A method, device, equipment and storage medium for adaptive compensation of fuel injection quantity

Abstract

The present invention provides a method, device, equipment and storage medium for adaptive compensation of fuel injection amount, which includes the following steps: judging whether the engine is in a reverse drag mode; if the engine is in a reverse drag mode, judging whether the rail pressure of each injector changes within a preset time length; if the rail pressure of each injector does not change within the preset time length, controlling each injector to cyclically inject in sequence under the same preset conditions, and obtaining the rail pressure drop of each injector after each injection; and correcting the injector that needs to be corrected according to the rail pressure drop after at least one round of injection of each injector. The actual injection amount of the injector is greatly reduced by factors other than its own deterioration, and at this time, the actual injection amount of the injector can be effectively reflected according to the rail pressure drop after injection. Therefore, when the injector that needs to be corrected is corrected by the rail pressure drop between each injector, the injection amount deviation caused by the deterioration of the injector can be effectively corrected.

Description

Technical Field

[0001] The invention relates to the field of engine injectors, and in particular to a method, device, equipment and storage medium for adaptively compensating fuel injection quantity. Background Art

[0002] The engine is the core power component of motor vehicles. The injection amount of each injector of the engine determines whether the kinetic energy output of the engine meets the requirements and whether the exhaust emissions meet the standards. However, the current injectors do not have flow sensors, so the deviation of the fuel injection amount is directly compensated based on the test flow deviation at the factory. The current mainstream methods of flow correction during use are as follows: one is to calculate the deviation of each cylinder of the engine by the speed change rate and load change rate during the engine injection process as the injection amount deviation; the other is to calculate the average deviation by the rail pressure deviation of each cylinder during normal operation, and then calculate the difference between each cylinder and the average deviation to make oil quantity correction; another is to estimate the rail pressure fluctuation during engine operation to calculate the impact on the main injection amount, and then compensate the main injection amount.

[0003] However, it was found in actual use that no matter which scheme is used, the measurement results are related to the injection amount of the injector. Since the speed is connected to the transmission link when the power system is engaged during driving, the change of engine speed is limited by the power system and changes uniformly. The change of torque is also interfered by many factors, such as road conditions, driver's operating habits and throttle filtering. In other words, there are many factors that affect the deviation of the injection amount, and it is difficult to determine whether it is the deviation caused by the degradation of the injector itself in the actual calculation process. Summary of the invention

[0004] The main purpose of the present invention is to provide a method, device, equipment and storage medium for adaptive compensation of fuel injection quantity, aiming to solve the problem in the related art that it is difficult to determine whether the deviation of the injection quantity between each injector is the result of its own degradation.

[0005] In a first aspect, the present invention provides a method for adaptively compensating a fuel injection amount, which adopts the following technical solution:

[0006] A fuel injection quantity adaptive compensation method comprises the following steps:

[0007] Determine whether the engine is in anti-drag mode;

[0008] If the engine is in reverse drag mode, determine whether the rail pressure of each injector changes within a preset time period;

[0009] If the rail pressure of each injector does not change within a preset time, control each injector to cyclically inject in sequence under the same preset conditions, and obtain the rail pressure drop of each injector after each injection;

[0010] The fuel injectors that need to be corrected are corrected according to the rail pressure drops after at least one round of injection of each of the fuel injectors.

[0011] In some embodiments, the controlling each injector is cyclically injected in sequence under the same preset conditions, wherein the preset conditions include pre-injection rail pressure, injection duration, and injection crankshaft angle.

[0012] In some embodiments, the step of correcting the injectors that need to be corrected according to the rail pressure drop after at least one round of injection of each injector comprises:

[0013] According to the rail pressure drop of each injector in each injection process, the rail pressure deviation of each injector in each injection process is obtained;

[0014] According to rail pressure deviations of each injector greater than a preset first threshold value during multiple injection rounds, an average deviation of the injector is obtained;

[0015] Determine whether the average deviation of each injector is greater than a preset second threshold; the second threshold is greater than the first threshold;

[0016] If the average deviation of any fuel injector is greater than the second threshold, the fuel injection amount of the fuel injector is corrected according to the average deviation of the fuel injector.

[0017] In some embodiments, in the average deviation of the injector obtained according to the rail pressure deviation of each injector greater than a preset first threshold during multiple injection rounds, if the number of rail pressure deviations of each injector greater than the first threshold during multiple injection rounds is not less than a preset moving period number, the average deviation of the injector is a moving average of multiple rail pressure deviations within the most recent moving period number.

[0018] In some embodiments, if the number of rail pressure deviations greater than the first threshold of each injector during multiple injection rounds is less than a preset number of moving periods, the average deviation of the injector is a simple average of the rail pressure deviations greater than the first threshold.

[0019] In some embodiments, the first threshold is obtained according to basic deviation data between various fuel injectors.

[0020] In some embodiments, in correcting the injector that needs to be corrected according to the rail pressure drop after at least one round of injection of each injector, when correcting the injection amount of the injector, the number of rail pressure deviations greater than the first threshold value during multiple rounds of injection of the injector is further combined.

[0021] In a second aspect, the present invention further provides a fuel injection quantity adaptive compensation device, which adopts the following technical solution:

[0022] A fuel injection quantity adaptive compensation device, comprising:

[0023] A determination module configured to determine whether the engine is in an anti-drag mode;

[0024] a detection module configured to determine whether the rail pressure of each injector changes within a preset time period;

[0025] The control module is configured to control each injector to cyclically inject in sequence under the same preset conditions if the rail pressure of each injector does not change within a preset time period, and obtain the rail pressure drop of each injector after each injection; and correct the injector that needs to be corrected according to the rail pressure drop of each injector after at least one round of injection.

[0026] In a third aspect, the present invention further provides a fuel injection quantity adaptive compensation device, which adopts the following technical solution:

[0027] A fuel injection quantity adaptive compensation device, which includes a processor, a memory, and a fuel injection quantity adaptive compensation program stored in the memory and executable by the processor, wherein when the fuel injection quantity adaptive compensation program is executed by the processor, the steps of the fuel injection quantity adaptive compensation method as described above are implemented.

[0028] In a fourth aspect, the present invention further provides a storage medium, which adopts the following technical solution:

[0029] A storage medium stores a fuel injection quantity adaptive compensation program, wherein when the fuel injection quantity adaptive compensation program is executed by a processor, the steps of the fuel injection quantity adaptive compensation method as described above are implemented.

[0030] The present invention provides a fuel injection amount adaptive compensation method, device, equipment and storage medium. When the engine is in a reverse drag mode, the fuel injector in the engine will not actively inject fuel to drive the vehicle to move. That is, at this time, the fuel injector is irrelevant to the interference factors that affect the change of the engine speed, such as torque interference factors, road conditions, driver's operating habits and throttle filtering. At the same time, by judging that the rail pressure of the fuel injector remains unchanged within a preset time, it is further reflected that the vehicle is in a relatively stable driving state at this time, avoiding the situation where the rail pressure in the fuel injector changes due to the pressure relief of the vehicle pump oil, that is, after meeting the two conditions, in this state, the fuel injector is actively controlled to inject according to the same preset conditions, and the actual fuel injection amount of the fuel injector is greatly reduced by the factors affecting the degradation of the fuel injector itself. At this time, the actual fuel injection amount of the fuel injector can be effectively reflected according to the rail pressure drop after injection. Therefore, in the subsequent process of correcting the injector to be corrected by the rail pressure drop between each injector, the fuel injection amount deviation caused by the degradation of the fuel injector itself can be effectively corrected. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 It is a schematic diagram of the hardware structure of the fuel injection quantity adaptive compensation device involved in the embodiment of the present invention;

[0032] Figure 2 It is a flow chart of the first embodiment of the method for adaptively compensating the fuel injection amount of the present invention;

[0033] Figure 3 It is a functional module diagram of the first embodiment of the fuel injection quantity adaptive compensation device of the present invention.

[0034] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0035] It should be understood that the specific embodiments described herein are only used to explain the present invention, and are not used to limit the present invention.

[0036] The engine is the core power component of motor vehicles. The injection amount of each injector of the engine determines whether the kinetic energy output of the engine meets the requirements and whether the exhaust emissions meet the standards. However, the current injectors do not have flow sensors, so the deviation of the fuel injection amount is directly compensated based on the test flow deviation at the factory. The current mainstream methods of flow correction during use are as follows: one is to calculate the deviation of each cylinder of the engine by the speed change rate and load change rate during the engine injection process as the injection amount deviation; the other is to calculate the average deviation by the rail pressure deviation of each cylinder during normal operation, and then calculate the difference between each cylinder and the average deviation to make oil quantity correction; another is to estimate the rail pressure fluctuation during engine operation to calculate the impact on the main injection amount, and then compensate the main injection amount.

[0037] However, it was found in actual use that no matter which scheme is used, the measurement results are related to the injection amount of the injector. Since the speed is connected to the transmission link when the power system is engaged during driving, the change in engine speed is limited by the power system and changes uniformly. The change in torque is also interfered by many factors, such as road conditions, driver's operating habits, and throttle filtering. In other words, there are many influencing factors that affect the deviation of the injection amount, and it is difficult to determine whether it is the deviation caused by the degradation of the injector itself during the actual calculation process. Therefore, the present application proposes a method, device, equipment and storage medium for adaptive compensation of fuel injection amount to solve the above problems.

[0038] The fuel injection amount adaptive compensation method, device, equipment and storage medium provided by the present application have the following invention points: when the engine is in the reverse drag mode, the injector in the engine will not actively inject fuel to drive the vehicle to move forward, that is, at this time, the injector is irrelevant to the interference factors that affect the change of engine speed, such as torque interference factors, road conditions, driver's operating habits and throttle filtering, and at the same time, by judging that the rail pressure of the injector remains unchanged within the preset time, it is further reflected that the vehicle is in a relatively stable driving state at this time, avoiding the situation where the rail pressure in the injector changes due to the vehicle pump oil pressure relief, that is, after meeting the two conditions, in this state, by actively controlling the injector to inject according to the same preset conditions, the actual injection amount of the injector is greatly reduced by the factors affecting it except its own degradation. At this time, the actual injection amount of the injector can be effectively reflected according to the rail pressure drop after injection. Therefore, in the subsequent process of correcting the injector that needs to be corrected by the rail pressure drop between each injector, the injection amount deviation caused by the degradation of the injector itself can be effectively corrected.

[0039] In a first aspect, an embodiment of the present invention provides a fuel injection quantity adaptive compensation device, which can be a device with data processing function such as a personal computer (PC), a notebook computer, or a server.

[0040] Reference Figure 1 , Figure 1 The hardware structure diagram of the fuel injection quantity adaptive compensation device involved in the embodiment of the present invention. In the embodiment of the present invention, the fuel injection quantity adaptive compensation device may include a processor 1001 (e.g., a central processing unit, CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. Among them, the communication bus 1002 is used to realize the connection and communication between these components; the user interface 1003 may include a display screen (Display), an input unit such as a keyboard (Keyboard); the network interface 1004 may optionally include a standard wired interface, a wireless interface (such as wireless fidelity WIreless-FIdelity, WI-FI interface); the memory 1005 may be a high-speed random access memory (random access memory, RAM), or a stable memory (non-volatile memory), such as a disk storage, and the memory 1005 may optionally be a storage device independent of the aforementioned processor 1001. Those skilled in the art will understand that Figure 1 The hardware structure shown in the figure does not constitute a limitation of the present invention, and may include more or less components than those shown in the figure, or combine certain components, or arrange the components differently.

[0041] Continue to refer to Figure 1 , Figure 1 The memory 1005 as a computer storage medium may include an operating system, a network communication module, a user interface module, and a fuel injection amount adaptive compensation program. The processor 1001 may call the fuel injection amount adaptive compensation program stored in the memory 1005 and execute the fuel injection amount adaptive compensation method provided in the embodiment of the present invention.

[0042] In a second aspect, an embodiment of the present invention provides a method for adaptively compensating a fuel injection quantity.

[0043] Reference Figure 2 , a fuel injection quantity adaptive compensation method, comprising the following steps:

[0044] S100, determining whether the engine is in a reverse drag mode;

[0045] S200: If the engine is in the reverse drag mode, determine whether the rail pressure of each injector changes within a preset time period;

[0046] S300, if the rail pressure of each injector does not change within a preset time, control each injector to perform cyclic injection in sequence under the same preset conditions, and obtain the rail pressure drop of each injector after each injection;

[0047] S400, correcting the injectors that need to be corrected according to the rail pressure drops after at least one round of injection of each injector.

[0048] Among them, the preset duration can be set by the technician according to the actual vehicle condition scenario of the vehicle running smoothly in the anti-drag mode. The specific duration parameters may be different in different embodiments, but it can be understood that by keeping the rail pressure in the injector unchanged during the preset duration, it can be judged that the vehicle has a relatively stable driving state when the engine is in the anti-drag mode, thereby avoiding the rapid change of the rail pressure of the injector, such as the pump oil decompression state. At the same time, the preset conditions set for each injector during cyclic injection can be selected by the technician from multiple factors that have a greater impact on the actual injection amount, such as the injection duration of each injector, the rail pressure before injection, etc., so as to minimize the impact of other factors on the injection amount of the injector except the degree of injector degradation.

[0049] In this way, when the engine is in the reverse drag mode, the injector in the engine will not actively inject fuel to drive the vehicle forward, that is, at this time, the injector has nothing to do with the interference factors that affect the change of the engine speed, such as torque interference factors, road conditions, driver's operating habits and throttle filtering, and at the same time, by judging that the rail pressure of the injector remains unchanged within the preset time, it is further reflected that the vehicle is in a relatively stable driving state at this time, avoiding the situation where the rail pressure in the injector changes due to the vehicle pump oil pressure relief, that is, after meeting the two conditions, in this state, the injector is actively controlled to inject according to the same preset conditions, and the actual injection amount of the injector is greatly reduced by the factors affecting it except its own degradation. At this time, the actual injection amount of the injector can be effectively reflected according to the rail pressure drop after injection. Therefore, in the subsequent process of correcting the injector that needs to be corrected by the rail pressure drop between each injector, the injection amount deviation caused by the degradation of the injector itself can be effectively corrected.

[0050] Further, in the present embodiment, in step S300, each fuel injector is controlled to perform cyclic injection in sequence under the same preset conditions, wherein the preset conditions include the pre-injection rail pressure, the injection duration, and the injection crankshaft angle.

[0051] Among them, after each injector sprays, in order to ensure that the next injector sprays with the same pre-injection rail pressure, in this embodiment, the injector is firstly replenished with oil through the oil metering unit, so that the rail pressure of the injector is restored to the same level.

[0052] This arrangement further ensures that there are fewer factors that affect the injection amount of each injector during injection, and even only the degree of degradation of the injector itself affects the injection amount of the injector. Therefore, it is ultimately possible to use the rail pressure drop after injection of multiple injectors to make a more accurate and effective correction to the injection amount of the injector that needs to be corrected.

[0053] In some preferred embodiments, step S400, correcting the injectors that need to be corrected according to the rail pressure drop after at least one round of injection of each injector, comprises:

[0054] S410, obtaining a rail pressure deviation of each injector during each injection process according to the rail pressure drop of each injector during each injection process;

[0055] S420, obtaining an average deviation of each injector according to a rail pressure deviation greater than a preset first threshold value during multiple injection rounds of each injector;

[0056] S430, determining whether the average deviation of each injector is greater than a preset second threshold; the second threshold is greater than the first threshold;

[0057] S440: If the average deviation of any fuel injector is greater than the second threshold, correct the fuel injection amount of the fuel injector according to the average deviation of the fuel injector.

[0058] The rail pressure drop of the fuel injector is the difference between the rail pressure data before and after the fuel injector is injected by the rail pressure detection device. Specifically, in this embodiment, the rail pressure drop after the fuel injector is injected reflects the fuel injection amount of the fuel injector as follows:

[0059]

[0060] In the formula, q inj is the fuel injection amount of the injector; c d is the flow coefficient; A0 is the injector flow cross-sectional area; P rail is the pressure before injection; P inj is the pressure after injection; ρ is the density of the measured fluid;

[0061] When there is a corresponding relationship between the rail pressure drop and the injection amount of the injector, the rail pressure deviation between the injectors and the rail pressure deviation of each injector during multiple injections can also reflect the corresponding injection amount deviation and the final correction amount.

[0062] On the other hand, the first threshold value can be set according to the basic injection amount deviation between each injector or by the technical staff according to the actual need of the injection amount deviation allowed when the vehicle is running, so as to reflect that when the measured actual injection amount exceeds the first threshold value, the injection amount deviation between each injector is abnormal, and no specific restriction is made here; the second threshold value is set by the technical staff on the basis of the first threshold value according to the maximum injection amount deviation allowed by the injector when the vehicle is running. The corresponding practical meaning is that when the average deviation of a certain injector is greater than the second threshold value, it means that the injection amount deviation between the injector and another injector is too large, which will affect the engine operation. At this time, the injection amount of the injector needs to be corrected.

[0063] In this way, when judging whether a certain injector has a large injection amount deviation relative to other injectors, it can be calculated through multiple rail pressure deviation data after multiple injections, thereby effectively reducing the impact of a certain abnormal injection and further improving the accuracy of subsequent judgments and injection amount.

[0064] Further, in step S420, according to the rail pressure deviation of each injector greater than a preset first threshold value during multiple injection rounds, obtaining the average deviation of the injector, if the number of rail pressure deviations of each injector greater than the first threshold value during multiple injection rounds is not less than a preset moving period number, the average deviation of the injector is a moving average of multiple rail pressure deviations within the most recent moving period number.

[0065] Specifically, the preset moving period number can be determined by technicians in different embodiments. For example, when the preset moving period number is 5, the moving average value to be calculated is specifically the average value between the rail pressure deviation after the latest injection of the injector and the total of 5 rail pressure deviations obtained after the first four injections.

[0066] With this arrangement, the moving average value is obtained by calculating multiple groups of rail pressure deviations within a preset moving period of the injector through the moving average method, further eliminating abnormal deviations and interferences in a single injection, and more realistically revealing the degree of degradation of a single injector, thereby facilitating subsequent compensation for the degradation of the injector to improve smoothness.

[0067] On the other hand, if the number of rail pressure deviations greater than the first threshold for each injector during multiple injection rounds is less than the preset number of movement periods, the average deviation of the injector is a simple average of the rail pressure deviations greater than the first threshold.

[0068] In this way, when the number of injections of each injector is less than the preset number of movement periods, by directly calculating the average value of all rail pressure deviations obtained and comparing it with the second threshold value, it is possible to judge whether the injection amount needs to be corrected and how to perform the correction subsequently when the number of injections of the injector is small, thereby further improving the comprehensiveness of the fuel injection amount adaptive compensation method provided in the present application.

[0069] Furthermore, each time the moving average value is obtained, a statistical number is accumulated, and when the statistical number of all injectors reaches a set number and the obtained moving average values ​​are not greater than the second threshold value, the fuel injection amount adaptive compensation method is terminated.

[0070] In some preferred embodiments, the first threshold is obtained according to basic deviation data between various fuel injectors.

[0071] Specifically, in some implementations, the deviation data between the various fuel injectors may be obtained through the fuel injection quantity dispersion between the various fuel injectors.

[0072] This setting combines the dispersion of each injector to set the allowable baseline for rail pressure deviation; this can directly filter out the impact of the factory deviation and control the accuracy of the correction.

[0073] Furthermore, in correcting the injector that needs to be corrected according to the rail pressure drop after at least one round of injection of each injector, when correcting the injection amount of the injector, the number of rail pressure deviations greater than the first threshold value during multiple rounds of injection of the injector is further combined.

[0074] Specifically, when the injection amount of the injector is corrected according to the average deviation, the reliability verification data of each injector is used to reflect the corresponding degradation degree of the average deviation of the injector, and further combined with the number of rail pressure deviations of the injector greater than the first threshold, the dynamic adjustment of the compensation oil amount is realized, and finally a more accurate correction of the injector deviation is realized. Among them, the reliability verification data of the injector is the correlation data between the injection amount of the injector and the degradation degree, which is determined in advance by the technicians.

[0075] In a third aspect, an embodiment of the present invention further provides a fuel injection quantity adaptive compensation device.

[0076] Reference Figure 3 , a functional module diagram of the first embodiment of the fuel injection quantity adaptive compensation device.

[0077] In this embodiment, the fuel injection amount adaptive compensation device includes:

[0078] An engine status detection module, which is configured to obtain a current operating mode of the engine;

[0079] A rail pressure detection module, which is configured to obtain the rail pressure of each injector;

[0080] a timing module configured to record a duration during which the rail pressure in the fuel injector remains constant;

[0081] A control module is configured to control each injector to perform injection according to the same preset conditions in sequence if the engine is in a reverse drag mode and the rail pressure of the injector remains unchanged within a preset time, and obtain the rail pressure drop after each injector is injected; wherein the preset conditions include the injection time, the injection crankshaft angle, and the rail pressure of the injector before injection;

[0082] determining in real time whether the obtained rail pressure drop is greater than a first threshold;

[0083] If the rail pressure drop before and after injection of any fuel injector is greater than a first threshold, the injection amount of the fuel injector is corrected according to the rail pressure drop after subsequent injection of the fuel injector.

[0084] Among them, the functional implementation of each module in the above-mentioned fuel injection quantity adaptive compensation device corresponds to the various steps in the above-mentioned fuel injection quantity adaptive compensation method embodiment, and its functions and implementation processes are no longer repeated here one by one.

[0085] In a fourth aspect, an embodiment of the present invention further provides a storage medium.

[0086] The storage medium of the present invention stores a fuel injection quantity adaptive compensation program, wherein when the fuel injection quantity adaptive compensation program is executed by a processor, the steps of the fuel injection quantity adaptive compensation method as described above are implemented.

[0087] The method implemented when the fuel injection quantity adaptive compensation program is executed can refer to the various embodiments of the fuel injection quantity adaptive compensation method of the present invention, and will not be described in detail here.

[0088] The method, device, equipment and storage medium for adaptive compensation of fuel injection amount provided by the present application have the following beneficial effects: when the engine is in the reverse drag mode, the injector in the engine will not actively inject fuel to drive the vehicle to move forward, that is, at this time, the injector is irrelevant to the interference factors that affect the change of engine speed, such as torque interference factors, road conditions, driver's operating habits and throttle filtering, and at the same time, by judging that the rail pressure of the injector remains unchanged within the preset time, it is further reflected that the vehicle is in a relatively stable driving state at this time, avoiding the situation where the rail pressure in the injector changes due to the oil pressure relief of the vehicle pump, that is, after meeting the two conditions, in this state, by actively controlling the injector to inject according to the same preset conditions, the actual injection amount of the injector is greatly reduced by the factors affecting it except its own degradation. At this time, the actual injection amount of the injector can be effectively reflected according to the rail pressure drop after injection. Therefore, in the subsequent process of correcting the injector that needs to be corrected by the rail pressure drop between each injector, the injection amount deviation caused by the degradation of the injector itself can be effectively corrected;

[0089] At the same time, the moving average value is obtained by calculating multiple groups of rail pressure deviations within the preset moving period of the injector through the moving average method, which effectively eliminates abnormal deviations and interferences in a single injection and more realistically reveals the degree of degradation of a single injector, thereby facilitating subsequent compensation for the degradation of the injector to improve smoothness.

[0090] It should be noted that, in this article, the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or system including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or system. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the existence of other identical elements in the process, method, article or system including the element.

[0091] The serial numbers of the above embodiments of the present invention are only for description and do not represent the advantages or disadvantages of the embodiments.

[0092] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present invention is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes a number of instructions for a terminal device to execute the methods described in each embodiment of the present invention.

[0093] The above are only preferred embodiments of the present invention, and are not intended to limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made using the contents of the present invention specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. A method for adaptively compensating a fuel injection amount, characterized in that: It includes the following steps: Determine whether the engine is in anti-drag mode; If the engine is in reverse drag mode, determine whether the rail pressure of each injector changes within a preset time period; If the rail pressure of each injector does not change within a preset time, control each injector to cyclically inject in sequence under the same preset conditions, and obtain the rail pressure drop of each injector after each injection; Correcting the injectors that need to be corrected according to the rail pressure drop after at least one round of injection of each injector; The step of correcting the injectors that need to be corrected according to the rail pressure drop after at least one round of injection of each injector comprises: According to the rail pressure drop of each injector in each injection process, the rail pressure deviation of each injector in each injection process is obtained; wherein the rail pressure drop of the injector is the difference between the rail pressure data before and after injection, that is, the rail pressure deviation; According to rail pressure deviations of each injector greater than a preset first threshold value during multiple injection rounds, an average deviation of the injector is obtained; Determine whether the average deviation of each injector is greater than a preset second threshold; the second threshold is greater than the first threshold; If the average deviation of any fuel injector is greater than the second threshold, the fuel injection amount of the fuel injector is corrected according to the average deviation of the fuel injector.

2. The fuel injection quantity adaptive compensation method according to claim 1, characterized in that: The control of each fuel injector is carried out in a cyclic injection sequence under the same preset conditions, wherein the preset conditions include a pre-injection rail pressure, an injection duration, and an injection crankshaft angle.

3. The fuel injection quantity adaptive compensation method according to claim 1, characterized in that: In the average deviation of the injector obtained according to the rail pressure deviation of each injector greater than a preset first threshold during multiple injection rounds, if the number of rail pressure deviations of each injector greater than the first threshold during multiple injection rounds is not less than a preset moving period number, the average deviation of the injector is a moving average of a plurality of the rail pressure deviations within the most recent moving period number.

4. The fuel injection quantity adaptive compensation method according to claim 3, characterized in that: If the number of rail pressure deviations greater than the first threshold for each injector during multiple injections is less than a preset number of movement periods, the average deviation of the injector is a simple average of the rail pressure deviations greater than the first threshold.

5. The fuel injection quantity adaptive compensation method according to claim 1, characterized in that: The first threshold is obtained according to basic deviation data between various fuel injectors.

6. The fuel injection quantity adaptive compensation method according to claim 1, characterized in that: In correcting the injector that needs to be corrected according to the rail pressure drop after at least one round of injection of each injector, when correcting the injection amount of the injector, the number of rail pressure deviations greater than the first threshold value during multiple rounds of injection of the injector is further combined.

7. A fuel injection quantity adaptive compensation device for implementing the fuel injection quantity adaptive compensation method as claimed in claim 1, characterized in that: It includes: A determination module configured to determine whether the engine is in an anti-drag mode; a detection module configured to determine whether the rail pressure of each injector changes within a preset time period; The control module is configured to control each injector to cyclically inject in sequence under the same preset conditions if the rail pressure of each injector does not change within a preset time period, and obtain the rail pressure drop of each injector after each injection; and correct the injector that needs to be corrected according to the rail pressure drop of each injector after at least one round of injection.

8. A fuel injection quantity adaptive compensation device, characterized in that: The fuel injection quantity adaptive compensation device includes a processor, a memory, and a fuel injection quantity adaptive compensation program stored in the memory and executable by the processor, wherein when the fuel injection quantity adaptive compensation program is executed by the processor, the steps of the fuel injection quantity adaptive compensation method as described in any one of claims 1 to 6 are implemented.

9. A storage medium, characterized in that: The storage medium stores a fuel injection amount adaptive compensation program, wherein when the fuel injection amount adaptive compensation program is executed by the processor, the steps of the fuel injection amount adaptive compensation method as claimed in any one of claims 1 to 6 are implemented.

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