An engine injection control method, device, storage medium and electronic device

Abstract

The present invention discloses an engine injection control method, device, storage medium and electronic device, including: when the engine is operating in a non-catalyst light-off condition, obtaining the current operating condition, current intake air temperature and current crankshaft speed of the engine; querying a speed-temperature limit comparison table according to the current crankshaft speed to obtain the intake air temperature limit corresponding to the current crankshaft speed; when the current operating condition is a steady-state operating condition and the current intake air temperature is less than the intake air temperature limit, controlling the engine to operate a first injection strategy; when the current operating condition is a transient acceleration loading condition or the current intake air temperature is not less than the intake air temperature limit, controlling the engine to operate a second injection strategy; the first injection strategy aims at the optimal economic parameters, and the second injection strategy aims at the optimal power parameters. The present invention not only ensures the economy of the engine, but also takes into account the power performance of the engine, and improves the safety of the engine.

Description

Technical Field

[0001] The present invention relates to the technical field of automotive engines, and in particular, to an engine injection control method, device, computer-readable storage medium, and electronic device. Background Art

[0002] Currently, when the existing injection control method of an automotive engine is applied, it only distinguishes between the catalyst light-off condition and the non-catalyst light-off condition. Under the catalyst light-off condition, an injection strategy is selected with the best emission as the goal, and under the non-catalyst light-off condition, an injection strategy is selected with the best comprehensive emission and fuel consumption as the goal. When the engine is operating in the non-catalyst light-off condition, first, a condition scan of different injection modes and injection parameter combinations is performed, and then, according to the emission and fuel consumption results, the optimal injection method and control parameters are selected. During the entire engine operation condition, different injection strategies can only be selected through changes in engine speed and load.

[0003] It can be seen that the existing injection control method of an engine under the non-catalyst light-off condition cannot distinguish between the steady-state condition and the acceleration condition, nor can it distinguish the intake air temperature boundary. It can only ensure the economy of the engine and cannot take into account the power performance of the engine. For example, when the engine is in the acceleration loading condition and a greater torque is required in a short time, using the existing injection strategy, due to the combustion phase AI50 (AI50 represents the crankshaft angle of the engine when 50% of the fuel is burned, and the earlier the combustion phase AI50, the stronger the anti-knock performance) being behind and the weak anti-knock performance, to achieve the same torque, the intake air volume needs to be increased, and the air path establishment time is long, resulting in slow torque establishment of the engine and weak power performance. In addition, when the engine is operating in a high intake air temperature environment, using the existing injection strategy, due to the combustion phase AI50 being behind and the weak anti-knock performance, it will lead to a lower limit load of the high intake air temperature, thereby causing power loss in the external characteristic and even inducing early combustion, endangering the safety of the engine. Summary of the Invention

[0004] The technical problem to be solved by the embodiments of the present invention is to provide an engine injection control method, device, computer-readable storage medium, and electronic device, which can select an injection strategy by identifying different operating conditions of the engine and different intake air temperature boundaries, not only ensuring the economy of the engine but also taking into account the power performance of the engine and improving the safety of the engine.

[0005] To solve the above technical problem, an embodiment of the present invention provides an engine injection control method, including:

[0006] When the engine is operating in the non-catalyst light-off condition, obtain the current operating condition, current intake air temperature, and current crankshaft speed of the engine;

[0007] Query a preset rotational speed - temperature limit comparison table according to the current crankshaft rotational speed, and obtain the intake air temperature limit corresponding to the current crankshaft rotational speed;

[0008] When the current operating condition is a steady - state operating condition and the current intake air temperature is less than the intake air temperature limit, control the engine to operate according to a preset first injection strategy;

[0009] When the current operating condition is a transient acceleration and loading condition, or the current intake air temperature is not less than the intake air temperature limit, control the engine to operate according to a preset second injection strategy; wherein, the first injection strategy aims to optimize the economic parameters of the engine, and the second injection strategy aims to optimize the power parameters of the engine.

[0010] Further, the method pre - obtains the first injection strategy through the following steps:

[0011] Set a number of calibration operating points according to the crankshaft rotational speed and load of the engine;

[0012] At each calibration operating point, control the engine to perform one - injection, continuous two - injections, and continuous three - injections respectively, and obtain the optimal one - injection parameters, optimal two - injection parameters, and optimal three - injection parameters corresponding to each calibration operating point;

[0013] At each calibration operating point, compare the economic parameters of the engine corresponding to the optimal one - injection parameters, the optimal two - injection parameters, and the optimal three - injection parameters respectively;

[0014] Aim at optimizing the economic parameters of the engine, and obtain the optimal injection mode corresponding to each calibration operating point; wherein, the optimal injection mode includes the injection times and their corresponding optimal injection parameters;

[0015] Obtain the first injection strategy according to the optimal injection modes corresponding to all calibration operating points.

[0016] Further, the method obtains the optimal one - injection parameters corresponding to the i - th calibration operating point through the following steps:

[0017] At the i - th calibration operating point, control the engine to perform one - injection respectively at a number of preset one - injection start angles; wherein, the one - injection start angle represents the crankshaft angle corresponding to the start of the first fuel injection of the engine, i > 0;

[0018] Obtain the fuel consumption and emission parameters corresponding to the engine at each one - injection start angle;

[0019] Aiming at the optimal economic parameters of the engine, according to the fuel consumption and emission parameters corresponding to all the starting angles of the first injection of the engine, the optimal injection parameters of the first injection corresponding to the i-th calibration operating point are obtained; wherein, the optimal injection parameters of the first injection include the optimal starting angle of the first injection.

[0020] Further, the method obtains the optimal injection parameters of the second injection corresponding to the i-th calibration operating point through the following steps:

[0021] Under the i-th calibration operating point, taking the optimal starting angle of the first injection as the starting angle of the first injection in the consecutive two injections, controlling the engine to perform consecutive two injections respectively according to a plurality of preset combinations of the ending angle of the second injection - the first distribution coefficient; wherein, the ending angle of the second injection represents the crankshaft angle corresponding to the end of the second fuel injection of the engine, and the first distribution coefficient represents the proportion of the second fuel injection amount in the total fuel injection amount.

[0022] Obtain the fuel consumption and emission parameters corresponding to the engine under each combination of the ending angle of the second injection - the first distribution coefficient.

[0023] Aiming at the optimal economic parameters of the engine, according to the fuel consumption and emission parameters corresponding to all the combinations of the ending angle of the second injection - the first distribution coefficient of the engine, the optimal injection parameters of the second injection corresponding to the i-th calibration operating point are obtained; wherein, the optimal injection parameters of the second injection include the optimal ending angle of the second injection and the optimal distribution coefficient of the second injection.

[0024] Further, the method obtains the optimal injection parameters of the third injection corresponding to the i-th calibration operating point through the following steps:

[0025] Under the i-th calibration operating point, taking the optimal starting angle of the first injection as the starting angle of the first injection in the consecutive three injections, taking the optimal ending angle of the second injection as the ending angle of the third injection in the consecutive three injections, controlling the engine to perform consecutive three injections respectively according to a plurality of preset combinations of the interval time between the third injections - the second distribution coefficient; wherein, the interval time between the third injections represents the interval time between the second injection and the third injection of the engine, the second distribution coefficient represents the proportion of the sum of the second fuel injection amount and the third fuel injection amount in the total fuel injection amount, and the second fuel injection amount is the same as the third fuel injection amount.

[0026] Obtain the fuel consumption and emission parameters corresponding to the engine under each combination of the interval time between the third injections - the second distribution coefficient.

[0027] Aiming at the optimal economic parameters of the engine, according to the fuel consumption and emission parameters corresponding to the engine under all three-injection interval time-second distribution coefficient combination parameters, the optimal three-injection parameters corresponding to the i-th calibration operating point are obtained; wherein, the optimal three-injection parameters include the optimal three-injection interval time and the optimal three-injection distribution coefficient.

[0028] Further, the method pre-obtains the second injection strategy through the following steps:

[0029] Set a number of calibration operating points according to the crankshaft speed and load of the engine;

[0030] Under each calibration operating point, control the engine to perform one injection, continuous two injections and continuous three injections respectively, and obtain the optimal one-injection parameters, optimal two-injection parameters and optimal three-injection parameters corresponding to each calibration operating point;

[0031] Under each calibration operating point, compare the dynamic parameters of the engine corresponding to the optimal one-injection parameters, the optimal two-injection parameters and the optimal three-injection parameters respectively;

[0032] Aiming at the optimal dynamic parameters of the engine, obtain the optimal injection mode corresponding to each calibration operating point; wherein, the optimal injection mode includes the injection times and the corresponding optimal injection parameters;

[0033] Obtain the second injection strategy according to the optimal injection modes corresponding to all calibration operating points.

[0034] Further, the economic parameters include fuel consumption and emissions, and the dynamic parameters include combustion phase.

[0035] To solve the above technical problems, an embodiment of the present invention also provides an engine injection control device, including:

[0036] An engine state acquisition module, configured to acquire the current operating condition, current intake air temperature and current crankshaft speed of the engine when the engine is operating in a non-catalyst light-off condition;

[0037] An intake air temperature limit acquisition module, configured to query a preset speed-temperature limit comparison table according to the current crankshaft speed, and acquire the intake air temperature limit corresponding to the current crankshaft speed;

[0038] A first injection control module, configured to control the engine to operate a preset first injection strategy when the current operating condition is a steady-state operating condition and the current intake air temperature is less than the intake air temperature limit;

[0039] A second injection control module, configured to control the engine to operate a preset second injection strategy when the current operating condition is a transient acceleration loading condition or the current intake air temperature is not less than the intake air temperature limit value; wherein, the first injection strategy aims to optimize the economic parameters of the engine, and the second injection strategy aims to optimize the power parameters of the engine.

[0040] An embodiment of the present invention further provides a computer-readable storage medium, which includes a stored computer program; wherein, when the computer program runs, it controls the device where the computer-readable storage medium is located to execute the engine injection control method described in any one of the above.

[0041] An embodiment of the present invention further provides an electronic device, including a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor. When the processor executes the computer program, it implements the engine injection control method described in any one of the above.

[0042] Compared with the prior art, an embodiment of the present invention provides an engine injection control method, device, computer-readable storage medium, and electronic device. When the engine is operating in a non-catalyst light-off condition, the current operating condition, current intake air temperature, and current crankshaft speed of the engine are obtained; the intake air temperature limit value corresponding to the current crankshaft speed is obtained by querying a preset speed-temperature limit value comparison table according to the current crankshaft speed; if the current operating condition is a steady-state operating condition and the current intake air temperature is less than the intake air temperature limit value, the engine is controlled to operate a preset first injection strategy; if the current operating condition is a transient acceleration loading condition or the current intake air temperature is not less than the intake air temperature limit value, the engine is controlled to operate a preset second injection strategy; wherein, the first injection strategy aims to optimize the economic parameters of the engine, and the second injection strategy aims to optimize the power parameters of the engine; by identifying different operating conditions of the engine and different intake air temperature boundaries, the embodiment of the present invention selects different injection strategies, which not only ensures the economy of the engine, but also takes into account the power performance of the engine, and improves the safety of the engine. Description of the Drawings

[0043] Figure 1 is a flowchart of a preferred embodiment of an engine injection control method provided by the present invention;

[0044] Figure 2 is a structural block diagram of a preferred embodiment of an engine injection control device provided by the present invention;

[0045] Figure 3 is a structural block diagram of a preferred embodiment of an electronic device provided by the present invention. Detailed Embodiments

[0046] Next, in combination with the accompanying drawings in the embodiments of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the technical field of the present invention without making creative efforts belong to the scope of protection of the present invention.

[0047] The embodiments of the present invention provide an engine injection control method. Refer to Figure 1 As shown, it is a flowchart of a preferred embodiment of an engine injection control method provided by the present invention. The method includes steps S11 to S14:

[0048] Step S11: When the engine is operating in a non-catalyst light-off condition, obtain the current operating condition, the current intake air temperature, and the current crankshaft speed of the engine;

[0049] Step S12: Query a preset speed-temperature limit comparison table according to the current crankshaft speed to obtain the intake air temperature limit corresponding to the current crankshaft speed;

[0050] Step S13: When the current operating condition is a steady-state operating condition and the current intake air temperature is less than the intake air temperature limit, control the engine to operate a preset first injection strategy;

[0051] Step S14: When the current operating condition is a transient acceleration load condition, or the current intake air temperature is not less than the intake air temperature limit, control the engine to operate a preset second injection strategy; wherein, the first injection strategy aims to optimize the economic parameters of the engine, and the second injection strategy aims to optimize the dynamic parameters of the engine.

[0052] Preferably, the economic parameters include fuel consumption and emissions, and the dynamic parameters include combustion phase.

[0053] It should be noted that the embodiments of the present invention are applicable to the engine of a vehicle in a non-catalyst light-off condition, and a first injection strategy aiming to optimize the economic parameters of the engine (such as fuel consumption and emissions) and a second injection strategy aiming to optimize the dynamic parameters of the engine (such as combustion phase) are pre-calibrated for the non-catalyst light-off condition; among them, the optimization of economic parameters means the minimum fuel consumption and emissions during fuel combustion; the combustion phase can select AI50 as the dynamic parameter, and AI50 specifically represents the crankshaft angle of the engine corresponding to 50% of fuel combustion. The more forward the combustion phase AI50 is, the stronger the anti-knock performance, and the optimization of the dynamic parameter means that the combustion phase AI50 is the most forward.

[0054] Before specifically implementing the embodiments of the present invention, it is necessary to identify the light-off condition of the engine's catalytic converter. Whether the engine is operating in a non-light-off condition of the catalytic converter can be determined by identifying the setting of the catalytic converter light-off flag. For example, there is a catalytic converter light-off flag B_KH inside the software. B_KH = 0 represents entering the non-light-off condition of the catalytic converter, and B_KH = 1 represents entering the light-off condition of the catalytic converter. Correspondingly, if the engine is in the non-light-off condition of the catalytic converter, the first injection strategy or the second injection strategy is allowed to run. If the engine is in the light-off condition of the catalytic converter, the first injection strategy or the second injection strategy is not allowed to run.

[0055] When specifically implementing the embodiments of the present invention, in the case of determining that the engine is operating in the non-light-off condition of the catalytic converter, obtain the current operating condition, the current intake air temperature, and the current crankshaft speed of the engine, and query the pre-set speed-temperature limit value comparison table according to the obtained current crankshaft speed of the engine, so as to obtain the intake air temperature limit value corresponding to the current crankshaft speed of the engine according to the pre-set speed-temperature limit value comparison table. If the current operating condition of the engine is a steady-state operating condition, and the current intake air temperature of the engine is less than the intake air temperature limit value corresponding to the current crankshaft speed, control the engine to run the pre-set first injection strategy to optimize the economy of the engine. If the current operating condition of the engine is a transient acceleration and loading condition, or the current intake air temperature of the engine is not less than the intake air temperature limit value corresponding to the current crankshaft speed, control the engine to run the pre-set second injection strategy to improve the power performance of the engine.

[0056] Among them, the intake air temperature of the engine can be detected by a temperature sensor. For example, the temperature sensor is installed on the intake manifold of the engine. The temperature sensor element is a negative temperature coefficient NTC resistor. As the intake air temperature changes, a voltage representing the change in the intake air temperature can be generated accordingly. According to this voltage, the intake air temperature of the intake manifold of the engine can be accurately detected. The crankshaft speed of the engine can be detected by a speed sensor. Correspondingly, the speed sensor can collect the crankshaft speed signal of the engine. The ECU can process the crankshaft speed signal to obtain the variable of the speed change rate, and judge whether the operating condition of the engine is a steady-state condition or a transient condition through the speed change rate.

[0057] As shown in Table 1, a speed-temperature limit value comparison table is set taking a supercharged engine as an example, and the intake air temperature limit value corresponding to each crankshaft speed of the engine can be preset, so as to obtain the corresponding intake air temperature limit value according to different crankshaft speeds when specifically implementing the embodiments of the present invention; among them, the normal intake air temperature is set according to the empirical values in the engine industry. When the engine is in a steady-state operating condition, if the intake air temperature is the normal intake air temperature, the engine operates the first injection strategy. If the intake air temperature is relatively high and reaches the intake air temperature limit value, the knock will be significantly enhanced, and then the engine adopts the second injection strategy to suppress the knock.

[0058] Table 1 Comparison table of speed-temperature limit value settings for supercharged engines

[0059] Crankshaft speed (rpm) 1000 1500 2000 2500 3000 3500 4000 5000 6000 Normal intake air temperature (°C) 35 35 37 39 42 44 46 48 50 Intake air temperature limit (°C) 45 45 48 48 48 50 52 54 56

[0060] It can be understood that Table 1 only shows the value-taking situations of the combined parameters corresponding to some speed-temperature limit values. The more the value-taking settings of the combined parameters corresponding to the speed-temperature limit values are, the finer the division is, and the higher the accuracy of the engine injection control is. For the value-taking situations that are not preset in advance, they can also be obtained by using the difference method and calculating according to the preset value-taking situations.

[0061] It should be noted that the embodiments of the present invention only select the corresponding injection strategies for the steady-state operating condition and the transient acceleration loading condition of the engine. For other operating conditions of the engine, the same injection strategy as the steady-state operating condition can be used to control the engine operation, or other existing injection strategies can be used, and the embodiments of the present invention do not make specific limitations.

[0062] An engine injection control method provided by the embodiments of the present invention pre-calibrates a first injection strategy aiming at the optimal economic parameters of the engine and a second injection strategy aiming at the optimal power parameters of the engine for the non-catalyst light-off condition, and further divides the operating conditions of the engine under the non-catalyst light-off condition. When the engine is in a steady-state operating state and the intake air temperature is low, the first injection strategy is adopted, which can take into account the fuel consumption and emissions of the engine. When the engine is in a transient acceleration loading operating state or the intake air temperature is high, the second injection strategy is adopted, which can improve the power performance of the engine; by identifying different operating conditions of the engine and different intake air temperature boundaries to select different injection strategies, it not only ensures the economy of the engine, but also takes into account the power performance of the engine, and improves the safety of the engine.

[0063] In another preferred embodiment, the method pre-obtains the first injection strategy through the following steps:

[0064] Set a number of calibration operating condition points according to the crankshaft speed and load of the engine;

[0065] At each calibration operating point, the engine is respectively controlled to perform one injection, two consecutive injections, and three consecutive injections, and the optimal injection parameters for the first injection, the optimal injection parameters for the second injection, and the optimal injection parameters for the third injection corresponding to each calibration operating point are obtained;

[0066] At each calibration operating point, the economic parameters of the engine corresponding to the optimal injection parameters for the first injection, the optimal injection parameters for the second injection, and the optimal injection parameters for the third injection are respectively compared;

[0067] With the goal of optimizing the economic parameters of the engine, the optimal injection mode corresponding to each calibration operating point is obtained; wherein, the optimal injection mode includes the number of injections and the corresponding optimal injection parameters;

[0068] The first injection strategy is obtained according to the optimal injection modes corresponding to all calibration operating points.

[0069] Specifically, in combination with the above embodiments, the first injection strategy for controlling the operation of the engine can be obtained through the following scheme: First, a number of calibration operating points are set according to the crankshaft speed (within the crankshaft speed range of the engine) and the load (within the load range of the engine); then, at each calibration operating point, the engine is respectively controlled to perform one injection, two consecutive injections, and three consecutive injections, and the optimal injection parameters for the first injection corresponding to the engine when performing one injection, the optimal injection parameters for the second injection corresponding to the engine when performing two consecutive injections, and the optimal injection parameters for the third injection corresponding to the engine when performing three consecutive injections are respectively obtained; then, the economic parameters (such as fuel consumption and emissions) of the engine corresponding to the optimal injection parameters for the first injection, the optimal injection parameters for the second injection, and the optimal injection parameters for the third injection obtained at each calibration operating point are respectively compared, and with the goal of optimizing the fuel consumption and emissions of the engine, the optimal injection mode corresponding to each calibration operating point is obtained, and the optimal injection mode includes the number of injections and the corresponding optimal injection parameters; finally, the first injection strategy of the engine is obtained according to the optimal injection modes corresponding to all calibration operating points.

[0070] As shown in Table 2, it is a comparison table of the speed-load values of the engine under different calibration operating points. Under different crankshaft speeds and different load values, different calibration operating points are set respectively, that is, the corresponding crankshaft speeds and load values of different calibration operating points are different; correspondingly, Table 2 only shows the value conditions of some of the combined parameters corresponding to the speed-load. The more the combined parameters corresponding to the speed-load are set, the finer the calibration operating points are divided, the more accurate the first injection strategy obtained, and the higher the accuracy of the injection control of the engine. For the value conditions that are not preset in advance, they can also be obtained by using the difference method and calculating according to the preset value conditions.

[0071] Table 2 Comparison table of speed-load values under different calibration operating points

[0072]

[0073] Taking the i-th (i>0) calibration operating point as an example, at the i-th calibration operating point, the corresponding crankshaft speed and load of the engine are fixed. Control the engine to perform a single injection. Taking the optimal economic parameter as the goal, obtain the optimal injection parameters for the first injection according to the injection result of the single injection; control the engine to perform two consecutive injections. Taking the optimal economic parameter as the goal, obtain the optimal injection parameters for the second injection according to the injection result of the two consecutive injections; control the engine to perform three consecutive injections. Taking the optimal economic parameter as the goal, obtain the optimal injection parameters for the third injection according to the injection result of the three consecutive injections; compare the economic parameters of the engine corresponding to the optimal injection parameters for the first injection, the optimal injection parameters for the second injection, and the optimal injection parameters for the third injection. Taking the optimal economic parameter as the goal, select the injection mode corresponding to the optimal injection parameter with the best economic parameter among them as the optimal injection mode; for example, assuming that the economic parameter corresponding to the optimal injection parameter for the first injection is the best, then take "single injection and the optimal injection parameters for the first injection" as the optimal injection mode corresponding to the i-th calibration operating point. Assuming that the economic parameter corresponding to the optimal injection parameter for the second injection is the best, then take "two consecutive injections and the optimal injection parameters for the second injection" as the optimal injection mode corresponding to the i-th calibration operating point. Assuming that the economic parameter corresponding to the optimal injection parameter for the third injection is the best, then take "three consecutive injections and the optimal injection parameters for the third injection" as the optimal injection mode corresponding to the i-th calibration operating point.

[0074] And so on, the optimal injection mode corresponding to each calibration operating point is obtained accordingly. The first injection strategy of the engine is composed of the optimal injection modes corresponding to all the calibration operating points.

[0075] As an improvement of the above solution, the method obtains the optimal injection parameters for the first injection corresponding to the i-th calibration operating point through the following steps:

[0076] At the i-th calibration operating point, control the engine to perform one injection respectively at a plurality of preset start angles of the first injection; wherein, the start angle of the first injection represents the crankshaft angle corresponding to the start of the first fuel injection of the engine, and i > 0;

[0077] Obtain the fuel consumption and emission parameters corresponding to the engine at each start angle of the first injection;

[0078] Aiming at the optimal economic parameter of the engine, according to the fuel consumption and emission parameters corresponding to the engine at all start angles of the first injection, obtain the optimal injection parameters of the first injection corresponding to the i-th calibration operating point; wherein, the optimal injection parameters of the first injection include the optimal start angle of the first injection.

[0079] Specifically, in combination with the above embodiments, the optimal injection parameters of the first injection corresponding to the engine when performing one injection at each calibration operating point can be obtained through the following scheme: taking the i-th calibration operating point as an example, at the i-th calibration operating point, control the engine to perform one injection respectively at a plurality of preset start angles of the first injection, and obtain the fuel consumption and emission parameters corresponding to the engine at each start angle of the first injection, compare and analyze the fuel consumption and emissions of the engine corresponding to different start angles of the first injection, aiming at the optimal economy, select the start angle of the first injection corresponding to the minimum fuel consumption and emissions as the optimal start angle of the first injection, that is, obtain the optimal injection parameters of the first injection corresponding to the i-th calibration operating point; and so on, and correspondingly obtain the optimal injection parameters of the first injection corresponding to the engine when performing one injection at each calibration operating point.

[0080] Among them, the start angle of the first injection represents the crankshaft angle corresponding to the start of the first fuel injection of the engine, and the start angle of the first injection (unit: °CA) can be set to 250, 260, 270, 280, 290, 300, 310, 320, 330, 340, 350, etc.

[0081] It should be noted that when performing injection scanning on each calibration operating point (including one injection, continuous two injections, and continuous three injections), in order to ensure the accuracy of the scanning results, in addition to the crankshaft speed and load corresponding to each calibration operating point being fixed, usually, it is necessary to perform scanning when other operating parameters of the engine are also fixed (for example, fixing operating parameters such as VVT phase and rail pressure), and the following control conditions need to be met:

[0082] (1) The engine is fully warmed up, wherein the oil temperature and water temperature are greater than 80 °C, and the intake air temperature is controlled within the normal range;

[0083] (2) The ignition angle control for the non-knocking region is such that AI50 is between 6 - 9 CA (AI50 represents the crankshaft angle corresponding to 50% fuel combustion, and 6 - 9 CA represents this crankshaft angle value), and the ignition angle control for the knocking region is at the knocking margin;

[0084] (3) The air-fuel ratio control for medium and small load conditions is at Lambda = 1, and the Lambda for large load conditions is controlled according to the engine exhaust temperature;

[0085] (4) Ensure that the exhaust gas analysis equipment and the combustion analyzer are both normal before measurement, and set the measurement time to 20 s after stabilization.

[0086] As an improvement to the above solution, the method obtains the optimal injection parameters for the second injection corresponding to the i-th calibration operating point through the following steps:

[0087] At the i-th calibration operating point, use the optimal starting angle of the first injection as the starting angle of the first injection in the consecutive two injections, and control the engine to perform consecutive two injections according to a preset number of groups of second injection end angle - first distribution coefficient combination parameters respectively; where the second injection end angle represents the crankshaft angle corresponding to the end of the second fuel injection of the engine, and the first distribution coefficient represents the proportion of the second fuel injection amount in the total fuel injection amount;

[0088] Obtain the fuel consumption and emission parameters corresponding to the engine under each group of second injection end angle - first distribution coefficient combination parameters;

[0089] With the goal of optimizing the economic parameters of the engine, obtain the optimal injection parameters for the second injection corresponding to the i-th calibration operating point according to the fuel consumption and emission parameters corresponding to the engine under all the second injection end angle - first distribution coefficient combination parameters; where the optimal injection parameters for the second injection include the optimal end angle of the second injection and the optimal distribution coefficient of the second injection.

[0090] Specifically, in combination with the above embodiments, the optimal injection parameters for the second injection corresponding to the engine during continuous double injection at each calibration operating point can be obtained through the following solution: Taking the i-th calibration operating point as an example, at the i-th calibration operating point, the optimal starting angle for the first injection is obtained according to the above embodiments, and the optimal starting angle for the first injection is used as the starting angle for the first injection during continuous double injection. The engine is controlled to perform continuous double injection according to several pre-set combinations of the second injection end angle - first distribution coefficient parameters respectively, and the fuel consumption and emission parameters corresponding to the engine under each combination of the second injection end angle - first distribution coefficient parameters are obtained. The fuel consumption and emissions of the engine corresponding to different combinations of the second injection end angle - first distribution coefficient parameters are compared and analyzed. With the goal of the best economy, the combination of the second injection end angle - first distribution coefficient parameters corresponding to the minimum fuel consumption and emissions is selected as the optimal second injection end angle and the optimal second injection distribution coefficient, that is, the optimal injection parameters for the second injection corresponding to the i-th calibration operating point are obtained; and so on, the optimal injection parameters for the second injection corresponding to the engine during continuous double injection at each calibration operating point are obtained accordingly.

[0091] Among them, the second injection end angle represents the crankshaft angle corresponding to the end of the second fuel injection during continuous double injection of the engine, and the first distribution coefficient represents the proportion of the second fuel injection volume in the total fuel injection volume during continuous double injection of the engine.

[0092] As shown in Table 3, it is a comparison table of the values of the second injection end angle - first distribution coefficient of the engine, and the value situations of the combination parameters corresponding to different second injection end angles and first distribution coefficients are pre-set; correspondingly, only partial value situations of the combination parameters corresponding to the second injection end angle - first distribution coefficient are shown in Table 3. The more the value settings of the combination parameters corresponding to the second injection end angle - first distribution coefficient, the more accurate the obtained optimal injection parameters for the second injection, and the higher the accuracy of the injection control of the engine.

[0093] Table 3 Comparison table of the values of the second injection end angle - first distribution coefficient of the engine

[0094]

[0095] As an improvement of the above solution, the method obtains the optimal injection parameters for the third injection corresponding to the i-th calibration operating point through the following steps:

[0096] At the i-th calibration operating point, use the optimal starting angle of the first injection as the starting angle of the first injection in three consecutive injections, and use the optimal ending angle of the second injection as the ending angle of the third injection in three consecutive injections. Control the engine to perform three consecutive injections according to a preset number of three-injection interval time - second distribution coefficient combination parameters respectively; wherein, the three-injection interval time represents the interval time between the second injection and the third injection of the engine, and the second distribution coefficient represents the proportion of the sum of the second injection fuel quantity and the third injection fuel quantity in the total injection fuel quantity, and the second injection fuel quantity is the same as the third injection fuel quantity.

[0097] Obtain the fuel consumption and emission parameters corresponding to each group of three-injection interval time - second distribution coefficient combination parameters of the engine.

[0098] Aiming at the optimal economic parameter of the engine, according to the fuel consumption and emission parameters corresponding to all the three-injection interval time - second distribution coefficient combination parameters of the engine, obtain the optimal three-injection parameters corresponding to the i-th calibration operating point; wherein, the optimal three-injection parameters include the optimal three-injection interval time and the optimal three-injection distribution coefficient.

[0099] Specifically, in combination with the above embodiments, the optimal three-injection parameters corresponding to the engine during three consecutive injections at each calibration operating point can be obtained through the following scheme: Taking the i-th calibration operating point as an example, at the i-th calibration operating point, obtain the optimal starting angle of the first injection and the optimal ending angle of the second injection according to the above embodiments, and use the optimal starting angle of the first injection as the starting angle of the first injection in three consecutive injections, and use the optimal ending angle of the second injection as the ending angle of the third injection in three consecutive injections. Control the engine to perform three consecutive injections according to a preset number of three-injection interval time - second distribution coefficient combination parameters respectively, and obtain the fuel consumption and emission parameters corresponding to each group of three-injection interval time - second distribution coefficient combination parameters of the engine. Compare and analyze the fuel consumption and emissions of the engine corresponding to different three-injection interval time - second distribution coefficient combination parameters. Aiming at the optimal economy, select the three-injection interval time - second distribution coefficient combination parameter corresponding to the minimum fuel consumption and emissions as the optimal three-injection interval time and the optimal three-injection distribution coefficient, that is, obtain the optimal three-injection parameters corresponding to the i-th calibration operating point; and so on, obtain the optimal three-injection parameters corresponding to the engine during three consecutive injections at each calibration operating point.

[0100] Among them, the three-injection interval time represents the interval time between the second injection and the third injection in three consecutive injections of the engine, and the second distribution coefficient represents the proportion of the sum of the second injection fuel quantity and the third injection fuel quantity in the total injection fuel quantity in three consecutive injections of the engine, and the second injection fuel quantity is set to be the same as the third injection fuel quantity.

[0101] As shown in Table 4, it is a comparison table of the triple injection interval time - second distribution coefficient values of the engine, and the value conditions of the combined parameters corresponding to different triple injection interval times and second distribution coefficients are preset; correspondingly, only partial value conditions of the combined parameters corresponding to the triple injection interval time - second distribution coefficient are shown in Table 4. The more the value settings of the combined parameters corresponding to the triple injection interval time - second distribution coefficient are, the more accurate the obtained optimal triple injection parameters are, and the higher the accuracy of the injection control of the engine is.

[0102] Table 4 Comparison table of the triple injection interval time - second distribution coefficient values of the engine

[0103]

[0104] In yet another preferred embodiment, the method pre - obtains the second injection strategy through the following steps:

[0105] Set a number of calibration operating points according to the crankshaft speed and load of the engine;

[0106] At each calibration operating point, control the engine to perform one - injection, continuous two - injections, and continuous three - injections respectively, and obtain the optimal one - injection parameters, optimal two - injection parameters, and optimal three - injection parameters corresponding to each calibration operating point;

[0107] At each calibration operating point, compare the power performance parameters of the engine corresponding to the optimal one - injection parameters, the optimal two - injection parameters, and the optimal three - injection parameters respectively;

[0108] Taking the optimal power performance parameters of the engine as the goal, obtain the optimal injection mode corresponding to each calibration operating point; wherein, the optimal injection mode includes the injection times and the corresponding optimal injection parameters;

[0109] Obtain the second injection strategy according to the optimal injection modes corresponding to all the calibration operating points.

[0110] Specifically, in combination with the above embodiments, the second injection strategy for controlling the engine operation can be obtained correspondingly through the following solutions: First, several calibration operating points are set according to the crankshaft speed (within the crankshaft speed range of the engine) and load (within the load range of the engine); then, at each calibration operating point, the engine is respectively controlled to perform single injection, consecutive double injection, and consecutive triple injection, and the optimal injection parameters for the first injection, the optimal injection parameters for the second injection, and the optimal injection parameters for the third injection corresponding to the engine during single injection at each calibration operating point are respectively obtained; then, the dynamic performance parameters (such as combustion phase AI50) of the engine corresponding to the optimal injection parameters for the first injection, the optimal injection parameters for the second injection, and the optimal injection parameters for the third injection obtained at each calibration operating point are respectively compared. Taking the optimal combustion phase AI50 of the engine as the goal, the optimal injection mode corresponding to each calibration operating point is obtained. The optimal injection mode includes the injection times and their corresponding optimal injection parameters; finally, the second injection strategy of the engine is obtained correspondingly according to the optimal injection modes corresponding to all the calibration operating points.

[0111] Taking the i-th calibration operating point as an example, at the i-th calibration operating point, the corresponding crankshaft speed and load of the engine are fixed. The engine is controlled to perform single injection. Taking the optimal dynamic performance parameters as the goal, the optimal injection parameters for the first injection are obtained correspondingly according to the injection result of the single injection; the engine is controlled to perform consecutive double injection. Taking the optimal dynamic performance parameters as the goal, the optimal injection parameters for the second injection are obtained correspondingly according to the injection result of the consecutive double injection; the engine is controlled to perform consecutive triple injection. Taking the optimal dynamic performance parameters as the goal, the optimal injection parameters for the third injection are obtained correspondingly according to the injection result of the consecutive triple injection; the dynamic performance parameters of the engine corresponding to the optimal injection parameters for the first injection, the optimal injection parameters for the second injection, and the optimal injection parameters for the third injection are compared. Taking the optimal dynamic performance parameters as the goal, the injection mode corresponding to the optimal injection parameters with the optimal dynamic performance parameters is selected as the optimal injection mode; for example, assuming that the dynamic performance parameters corresponding to the optimal injection parameters for the first injection are the best, then "single injection and the optimal injection parameters for the first injection" is used as the optimal injection mode corresponding to the i-th calibration operating point. Assuming that the dynamic performance parameters corresponding to the optimal injection parameters for the second injection are the best, then "consecutive double injection and the optimal injection parameters for the second injection" is used as the optimal injection mode corresponding to the i-th calibration operating point. Assuming that the dynamic performance parameters corresponding to the optimal injection parameters for the third injection are the best, then "consecutive triple injection and the optimal injection parameters for the third injection" is used as the optimal injection mode corresponding to the i-th calibration operating point.

[0112] And so on, the optimal injection mode corresponding to each calibration operating point is obtained correspondingly. The second injection strategy of the engine is composed of the optimal injection modes corresponding to all the calibration operating points.

[0113] It should be noted that, under the condition of aiming at the optimal power performance parameters of the engine, the scheme used to obtain the optimal injection parameters for the first injection, the optimal injection parameters for the second injection, and the optimal injection parameters for the third injection corresponding to each calibration working condition point of the engine is the same as the working principle of the scheme used under the condition of aiming at the optimal power performance parameters of the engine, and will not be elaborated here.

[0114] An embodiment of the present invention also provides an engine injection control device. Refer to Figure 2 As shown in the structure block diagram of a preferred embodiment of an engine injection control device provided by the present invention, the device includes:

[0115] An engine state acquisition module 11, configured to acquire the current operating condition, the current intake air temperature, and the current crankshaft speed of the engine when the engine is operating under a non-catalyst light-off condition;

[0116] An intake air temperature limit acquisition module 12, configured to query a preset speed-temperature limit comparison table according to the current crankshaft speed to acquire the intake air temperature limit corresponding to the current crankshaft speed;

[0117] A first injection control module 13, configured to control the engine to operate a preset first injection strategy when the current operating condition is a steady-state operating condition and the current intake air temperature is less than the intake air temperature limit;

[0118] A second injection control module 14, configured to control the engine to operate a preset second injection strategy when the current operating condition is a transient acceleration loading condition or the current intake air temperature is not less than the intake air temperature limit; wherein, the first injection strategy aims at the optimal economic parameters of the engine, and the second injection strategy aims at the optimal power performance parameters of the engine.

[0119] Preferably, the device further includes a first injection strategy acquisition module, and the first injection strategy acquisition module is used for:

[0120] Set a number of calibration working condition points according to the crankshaft speed and load of the engine;

[0121] At each calibration working condition point, respectively control the engine to perform one injection, continuous two injections, and continuous three injections, and acquire the optimal injection parameters for the first injection, the optimal injection parameters for the second injection, and the optimal injection parameters for the third injection corresponding to each calibration working condition point;

[0122] At each calibration working condition point, respectively compare the economic parameters of the engine corresponding to the optimal injection parameters for the first injection, the optimal injection parameters for the second injection, and the optimal injection parameters for the third injection;

[0123] With the goal of optimizing the economic parameters of the engine, obtain the optimal injection mode corresponding to each calibration operating point; wherein, the optimal injection mode includes the number of injections and their corresponding optimal injection parameters;

[0124] Obtain the first injection strategy based on the optimal injection modes corresponding to all calibration operating points.

[0125] Preferably, the first injection strategy acquisition module specifically includes a single-injection optimal injection parameter acquisition unit, and the single-injection optimal injection parameter acquisition unit is used for:

[0126] At the i-th calibration operating point, control the engine to perform a single injection at a preset number of single-injection starting angles respectively; wherein, the single-injection starting angle represents the crankshaft angle corresponding to the start of the first fuel injection of the engine, and i > 0;

[0127] Obtain the fuel consumption and emission parameters corresponding to the engine at each single-injection starting angle.

[0128] With the goal of optimizing the economic parameters of the engine, obtain the single-injection optimal injection parameters corresponding to the i-th calibration operating point according to the fuel consumption and emission parameters corresponding to the engine at all single-injection starting angles; wherein, the single-injection optimal injection parameters include the single-injection optimal starting angle.

[0129] Preferably, the first injection strategy acquisition module further includes a double-injection optimal injection parameter acquisition unit, and the double-injection optimal injection parameter acquisition unit is used for:

[0130] At the i-th calibration operating point, use the single-injection optimal starting angle as the starting angle of the first injection in the consecutive double injection, and control the engine to perform consecutive double injections according to a preset number of double-injection end angle - first distribution coefficient combination parameters respectively; wherein, the double-injection end angle represents the crankshaft angle corresponding to the end of the second fuel injection of the engine, and the first distribution coefficient represents the proportion of the second fuel injection amount in the total fuel injection amount;

[0131] Obtain the fuel consumption and emission parameters corresponding to the engine under each double-injection end angle - first distribution coefficient combination parameter.

[0132] With the goal of optimizing the economic parameters of the engine, obtain the double-injection optimal injection parameters corresponding to the i-th calibration operating point according to the fuel consumption and emission parameters corresponding to the engine at all double-injection end angle - first distribution coefficient combination parameters; wherein, the double-injection optimal injection parameters include the double-injection optimal end angle and the double-injection optimal distribution coefficient.

[0133] Preferably, the first injection strategy acquisition module further includes a triple-injection optimal injection parameter acquisition unit, and the triple-injection optimal injection parameter acquisition unit is used for:

[0134] At the i-th calibration operating point, take the optimal start angle of the first injection as the start angle of the first injection in three consecutive injections, and take the optimal end angle of the second injection as the end angle of the third injection in three consecutive injections. Control the engine to perform three consecutive injections respectively according to a plurality of sets of three-injection interval time - second distribution coefficient combination parameters preset; wherein, the three-injection interval time represents the interval time between the second injection and the third injection of the engine, and the second distribution coefficient represents the proportion of the sum of the second injection fuel quantity and the third injection fuel quantity in the total injection fuel quantity, and the second injection fuel quantity is the same as the third injection fuel quantity.

[0135] Obtain the fuel consumption and emission parameters corresponding to the engine under each set of three-injection interval time - second distribution coefficient combination parameters.

[0136] Aiming at the optimal economic parameters of the engine, obtain the optimal three-injection parameters corresponding to the i-th calibration operating point according to the fuel consumption and emission parameters corresponding to the engine under all three-injection interval time - second distribution coefficient combination parameters; wherein, the optimal three-injection parameters include the optimal three-injection interval time and the optimal three-injection distribution coefficient.

[0137] Preferably, the device further includes a second injection strategy acquisition module, and the second injection strategy acquisition module is used for:

[0138] Set a plurality of calibration operating points according to the crankshaft speed and load of the engine.

[0139] At each calibration operating point, control the engine to perform one injection, two consecutive injections and three consecutive injections respectively, and obtain the optimal one-injection parameters, the optimal two-injection parameters and the optimal three-injection parameters corresponding to each calibration operating point.

[0140] At each calibration operating point, compare the dynamic parameters of the engine corresponding to the optimal one-injection parameters, the optimal two-injection parameters and the optimal three-injection parameters respectively.

[0141] Aiming at the optimal dynamic parameters of the engine, obtain the optimal injection mode corresponding to each calibration operating point; wherein, the optimal injection mode includes the injection times and the corresponding optimal injection parameters.

[0142] Obtain the second injection strategy according to the optimal injection modes corresponding to all calibration operating points.

[0143] Preferably, the economic parameters include fuel consumption and emissions, and the dynamic parameters include combustion phase.

[0144] It should be noted that an engine injection control device provided in an embodiment of the present invention can implement all processes of the engine injection control method described in any of the above embodiments. The functions and achieved technical effects of each module and unit in the device respectively correspond to those of the engine injection control method described in the above embodiments and will not be elaborated here.

[0145] An embodiment of the present invention further provides a computer-readable storage medium, and the computer-readable storage medium includes a stored computer program; wherein, when the computer program runs, it controls a device where the computer-readable storage medium is located to execute the engine injection control method described in any of the above embodiments.

[0146] An embodiment of the present invention further provides an electronic device. Refer to Figure 3 As shown, it is a structural block diagram of a preferred embodiment of an electronic device provided by the present invention. The electronic device includes a processor 10, a memory 20, and a computer program stored in the memory 20 and configured to be executed by the processor 10. When the processor 10 executes the computer program, it implements the engine injection control method described in any of the above embodiments.

[0147] Preferably, the computer program can be divided into one or more modules / units (such as computer program 1, computer program 2,...). The one or more modules / units are stored in the memory 20 and executed by the processor 10 to complete the present invention. The one or more modules / units can be a series of computer program instruction segments capable of performing specific functions, and these instruction segments are used to describe the execution process of the computer program in the electronic device.

[0148] The processor 10 can be a central processing unit (CPU), or 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. The general-purpose processor can be a microprocessor, or the processor 10 can also be any conventional processor. The processor 10 is the control center of the electronic device and connects various parts of the electronic device through various interfaces and lines.

[0149] The memory 20 mainly includes a program storage area and a data storage area. Among them, the program storage area can store an operating system, application programs required for at least one function, etc., and the data storage area can store relevant data, etc. In addition, the memory 20 can be a high-speed random access memory, or a non-volatile memory, such as a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) card, a Flash Card, etc., or the memory 20 can also be other volatile solid-state storage devices.

[0150] It should be noted that the above-mentioned electronic device may include, but is not limited to, a processor and a memory. Those skilled in the art can understand that Figure 3 The structural block diagram is only an example of the above-mentioned electronic device, and does not constitute a limitation on the electronic device. It may include more or fewer components than shown in the figure, or combine some components, or different components.

[0151] In summary, an engine injection control method, device, computer-readable storage medium and electronic device provided by an embodiment of the present invention pre-calibrate a first injection strategy aiming at the optimal economic parameters of the engine and a second injection strategy aiming at the optimal power parameters of the engine for the non-catalyst ignition working condition, and further divide the operating conditions of the engine under the non-catalyst ignition working condition. When the engine is in a steady-state operating condition and the intake air temperature is low, the first injection strategy is adopted, which can take into account the fuel consumption and emissions of the engine. When the engine is in a transient acceleration loading operating condition or the intake air temperature is high, the second injection strategy is adopted, which can improve the power performance of the engine; by identifying different operating conditions of the engine and different intake air temperature boundaries to select different injection strategies, it not only ensures the economy of the engine, but also takes into account the power performance of the engine, and improves the safety of the engine.

[0152] The above are only the preferred embodiments of the present invention. It should be pointed out that for those of ordinary skill in the art, without departing from the technical principle of the present invention, several improvements and deformations can be made, and these improvements and deformations should also be regarded as the protection scope of the present invention.

Claims

1. An engine injection control method, characterized in that, it includes: When the engine is operating under non-catalyst light-off conditions, obtain the current operating condition, current intake air temperature, and current crankshaft speed of the engine; Query a preset speed-temperature limit comparison table according to the current crankshaft speed to obtain the intake air temperature limit corresponding to the current crankshaft speed; When the current operating condition is a steady-state operating condition and the current intake air temperature is less than the intake air temperature limit, control the engine to operate a preset first injection strategy; When the current operating condition is a transient acceleration loading condition, or the current intake air temperature is not less than the intake air temperature limit, control the engine to operate a preset second injection strategy; wherein, the first injection strategy aims to optimize the economic parameters of the engine, and the second injection strategy aims to optimize the power parameters of the engine; the first injection strategy refers to an engine injection strategy obtained by integrating the optimal injection modes corresponding to several calibrated operating points with the goal of optimizing the economic parameters of the engine; the second injection strategy refers to an engine injection strategy obtained by integrating the optimal injection modes corresponding to several calibrated operating points with the goal of optimizing the power parameters of the engine; the optimal injection mode includes the number of injections and their corresponding optimal injection parameters.

2. The engine injection control method according to claim 1, characterized in that, the method pre-obtains the first injection strategy through the following steps: Set several calibrated operating points according to the crankshaft speed and load of the engine; At each calibrated operating point, control the engine to perform one injection, two consecutive injections, and three consecutive injections respectively, and obtain the optimal injection parameters for the first injection, the optimal injection parameters for the second injection, and the optimal injection parameters for the third injection corresponding to each calibrated operating point; At each calibrated operating point, compare the economic parameters of the engine corresponding to the optimal injection parameters for the first injection, the optimal injection parameters for the second injection, and the optimal injection parameters for the third injection respectively; With the goal of optimizing the economic parameters of the engine, obtain the optimal injection mode corresponding to each calibrated operating point; Obtain the first injection strategy according to the optimal injection modes corresponding to all calibrated operating points.

3. The engine injection control method according to claim 2, characterized in that, the method obtains the optimal injection parameters for the first injection corresponding to the i-th calibrated operating point through the following steps: At the i-th calibrated operating point, control the engine to perform one injection at a preset number of starting angles for the first injection respectively; wherein, the starting angle for the first injection represents the crankshaft angle corresponding to the start of the first fuel injection of the engine, i>0; Obtain the fuel consumption and emission parameters corresponding to the engine at each starting angle for the first injection; With the goal of optimizing the economic parameters of the engine, according to the fuel consumption and emission parameters corresponding to the engine at all starting angles for the first injection, obtain the optimal injection parameters for the first injection corresponding to the i-th calibrated operating point; wherein, the optimal injection parameters for the first injection include the optimal starting angle for the first injection.

4. The engine injection control method according to claim 3, characterized in that, The method obtains the optimal injection parameters for the second injection corresponding to the i-th calibration operating point through the following steps: At the i-th calibration operating point, take the optimal starting angle of the first injection as the starting angle of the first injection in the consecutive double injection, and control the engine to perform consecutive double injections according to a preset number of combinations of the second injection end angle - first distribution coefficient parameters respectively; wherein, the second injection end angle represents the crankshaft angle corresponding to the end of the second fuel injection of the engine, and the first distribution coefficient represents the proportion of the second fuel injection amount in the total fuel injection amount; Obtain the fuel consumption and emission parameters corresponding to the engine under each combination of the second injection end angle - first distribution coefficient parameters; Aiming at the optimal economic parameters of the engine, obtain the optimal injection parameters for the second injection corresponding to the i-th calibration operating point according to the fuel consumption and emission parameters corresponding to the engine under all combinations of the second injection end angle - first distribution coefficient parameters; wherein, the optimal injection parameters for the second injection include the optimal end angle of the second injection and the optimal distribution coefficient of the second injection.

5. The engine injection control method according to claim 4, characterized in that, The method obtains the optimal injection parameters for the third injection corresponding to the i-th calibration operating point through the following steps: At the i-th calibration operating point, take the optimal starting angle of the first injection as the starting angle of the first injection in the consecutive triple injection, and take the optimal end angle of the second injection as the end angle of the third injection in the consecutive triple injection, and control the engine to perform consecutive triple injections according to a preset number of combinations of the third injection interval time - second distribution coefficient parameters respectively; wherein, the third injection interval time represents the interval time between the second injection and the third injection of the engine, and the second distribution coefficient represents the proportion of the sum of the second fuel injection amount and the third fuel injection amount in the total fuel injection amount, and the second fuel injection amount is the same as the third fuel injection amount; Obtain the fuel consumption and emission parameters corresponding to the engine under each combination of the third injection interval time - second distribution coefficient parameters; Aiming at the optimal economic parameters of the engine, obtain the optimal injection parameters for the third injection corresponding to the i-th calibration operating point according to the fuel consumption and emission parameters corresponding to the engine under all combinations of the third injection interval time - second distribution coefficient parameters; wherein, the optimal injection parameters for the third injection include the optimal interval time of the third injection and the optimal distribution coefficient of the third injection.

6. The engine injection control method according to claim 1, characterized in that, The method pre-obtains the second injection strategy through the following steps: Set a number of calibration operating points according to the crankshaft speed and load of the engine; At each calibration operating point, control the engine to perform single injection, consecutive double injection and consecutive triple injection respectively, and obtain the optimal injection parameters for the first injection, the optimal injection parameters for the second injection and the optimal injection parameters for the third injection corresponding to each calibration operating point; At each calibration operating point, compare the dynamic performance parameters of the engine corresponding to the optimal injection parameters for the first injection, the optimal injection parameters for the second injection and the optimal injection parameters for the third injection respectively; Aiming at the optimal dynamic performance parameters of the engine, obtain the optimal injection mode corresponding to each calibration operating point; The second injection strategy is obtained based on the optimal injection modes corresponding to all the calibrated operating points.

7. The engine injection control method according to any one of claims 1 to 6, wherein, the economy parameters include fuel consumption and emissions, and the power parameters include combustion phase.

8. An engine injection control device, wherein, comprising: an engine state acquisition module, configured to acquire the current operating condition, the current intake air temperature, and the current crankshaft speed of the engine when the engine is operating under a non-catalyst light-off condition; an intake air temperature limit acquisition module, configured to query a preset speed-temperature limit look-up table according to the current crankshaft speed to obtain the intake air temperature limit corresponding to the current crankshaft speed; a first injection control module, configured to control the engine to operate a preset first injection strategy when the current operating condition is a steady-state operating condition and the current intake air temperature is less than the intake air temperature limit; a second injection control module, configured to control the engine to operate a preset second injection strategy when the current operating condition is a transient acceleration loading condition or the current intake air temperature is not less than the intake air temperature limit; wherein, the first injection strategy is targeted at optimizing the economy parameters of the engine, and the second injection strategy is targeted at optimizing the power parameters of the engine; the first injection strategy refers to an engine injection strategy obtained by integrating the optimal injection modes corresponding to several calibrated operating points with the goal of optimizing the economy parameters of the engine; the second injection strategy refers to an engine injection strategy obtained by integrating the optimal injection modes corresponding to several calibrated operating points with the goal of optimizing the power parameters of the engine; the optimal injection mode includes the number of injections and their corresponding optimal injection parameters.

9. A computer-readable storage medium, wherein, the computer-readable storage medium includes a stored computer program; wherein, the computer program controls the device where the computer-readable storage medium is located to execute the engine injection control method according to any one of claims 1 to 7 when running.

10. An electronic device, wherein, comprising a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, and the processor implements the engine injection control method according to any one of claims 1 to 7 when executing the computer program.

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