previous period) > 10 kPa, it is determined that the transient condition lambda closed-loop learning control is entered. At this point, the real-time fuel consumption B is calculated based on lambda, in g / s, and then corrected based on the motor torque feedback value; where the correction factor is k = demanded motor torque / actual motor torque, and the final corrected fuel consumption B is... 修正 =B*k. Corrected real-time fuel consumption B 修正 This refers to the combined fuel consumption of the main injector and auxiliary injectors. The data is sent by the ECU's processing module to the main fuel injection control unit for further fuel distribution. When Δp < 5 kPa, the air-fuel ratio closed-loop learning control strategy is discontinued.

[0056] This application's embodiments employ a closed-loop learning correction strategy for air-fuel ratio under transient engine conditions. In rapid response to drastic changes in intake pressure, by calculating and correcting the fuel quantity in real time, it effectively compensates for measurement or prediction deviations in the actual intake volume during transient processes. This prevents excessively lean mixtures from causing misfires or excessively rich mixtures from increasing emissions, ensuring the effectiveness and robustness of the lean-burn control strategy during dynamic driving.

[0057] In one embodiment, steps S601 to S603 are also included: Step S601: Control the main injector to perform multiple injections during the engine intake phase, and control the auxiliary injector to perform one injection during the engine compression stroke phase. Step S602: When the engine speed fluctuation rate exceeds the first fluctuation rate threshold, reduce the number of injections of the main injector during the intake phase, and evenly distribute the amount of fuel corresponding to the canceled injections to the remaining injections. Step S603: Iterate through the above steps until the engine speed fluctuation rate is lower than the second fluctuation rate threshold.

[0058] The application also includes controlling the main injector to perform multiple fuel injection events during the engine intake stroke and controlling the auxiliary injector to perform one fuel injection event during the engine compression stroke. When the calculated engine speed fluctuation rate exceeds a first fluctuation rate threshold, the number of injections by the main injector during the intake stroke is reduced, and the fuel quantity corresponding to the canceled injections is evenly distributed to the remaining injections. This adjustment process is repeated until the engine speed fluctuation rate is below a second fluctuation rate threshold. Controlling multiple injections can be achieved by programming the injector driver to a multi-pulse mode, while adjusting the number of injections can be done by dynamically selecting the optimal injection mode based on the fluctuation rate using a lookup table method.

[0059] In application, six injection controls can be performed to achieve the engine's ultimate atomization effect while reducing in-cylinder particulate emissions. The first five injections are performed by the main injector, and the sixth is performed by the auxiliary injector. Stratification is achieved by matching the appropriate injection ratio.

[0060] In application, to address the challenges of ultra-low pulse width injection control and improve fuel atomization, when five injections are performed during the intake stroke, if engine speed fluctuation exceeds 5%, the fifth injection is cancelled, and the fuel volume from the original fifth injection is evenly distributed among the first four injections. If the speed fluctuation still exceeds 5%, the fourth injection is cancelled, and the fuel volume from the original fourth injection is evenly distributed among the first three injections, and so on. This continues until the engine speed fluctuation is less than 3%, at which point the current multi-injection strategy is adopted.

[0061] This application provides a multi-injection strategy with coordinated main and auxiliary injectors and its adaptive adjustment mechanism. Multiple injections during the intake phase promote air-fuel mixing, while precise auxiliary injections at the end of compression form an easily ignitable stratified mixture. The number of injections and fuel quantity distribution are dynamically optimized based on combustion performance (speed fluctuations), automatically seeking optimal atomization and combustion stability under various operating conditions.

[0062] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0063] This application also provides an engine combustion control device based on dual injectors, used to execute the steps in the above-described embodiments of the engine combustion control method based on dual injectors. The engine combustion control device based on dual injectors can be a virtual appliance in an electronic device, run by the processor of the electronic device, or it can be the electronic device itself.

[0064] like Figure 4 As shown, the engine combustion control device based on dual injectors provided in this application embodiment includes a computing unit, a main injection control unit, and an auxiliary injection control unit integrated within the device; The arithmetic unit is configured to determine the total fuel injection quantity; The fuel injection auxiliary control unit is configured to perform self-learning of the start injection angle and excess air coefficient of the auxiliary fuel injector, as well as self-learning of the ignition advance angle of the auxiliary fuel injector, when the engine enters lean combustion condition and meets the self-learning conditions. The main fuel injection control unit is configured to determine the fuel injection quantity of the main injector and the fuel injection quantity of the auxiliary injector based on the total fuel injection quantity, control the fuel injection of the main injector based on the fuel injection quantity of the main injector, and control the fuel injection of the auxiliary injector based on the fuel injection quantity of the auxiliary injector, the learned start injection angle, the excess air coefficient, and the ignition advance angle.

[0065] In this application, the device in this embodiment is an ECU controller, and the arithmetic unit is the main chip of the ECU controller. The fuel injection main control unit (i.e., the fuel injection main chip in the figure) and the fuel injection auxiliary control unit (i.e., the fuel injection microchip in the figure) are separate chips within the ECU controller, independent of the ECH main control chip. They are programmable gate driver ICs for precision solenoid valve control applications. The fuel injection main control unit and the fuel injection auxiliary control unit can each control two banks, each bank including two injectors. After power-on, the ECU downloads auxiliary code programs to the control's DATA RAM area via the S-interface. These auxiliary code programs can control the injector's defined current waveform. In this embodiment, in a dual-injection engine, each cylinder is equipped with two injectors: one main injector and one auxiliary injector. The main injector is typically a gas direct injection (GDI) nozzle, which directly injects fuel into the combustion chamber.

[0066] In application, two sets of injectors are used, including a 6-hole main injection high-pressure direct injection injector, which is arranged on the side to mainly realize engine torque output; the other set is a 2-hole auxiliary injection injector, which is arranged in the middle and directly injects a small amount of fuel into the spark plug before ignition to ignite the lean mixture in the cylinder, thereby improving the lean burn limit.

[0067] In application, the main fuel injection control unit and the auxiliary fuel injection control unit communicate with each other to control the final fuel injection quantity of the engine. The main fuel injection chip receives input signals and interacts with the auxiliary fuel injection chip. The ECH main control chip communicates with other output modules to control the engine, vehicle controller, motor, and battery controller. The ECU controller outputs control commands to the main and auxiliary fuel injector controllers, each determining the final injection ratio and angle. The final fuel injection quantity calculated by the main fuel injector is simultaneously sent to the high-pressure fuel pump, which calculates the final fuel supply and executes the control commands.

[0068] In application, the ECU outputs to other output modules to meet the needs of control modules such as the vehicle infotainment system, navigation, and instrument cluster. Specifically, the ECU outputs to the main relay drive module: enabling the fuel injector relay and controlling the injector's opening and closing times based on the calculated injection pulse width. The ECU outputs to the vehicle controller: feeding back the engine output torque calculated by the ECU to the vehicle controller to check if it meets the driver's pedal requirements. The ECU outputs to the motor controller: feeding back to the motor controller to check if it meets the motor charging and drive motor power requirements. The ECU outputs to the battery controller: interacting with the battery controller to check if it meets the battery charge balancing requirements.

[0069] Compared to designing two separate fuel injection systems, this embodiment integrates the main fuel injection control unit and the auxiliary fuel injection control unit into a single control module, with the main operational logic executed by the arithmetic unit. The arithmetic unit centrally processes core data (torque, air-fuel ratio, total fuel injection quantity) and mode decisions, while the main and auxiliary control units focus on the execution of their respective injectors. This frees the main fuel injection control unit from the heavy task of actuator control. The main and auxiliary control units interact with the auxiliary fuel injection control unit, improving control accuracy. The auxiliary control unit does not directly interact with external systems; instead, it sends optimized fuel injection parameters to the main fuel injection control unit, which then handles external control. This reduces the interaction frequency and improves response speed, requiring only the main fuel injection control unit to interact with external systems. This clear division of labor and modular design improves the real-time performance, reliability, and fuel injection accuracy of the control system, laying the foundation for efficient and flexible dual-injector management. It also enhances the engine's ultimate performance (emissions, fuel consumption) and solves the combustion stability problem when the air-fuel ratio is >1.6. By integrating two fuel injector controllers into one ECU controller, two direct injection control systems can be implemented. This also facilitates the design of the overall engine / vehicle mechanical structure, optimizes the vehicle wiring harness layout, improves the control accuracy of fuel injection, and enhances the atomization of fuel injection in the engine, ultimately reducing engine fuel consumption.

[0070] A third aspect of this application provides an engine combustion control system based on dual injectors, including the device described above and a vehicle controller connected to the device. The vehicle controller is configured to control the engine to operate in a region where the excess air coefficient is greater than a third preset value before the engine enters the lean-burn condition. When the change in engine output power exceeds the fourth preset value and the engine is in a lean-burn condition, the engine is controlled to reach the target power within a preset filtering time, and the motor compensates for the missing power during the filtering time.

[0071] In applications, the modules in the engine combustion control device based on dual injectors can be software program modules, or they can be implemented through different logic circuits integrated in the processor, or they can be implemented through multiple distributed processors.

[0072] like Figure 5 As shown, this application embodiment also provides an electronic device 200, including: at least one processor 201 ( Figure 5 The diagram shows only one processor, memory 202, and computer program 203 stored in memory 202 and executable on at least one processor 201. When processor 201 executes computer program 203, it implements the steps in the various method embodiments described above.

[0073] In applications, electronic devices may include, but are not limited to, processors and memory. Those skilled in the art will understand that... Figure 5 This is merely an example of an electronic device and does not constitute a limitation on the electronic device. It may include more or fewer components than shown, or a combination of certain components, or different components.

[0074] In applications, the processor can be a Central Processing Unit (CPU), but it can also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor can be an auxiliary processor or any conventional processor.

[0075] In applications, memory can be an internal storage unit of an electronic device in some embodiments, such as a hard drive or RAM. In other embodiments, memory can be an external storage device of the electronic device, such as a plug-in hard drive, Smart Media Card (SMC), Secure Digital (SD) card, or Flash Card. Furthermore, memory can include both internal and external storage units of the electronic device. Memory is used to store operating systems, applications, bootloaders, data, and other programs, such as program code for computer programs. Memory can also be used to temporarily store data that has been output or will be output.

[0076] It should be noted that the information interaction and execution process between the above-mentioned devices / units are based on the same concept as the method embodiments of this application. For details on their specific functions and technical effects, please refer to the method embodiments section, and they will not be repeated here.

[0077] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0078] This application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps described in the various method embodiments above.

[0079] This application provides a computer program product, including a computer program, which, when run on an electronic device, enables the electronic device to perform the steps described in the various method embodiments above.

[0080] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments of this application can be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. A computer-readable medium can include at least: any entity or device capable of carrying computer program code to a device / electronic device, a recording medium, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium. Examples include USB flash drives, portable hard drives, magnetic disks, or optical disks. In some jurisdictions, according to legislation and patent practice, computer-readable media cannot be electrical carrier signals or telecommunication signals.

[0081] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0082] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0083] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0084] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0085] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. An engine combustion control method based on dual injectors, characterized in that, include: When the engine enters lean-burn mode and meets the self-learning conditions, the starting injection angle and excess air coefficient of the auxiliary injector are self-learned. Perform self-learning of the ignition advance angle of the auxiliary fuel injector; Fuel injection control of the auxiliary injector is based on the start injection angle, excess air coefficient, and ignition advance angle obtained through self-learning.

2. The engine combustion control method based on dual injectors as described in claim 1, characterized in that, The self-learning of the auxiliary injector's initial injection angle and excess air coefficient includes: An orthogonal learning method is used to combine and learn the starting injection angle and excess air coefficient of the auxiliary injector; During the learning process, the motor speed fluctuation rate within a predetermined sampling period is calculated; The optimal parameters obtained through self-learning are selected as the combination of the starting injection angle and the excess air coefficient that corresponds to the lowest motor speed fluctuation rate.

3. The engine combustion control method based on dual injectors as described in claim 2, characterized in that, The motor speed fluctuation rate is calculated using the following formula: ； ； in, The generator's speed fluctuation rate, This represents the standard deviation of the motor speed. It uses the average value of the measured motor speed within the cycle. It is the motor speed in the j-th sampling period, and n is the number of sampling periods.

4. The engine combustion control method based on dual injectors as described in claim 1, characterized in that, The process of performing self-learning of the ignition advance angle of the auxiliary fuel injector includes: Under the self-learned initial injection angle and excess air coefficient, the ignition advance angle is learned in the direction of increase; During the learning process, if the maximum retraction angle of the engine is detected to be greater than the first preset value, and the generator output torque is lower than the required torque to the second preset value, then the current ignition advance angle will be used as the ignition advance angle obtained through self-learning.

5. The engine combustion control method based on dual injectors as described in claim 1, characterized in that, Before the engine enters the lean-burn condition, it includes: Control the engine to operate within a region where the excess air coefficient is greater than the third preset value; When the change in engine output power exceeds the fourth preset value and the engine is in a lean-burn condition, the engine is controlled to reach the target power within a preset filtering time, and the motor compensates for the missing power during the filtering time.

6. The engine combustion control method based on dual injectors as described in claim 1, characterized in that, Also includes: Obtain the pressure change value of the intake manifold; When the pressure change exceeds the preset pressure threshold, the real-time fuel consumption is calculated based on the current excess air coefficient. The real-time fuel consumption is corrected based on the required motor torque and the actual motor torque.

7. The engine combustion control method based on dual injectors as described in claim 1, characterized in that, Also includes: The main injector is controlled to perform multiple injections during the engine intake phase, and the auxiliary injector is controlled to perform one injection during the engine compression stroke. When the engine speed fluctuation rate exceeds the first fluctuation rate threshold, the number of injections by the main injector during the intake phase is reduced, and the amount of fuel corresponding to the canceled injections is evenly distributed to the remaining injections. The above steps are repeated iteratively until the engine speed fluctuation rate is lower than the second fluctuation rate threshold.

8. An engine combustion control device based on dual fuel injectors, characterized in that, This includes a computing unit, a main fuel injection control unit, and a fuel injection auxiliary control unit integrated within the device; The arithmetic unit is configured to determine the total fuel injection quantity; The fuel injection auxiliary control unit is configured to perform self-learning of the start injection angle and excess air coefficient of the auxiliary fuel injector, as well as self-learning of the ignition advance angle of the auxiliary fuel injector, when the engine enters lean combustion condition and meets the self-learning conditions. The main fuel injection control unit is configured to determine the fuel injection quantity of the main injector and the fuel injection quantity of the auxiliary injector based on the total fuel injection quantity, control the fuel injection of the main injector based on the fuel injection quantity of the main injector, and control the fuel injection of the auxiliary injector based on the fuel injection quantity of the auxiliary injector, the learned start injection angle, the excess air coefficient, and the ignition advance angle.

9. An engine combustion control system based on dual injectors, characterized in that, Includes the device as described in claim 8 and a vehicle controller connected to the device; The vehicle controller is configured to control the engine to operate in a region where the excess air coefficient is greater than a third preset value before the engine enters the lean-burn condition. When the change in engine output power exceeds the fourth preset value and the engine is in a lean-burn condition, the engine is controlled to reach the target power within a preset filtering time, and the motor compensates for the missing power during the filtering time.

10. A computer program product, characterized in that, Includes a computer program, which, when run, causes the method as described in any one of claims 1-7 to be performed.

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