Engine fuel injection control method, device, storage medium and vehicle

Abstract

The present application provides an engine fuel injection control method, device, storage medium and vehicle. The engine fuel injection control method determines the initial fuel injection amount of the first injection system when detecting that the first injection system in the target engine switches from a non-working state to a working state, determines the current oil film correction factor according to the current operating parameters of the target engine and pre-calibrated oil film correction mapping information, and then corrects the initial fuel injection amount according to the current oil film correction factor to obtain the target fuel injection amount of the first injection system, controls the first injection system to inject fuel corresponding to the target fuel injection amount, and corrects the initial fuel injection amount based on the engine's operating information when the first injection system switches to the working state, thereby achieving additional fuel compensation for the oil film that is not established in time, avoiding the problem of lean air-fuel ratio, thereby avoiding torque mutation, and improving driving comfort.

Description

Technical Field

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

[0002] At present, engines with dual injection systems use gasoline direct injection (GDI) and port fuel injection (PFI). However, when only the GDI system is working in an engine with dual injection systems, the fuel is directly injected into the cylinder because the GDI system injects in the cylinder, and there is no need to build an oil film in advance. This makes it impossible to build an oil film in time when switching to the PFI system, resulting in a lean air-fuel ratio and even a sudden change in torque, which affects driving comfort. Summary of the invention

[0003] In view of this, the purpose of the present application is to propose an engine fuel injection control method, device, storage medium and vehicle, so as to achieve additional fuel compensation when switching to the PFI system, and solve the problem of lean air-fuel ratio caused by the oil film not being established in time when switching to the PFI system.

[0004] Based on the above purpose, the present application provides an engine fuel injection control method, comprising:

[0005] When detecting that a first injection system in the target engine switches from a non-operating state to an operating state, determining an initial fuel injection amount of the first injection system;

[0006] Acquiring current operating parameters of the target engine, and determining a current oil film correction factor of the target engine based on the current operating parameters and pre-calibrated oil film correction mapping information;

[0007] Based on the current oil film correction factor and the initial fuel injection amount, a target fuel injection amount of the first injection system is determined, and the first injection system is controlled to inject fuel corresponding to the target fuel injection amount.

[0008] Optionally, the oil film correction mapping information includes an oil film basic correction curve, and determining the current oil film correction factor of the target engine based on the current operating parameters and the pre-calibrated oil film correction mapping information includes:

[0009] Determining a current fuel distribution ratio and a current intake port injection number in the current operating parameters;

[0010] querying a current oil film basic correction coefficient corresponding to the current fuel distribution ratio and the current number of intake port injections in the oil film basic correction curve;

[0011] Determining the current oil film correction factor based on the current oil film basic correction coefficient;

[0012] The oil film basic correction curve is used to characterize the corresponding relationship between each fuel distribution ratio, each intake port injection number and each oil film basic correction coefficient.

[0013] Optionally, the oil film correction mapping information further includes oil film influence correction information, and the determining of the current oil film correction factor based on the current oil film basic correction coefficient includes:

[0014] Determine a current oil film influence correction coefficient based on the oil film influence correction information and the current operating parameters, wherein the current oil film influence correction coefficient includes at least one of a current water temperature correction coefficient, a current air pressure correction coefficient, and a current speed load correction coefficient;

[0015] The current oil film correction factor is determined based on the current oil film basic correction coefficient and the current oil film influence correction coefficient.

[0016] Optionally, the oil film influence correction information includes a water temperature correction curve, the current oil film influence correction coefficient includes a current water temperature correction coefficient, and determining the current oil film influence correction coefficient based on the oil film influence correction information and the current operating parameters includes:

[0017] Determine the current water temperature in the current operating parameters;

[0018] Querying a current water temperature correction coefficient corresponding to the current water temperature in the water temperature correction curve;

[0019] The water temperature correction curve is used to characterize the corresponding relationship between various water temperatures and various water temperature correction coefficients.

[0020] Optionally, the oil film influence correction information includes an air pressure correction curve, the current oil film influence correction coefficient includes a current air pressure correction coefficient, and determining the current oil film influence correction coefficient based on the oil film influence correction information and the current operating parameters includes:

[0021] Determining a current air pressure in the current operating parameters;

[0022] querying a current air pressure correction coefficient corresponding to the current air pressure in the air pressure correction curve;

[0023] The air pressure correction curve is used to characterize the corresponding relationship between various air pressures and various air pressure correction coefficients.

[0024] Optionally, the oil film influence correction information includes a speed load correction curve, the current oil film influence correction coefficient includes a current speed load correction coefficient, and determining the current oil film influence correction coefficient based on the oil film influence correction information and the current operating parameters includes:

[0025] Determine the current speed and the current load in the current operating parameters;

[0026] Inquiring a current speed load correction coefficient corresponding to the current speed and the current load in the speed load correction curve;

[0027] The speed-load correction curve is used to characterize the corresponding relationship between each speed, each load and each speed-load correction coefficient.

[0028] Optionally, determining the target fuel injection amount of the first injection system based on the current oil film correction factor and the initial fuel injection amount includes:

[0029] Determining a fuel injection correction amount based on the current oil film correction factor and the initial fuel injection amount;

[0030] A target fuel injection amount of the first injection system is determined according to the fuel injection correction amount and the initial fuel injection amount.

[0031] Based on the above purpose, the present application also provides an engine fuel injection control device, comprising:

[0032] an initial fuel quantity determination module, configured to determine an initial fuel injection quantity of the first injection system when detecting that the first injection system in the target engine switches from a non-operating state to a working state;

[0033] A correction factor determination module, used for acquiring current operating parameters of the target engine, and determining a current oil film correction factor of the target engine based on the current operating parameters and pre-calibrated oil film correction mapping information;

[0034] The oil quantity correction module is used to determine the target oil injection quantity of the first injection system based on the current oil film correction factor and the initial oil injection quantity, and control the first injection system to inject fuel corresponding to the target oil injection quantity.

[0035] Based on the above purpose, the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, an engine fuel injection control method as provided in an embodiment of the present invention is implemented.

[0036] Based on the above purpose, the present application also provides a non-transitory computer-readable storage medium, which stores computer instructions, and the computer instructions are used to enable a computer to execute the engine fuel injection control method provided by an embodiment of the present invention.

[0037] Based on the above purpose, the present application also provides a vehicle, including the engine fuel injection control device provided by an embodiment of the present invention or the electronic device provided by an embodiment of the present invention.

[0038] From the above, it can be seen that the engine fuel injection control method provided by the present application determines the initial fuel injection amount of the first injection system when it is detected that the first injection system in the target engine switches from a non-working state to a working state, determines the current oil film correction factor according to the current operating parameters of the target engine and the pre-calibrated oil film correction mapping information, and then corrects the initial fuel injection amount according to the current oil film correction factor to obtain the target fuel injection amount of the first injection system, controls the first injection system to inject fuel corresponding to the target fuel injection amount, and corrects the initial fuel injection amount based on the engine operating information when the first injection system switches to the working state, thereby achieving additional fuel compensation for the oil film that is not established in time, avoiding the problem of lean air-fuel ratio, thereby avoiding torque mutation and improving driving comfort. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] In order to more clearly illustrate the technical solutions in the present application or related technologies, the drawings required for use in the embodiments or related technical descriptions are briefly introduced below. Obviously, the drawings described below are only embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0040] Figure 1 A flow chart of an engine fuel injection control method provided in an embodiment of the present application;

[0041] Figure 2 A flowchart of another engine fuel injection control method provided by an embodiment of the present application;

[0042] Figure 3 An engine fuel injection control flow chart provided in an embodiment of the present application;

[0043] Figure 4 A schematic diagram of the structure of an engine fuel injection control device provided in an embodiment of the present application;

[0044] Figure 5 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0045] In order to make the objectives, technical solutions and advantages of the present application more clearly understood, the present application is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0046] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should be the usual meanings understood by people with ordinary skills in the field to which the present application belongs. The "first", "second" and similar words used in the embodiments of the present application do not represent any order, quantity or importance, but are only used to distinguish different components. "Including" or "comprising" and similar words mean that the elements or objects appearing in front of the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0047] Before introducing in detail the engine fuel injection control method provided in the embodiment of the present application, the technical problem solved by the engine fuel injection control method is first explained.

[0048] At present, since the direct injection technology (Gasoline Direct Injection, GDI) directly injects the fuel into the engine cylinder for combustion, the injection amount can be precisely controlled and the fuel loss can be reduced. Therefore, the GDI system is gradually introduced into the gasoline engine injection system. In addition, in order to pursue driving performance, the requirements for vehicle power are gradually increasing, which makes the single-cylinder intake volume of the supercharged engine also increase sharply. This requires a higher injection pressure to meet the single-cylinder injection volume. Therefore, a higher injection pressure can meet the injection volume, and the support of the GDI system is also needed.

[0049] As the research on GDI system deepens, people also find that the atomization performance of GDI system is lower than that of port fuel injection (PFI) system. GDI system is more likely to produce particulate matter and carbon monoxide emissions under cold engine or low speed and low load conditions. Therefore, a dual injection technology combining PFI and GDI is proposed. It uses two injection systems, one of which follows the PFI scheme and uses port injection, and the other uses the GDI scheme, where the fuel is directly injected into the cylinder. According to the current working conditions, it is decided when to use the GDI system injection and when to use the PFI system injection to achieve the best emission and fuel consumption.

[0050] However, the GDI system injects fuel in the cylinder directly, and there is no need to establish an oil film in advance; the PFI system needs to inject fuel near the intake valve to form an oil film, so that the fuel gradually evaporates and enters the combustion cylinder during the intake process. When only the GDI system is working, there is no need to establish an oil film in advance, which causes the problem of the oil film not being established in time when switching to the PFI system. In order to solve this problem, the embodiment of the present application provides an engine fuel injection control method to compensate for the failure of the oil film to be established in time, and solve the problem of the lean air-fuel ratio caused by the failure of the oil film to be established in time.

[0051] Figure 1 This is a flow chart of an engine fuel injection control method provided in an embodiment of the present application. The engine fuel injection control method provided in this embodiment is applicable to the situation where the PFI system in an engine with a dual injection system switches from an unoperating state to an operating state and the transient oil film is not established in time for fuel compensation. The method can be executed by an engine fuel injection control device, which can be implemented in software and / or hardware, and the device can be configured in an electronic device. Figure 1 As shown, the method may specifically include the following steps:

[0052] S110: When it is detected that the first injection system in the target engine is switched from a non-operating state to a working state, an initial fuel injection amount of the first injection system is determined.

[0053] The target engine is an engine with a dual injection system, which includes a first injection system and a second injection system; the first injection system may be a PFI system, and the second injection system may be a GDI system.

[0054] In this embodiment, the target engine with a dual injection system has the following working modes: a mixed mode, a first mode, and a second mode. Among them, the mixed mode is that the GDI system and the PFI system work at the same time, the first mode is that only the PFI system works, and the second mode is that only the GDI system works. Specifically, the corresponding mode can be selected for switching according to the current working condition of the target engine.

[0055] Specifically, it can be determined that the first injection system is switched from the non-operating state to the operating state when it is detected that the target engine is switched from the second mode to the mixed mode, or from the second mode to the first mode. It should be noted that the first injection system forms liquid fuel such as oil film and oil pit near the intake valve so that the fuel gradually evaporates into the combustion cylinder during the intake process. Therefore, when the first injection system switches from the non-operating state to the operating state, there is a situation where the oil film is not established in time.

[0056] Furthermore, when it is detected that the first injection system switches from a non-operating state to an operating state, the initial fuel injection amount of the first injection system can be determined. The initial fuel injection amount can be a theoretical fuel injection amount before correction. Specifically, the initial total fuel injection amount of the target engine can be obtained, and then the initial fuel injection amount of the first injection system can be determined according to the current fuel distribution ratio and the initial total fuel injection amount.

[0057] S120, obtaining current operating parameters of the target engine, and determining a current oil film correction factor of the target engine based on the current operating parameters and pre-calibrated oil film correction mapping information.

[0058] The current operating parameter may be a relevant operating parameter of the target engine. Optionally, the current operating parameter may be a parameter related to the establishment of the oil film in the target engine, that is, an engine parameter that affects the establishment of the oil film, such as the current fuel distribution ratio, the current number of intake injections, the current water temperature, the current air pressure, the current speed or the current load.

[0059] Specifically, the current fuel distribution ratio can be the ratio between the initial fuel injection amount of the first injection system and the initial fuel injection amount of the second injection system, that is, the proportion of fuel that the first injection system needs to inject; the current fuel distribution ratio is 0 to 1. The current intake port injection number can be the injection number of the first injection system after the first injection system switches from an inoperative state to a operative state; when it is detected that the first injection system completes an injection, or when an injection is required, the current intake port injection number can be automatically updated. The current water temperature, current air pressure, current speed, and current load are all the water temperature, air pressure, speed, and load of the target engine at the current moment.

[0060] In this embodiment, the pre-calibrated oil film correction mapping information may include the corresponding relationship between each operating parameter and each oil film correction factor. The oil film correction mapping information may be a corresponding relationship displayed in the form of a curve or in the form of a table.

[0061] Specifically, the current oil film correction factor corresponding to the current operating parameters may be queried in the oil film correction mapping information.

[0062] In a specific implementation, the oil film correction mapping information includes an oil film basic correction curve. Based on the current operating parameters and the pre-calibrated oil film correction mapping information, the current oil film correction factor of the target engine is determined, which may be:

[0063] Determine the current fuel distribution ratio and the current number of intake port injections in the current operating parameters; query the current oil film basic correction coefficient corresponding to the current fuel distribution ratio and the current number of intake port injections in the oil film basic correction curve; determine the current oil film correction factor based on the current oil film basic correction coefficient; wherein the oil film basic correction curve is used to characterize the corresponding relationship between each fuel distribution ratio, each intake port injection number and each oil film basic correction coefficient.

[0064] Considering that the current fuel distribution ratio affects the amount of oil that the first injection system needs to inject, and thus affects the amount of fuel compensation for the oil film that is not established; and the current number of intake port injections represents the number of times the first injection system performs fuel injection after switching to the working state, the degree of oil film failure under different intake port injection times is different, and thus the amount of fuel compensation for the oil film that is not established is different. Specifically, as the number of intake port injections increases, the first injection system gradually enters a steady-state working environment, and the amount of fuel compensation for the oil film that is not established gradually decreases. Therefore, the fuel distribution ratio and the number of intake port injections can be used as basic parameters that affect the oil film correction factor.

[0065] The oil film basic correction curve may be a pre-calibrated curve used to determine the oil film basic correction coefficient according to basic parameters such as fuel distribution ratio and intake port injection number. For example, see Table 1, which shows a partial correspondence in an oil film basic correction curve.

[0066] Table 1 Partial correspondence in an oil film foundation correction curve

[0067]

[0068] Specifically, according to the current fuel distribution ratio and the current number of intake port injections, the current oil film base correction coefficient corresponding to the current fuel distribution ratio and the current number of intake port injections can be queried in the oil film base correction curve. The current oil film base correction coefficient is 0 to 1. For example, if the current fuel distribution ratio is 0.4 and the current number of intake port injections is 0, the current oil film base correction coefficient is 0.06.

[0069] Furthermore, after determining the current oil film basic correction coefficient, the current oil film basic correction coefficient can be directly used as the current oil film correction factor, or, the influence of other parameters on the establishment of the oil film can be further considered to determine other oil film influence correction coefficients, and then the current oil film correction factor can be further determined in combination with the oil film influence correction coefficient.

[0070] In the above-mentioned embodiment, by pre-calibrating the oil film basic correction curve, and then querying the current oil film basic correction coefficient corresponding to the current fuel distribution ratio and the current number of intake port injections in the oil film basic correction curve, the fuel injection amount correction based on the fuel distribution ratio and the number of PFI system injections is realized, and then the fuel injection amount correction combined with the basic parameters that affect the oil film not being established is realized, thereby ensuring the accuracy of the fuel injection amount correction.

[0071] S130. Determine a target fuel injection amount of the first injection system based on the current oil film correction factor and the initial fuel injection amount, and control the first injection system to inject fuel corresponding to the target fuel injection amount.

[0072] Specifically, after the current oil film correction factor is obtained, the initial fuel injection amount can be corrected by the current oil film correction factor to increase the initial fuel injection amount, and the increased fuel is used to compensate for the failure to establish the oil film in time.

[0073] Optionally, based on the current oil film correction factor and the initial fuel injection amount, the target fuel injection amount of the first injection system is determined, including: based on the current oil film correction factor and the initial fuel injection amount, determining the injection correction amount; determining the target fuel injection amount of the first injection system according to the injection correction amount and the initial fuel injection amount.

[0074] The injection correction amount may be a fuel compensation amount, specifically, the product of the current oil film correction factor and the initial injection amount. Further, after the injection correction amount is determined, the sum of the injection correction amount and the initial injection amount may be used as the target injection amount of the first injection system.

[0075] Of course, in addition to the above-mentioned method of determining the fuel injection correction amount, the target fuel injection amount can also be calculated according to the method of target fuel injection amount = (current oil film correction factor + 1) * initial fuel injection amount.

[0076] Through the above method, the initial fuel injection amount of the first injection system is compensated, and then additional fuel compensation is made for the oil film that is not established in time, avoiding the problem of lean air-fuel ratio.

[0077] It should be noted that, when the second mode is switched to the first mode, or when the second mode is switched to the mixed mode, the first injection system is switched from the non-operating state to the operating state. Therefore, the second injection system may be in the operating state. Therefore, when the target injection amount is determined and the first injection system is controlled to inject the fuel corresponding to the target injection amount, if the second injection system is also in the operating state, the initial injection amount of the second injection system is determined and the second injection system is controlled to inject the fuel of the initial injection amount. The initial injection amount of the second injection system can be determined according to the initial total injection amount and the current fuel distribution ratio.

[0078] It should be noted that the above steps S110-S130 can be executed in a cycle, that is, when it is detected that the first injection system switches from a non-working state to a working state, before each injection of the first injection system, the initial injection amount and the current operating parameters can be determined first, and the current oil film correction factor can be determined according to the current operating parameters, and then the initial injection amount can be corrected according to the current oil film correction factor. In the above process, a cycle cutoff condition can be set. For example, the cycle cutoff condition can be that the number of corrections reaches a preset number. Of course, the cycle cutoff condition can also be not set. It can be seen from Table 1 that when the current number of intake port injections reaches 16 times, the current oil film basic correction coefficient is 0, and then the current oil film correction factor is 0. At this time, the injection correction amount determined according to the current oil film correction factor is 0, that is, the initial injection amount is not corrected.

[0079] The engine fuel injection control method provided in the present embodiment determines the initial fuel injection amount of the first injection system when it is detected that the first injection system in the target engine switches from a non-working state to a working state, determines the current oil film correction factor according to the current operating parameters of the target engine and the pre-calibrated oil film correction mapping information, and then corrects the initial fuel injection amount according to the current oil film correction factor to obtain the target fuel injection amount of the first injection system, controls the first injection system to inject fuel corresponding to the target fuel injection amount, and corrects the initial fuel injection amount based on the engine operating information when the first injection system switches to the working state, thereby achieving additional fuel compensation for the oil film that is not established in time, avoiding the problem of lean air-fuel ratio, thereby avoiding torque mutation and improving driving comfort.

[0080] Figure 2 This is a flow chart of another engine fuel injection control method provided by an embodiment of the present application. Based on the above embodiments, this embodiment provides an exemplary description of the process of determining the current oil film correction factor according to the current oil film basic correction coefficient. Figure 2 As shown, the method may specifically include the following steps:

[0081] S210: When it is detected that the first injection system in the target engine is switched from a non-operating state to a working state, determine an initial fuel injection amount of the first injection system.

[0082] S220, obtaining current operating parameters of the target engine, and determining a current fuel distribution ratio and a current intake port injection number in the current operating parameters.

[0083] S230, querying a current oil film basic correction coefficient corresponding to a current fuel distribution ratio and a current number of intake port injections in an oil film basic correction curve.

[0084] S240. Determine a current oil film influence correction coefficient based on the oil film influence correction information and current operating parameters, wherein the current oil film influence correction coefficient includes at least one of a current water temperature correction coefficient, a current air pressure correction coefficient, and a current speed load correction coefficient.

[0085] In this embodiment, the oil film correction mapping information includes an oil film basic correction curve and oil film influence correction information. The oil film influence correction information may be mapping information pre-calibrated based on influencing parameters such as water temperature, air pressure, rotation speed or load. The oil film influence correction information may be used to describe the corresponding relationship between each influencing parameter and each oil film influence correction coefficient.

[0086] In a specific embodiment, the oil film impact correction information includes a water temperature correction curve, the current oil film impact correction coefficient includes a current water temperature correction coefficient, and the current oil film impact correction coefficient is determined based on the oil film impact correction information and the current operating parameters, including: determining the current water temperature in the current operating parameters; querying the current water temperature correction coefficient corresponding to the current water temperature in the water temperature correction curve; wherein the water temperature correction curve is used to characterize the correspondence between each water temperature and each water temperature correction coefficient.

[0087] Considering that the water temperature of the engine can affect the establishment of the oil film. Therefore, the water temperature can be used as a parameter affecting the oil film correction factor, and the water temperature effect correction coefficient can be determined according to the water temperature. Among them, the water temperature correction curve can be a pre-calibrated curve for determining the water temperature effect correction coefficient according to the water temperature. For example, see Table 2, which shows a partial correspondence in a water temperature correction curve.

[0088] Table 2 Partial correspondence in a water temperature correction curve

[0089]

[0090] Specifically, the corresponding current water temperature impact correction coefficient can be queried in the water temperature correction curve according to the current water temperature. For example, if the current water temperature is -20°C, the current water temperature impact correction coefficient is 1.02.

[0091] In this embodiment, when the water temperature is too low, the speed of oil film establishment will be reduced. Therefore, when the current water temperature is less than 0°C, the current water temperature impact correction coefficient can gradually increase as the current water temperature decreases. When the current water temperature is greater than or equal to 0°C, the current water temperature impact correction coefficient is 1, which means that the current water temperature has no effect on the establishment of the oil film. At this time, the current water temperature impact correction coefficient will not affect the size of the current oil film correction factor.

[0092] Through the above method, taking into account the influence of water temperature on the establishment of oil film, the current water temperature correction coefficient based on the engine water temperature is determined, and then the current oil film correction factor can be further determined in combination with the current water temperature correction coefficient, thereby further improving the accuracy of the current oil film correction factor and thus improving the accuracy of the injection quantity correction.

[0093] In another specific embodiment, the oil film impact correction information includes an air pressure correction curve, the current oil film impact correction coefficient includes a current air pressure correction coefficient, and the current oil film impact correction coefficient is determined based on the oil film impact correction information and the current operating parameters, including: determining the current air pressure in the current operating parameters; querying the current air pressure correction coefficient corresponding to the current air pressure in the air pressure correction curve; wherein the air pressure correction curve is used to characterize the correspondence between each air pressure and each air pressure correction coefficient.

[0094] Considering that the air pressure of the engine can affect the establishment of the oil film. Therefore, the air pressure can be used as a parameter affecting the oil film correction factor, and the air pressure influence correction coefficient can be determined according to the air pressure. Among them, the air pressure correction curve can be a pre-calibrated curve for determining the air pressure influence correction coefficient according to the air pressure. For example, see Table 3, which shows a partial correspondence in an air pressure correction curve.

[0095] Table 3 Partial correspondence in a pressure correction curve

[0096]

[0097] Specifically, the corresponding current air pressure correction coefficient can be queried in the air pressure correction curve according to the current air pressure. It should be noted that the current air pressure can be obtained by an air pressure sensor, or can also be determined according to the current altitude of the target engine and the altitude-air pressure mapping relationship.

[0098] For example, if the current air pressure is 650hpa, the current air pressure influence correction coefficient is 1.03. In this embodiment, too low atmospheric pressure will reduce the speed of oil film establishment. Considering the influence of atmospheric pressure on oil film establishment, the current air pressure correction coefficient based on the engine air pressure is determined, and then the current oil film correction factor can be further determined in combination with the current air pressure correction coefficient, which further improves the accuracy of the current oil film correction factor and thus improves the accuracy of fuel injection correction.

[0099] In another specific embodiment, the oil film impact correction information includes a speed-load correction curve, the current oil film impact correction coefficient includes a current speed-load correction coefficient, and the current oil film impact correction coefficient is determined based on the oil film impact correction information and the current operating parameters, including: determining the current speed and the current load in the current operating parameters; querying the current speed-load correction coefficient corresponding to the current speed and the current load in the speed-load correction curve; wherein the speed-load correction curve is used to characterize the correspondence between each speed, each load and each speed-load correction coefficient.

[0100] Considering that the engine speed and load can be used to determine the fuel distribution ratio, that is, the engine speed and load affect the fuel distribution ratio, and the fuel distribution ratio determines the injection amount of the first injection system, affecting the degree to which the oil film is not established in time. Therefore, the engine speed and load can be used as parameters affecting the oil film correction factor, and the speed load correction factor is determined according to the speed and load. Among them, the speed load correction curve can be a pre-calibrated curve for determining the speed load correction factor according to the speed and load. For example, see Table 4, which shows a partial correspondence in a speed load correction curve.

[0101] Table 4 Partial correspondence in a speed load correction curve

[0102]

[0103]

[0104] Specifically, the corresponding current speed load correction coefficient can be queried in the speed load correction curve according to the current speed and current load. In the above manner, the current oil film correction factor can be further determined in combination with the speed and load, further improving the accuracy of the current oil film correction factor, thereby improving the accuracy of the injection amount correction.

[0105] S250: Determine a current oil film correction factor based on a current oil film basic correction coefficient and a current oil film influence correction coefficient.

[0106] Specifically, after determining the current oil film basic correction coefficient and at least one of the current water temperature correction coefficient, the current air pressure correction coefficient and the current speed load correction coefficient, the current oil film correction factor can be determined according to the obtained coefficients.

[0107] Exemplarily, the product of the current oil film basic correction coefficient and the current oil film influence correction coefficient can be used as the current oil film correction factor; wherein the current oil film basic correction coefficient is 0 to 1, and the current oil film influence correction coefficient is a value greater than or equal to 1.

[0108] For example, if the current oil film influence correction coefficient includes the current water temperature correction coefficient, the current air pressure correction coefficient and the current speed load correction coefficient, then the current oil film correction factor can be the product of the current oil film basic correction coefficient, the current water temperature correction coefficient, the current air pressure correction coefficient and the current speed load correction coefficient.

[0109] S260: Based on the current oil film correction factor and the initial fuel injection amount, determine the target fuel injection amount of the first injection system, and control the first injection system to inject fuel corresponding to the target fuel injection amount.

[0110] For example, Figure 3 This is a flow chart of engine fuel injection control provided by an embodiment of the present application. Figure 3 First, determine whether the PFI system is switched to the working state. If not, no fuel injection amount correction is required. If yes, determine that the current intake port injection number i is 0, and calculate the steady-state initial total fuel injection amount Q. Then the current intake port injection number i=i+1, and calculate the current fuel distribution ratio s. According to the current fuel distribution ratio s, the initial fuel injection amount Q1 of the PFI system and the initial fuel injection amount Q2 of the GDI system are obtained, and the current oil film basic correction coefficient fm is queried in the oil film basic correction curve according to i and s.

[0111] Furthermore, the current water temperature correction coefficient ft is queried in the water temperature correction curve according to the current water temperature, the current air pressure correction coefficient fa is queried in the air pressure correction curve according to the current air pressure, and the current speed load correction coefficient fl is queried in the speed load correction curve according to the current speed and current load.

[0112] Furthermore, fm, ft, fa, and fl are multiplied to obtain the final current oil film correction factor fk. The current oil film correction factor fk is multiplied by the initial fuel injection amount Q1 of the PFI system to obtain the fuel injection correction amount, and the fuel injection correction amount is added to the initial fuel injection amount Q1 of the PFI system to obtain the target fuel injection amount Q1' of the PFI system. Finally, the PFI system and the GDI system are controlled to perform fuel injection according to Q1' and Q2 respectively; and after the injection, the operation of performing the current intake port injection number i=i+1 is returned to correct the next fuel injection of the PFI system.

[0113] The engine fuel injection control method provided in this embodiment determines at least one of the current water temperature correction coefficient, the current air pressure correction coefficient and the current speed load correction coefficient through oil film influence correction information and current operating parameters, and then determines the current oil film correction factor in combination with the current oil film basic correction coefficient, so as to further determine the current oil film correction factor by considering parameters such as water temperature, air pressure, speed or load, thereby improving the accuracy of the current oil film correction factor and thus improving the accuracy of the fuel injection amount correction.

[0114] It should be noted that the method of the embodiment of the present application can be performed by a single device, such as a computer or server. The method of this embodiment can also be applied to a distributed scenario and completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only perform one or more steps in the method of the embodiment of the present application, and the multiple devices will interact with each other to complete the described method.

[0115] It should be noted that the above describes some embodiments of the present application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the above embodiments and still achieve the desired results. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0116] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides an engine fuel injection control device.

[0117] Figure 4 A schematic diagram of the structure of an engine fuel injection control device provided in an embodiment of the present application, see Figure 4 The engine fuel injection control device includes an initial fuel quantity determination module 410, a correction factor determination module 420 and a fuel quantity correction module 430, wherein:

[0118] An initial fuel quantity determination module 410, configured to determine an initial fuel injection quantity of the first injection system when detecting that the first injection system in the target engine switches from a non-operating state to a working state;

[0119] A correction factor determination module 420, configured to obtain current operating parameters of the target engine, and determine a current oil film correction factor of the target engine based on the current operating parameters and pre-calibrated oil film correction mapping information;

[0120] The oil quantity correction module 430 is used to determine the target injection quantity of the first injection system based on the current oil film correction factor and the initial injection quantity, and control the first injection system to inject fuel corresponding to the target injection quantity.

[0121] The engine fuel injection control device provided in the present embodiment determines the initial fuel injection amount of the first injection system when detecting that the first injection system in the target engine switches from a non-working state to a working state, determines the current oil film correction factor according to the current operating parameters of the target engine and pre-calibrated oil film correction mapping information, and then corrects the initial fuel injection amount according to the current oil film correction factor to obtain the target fuel injection amount of the first injection system, controls the first injection system to inject fuel corresponding to the target fuel injection amount, and corrects the initial fuel injection amount based on the engine operating information when the first injection system switches to the working state, thereby achieving additional fuel compensation for the oil film that is not established in time, avoiding the problem of lean air-fuel ratio, thereby avoiding torque mutation and improving driving comfort.

[0122] On the basis of the above implementation, optionally, the oil film correction mapping information includes an oil film basic correction curve, and a correction factor determination module 420 is also used to determine the current fuel distribution ratio and the current number of intake duct injections in the current operating parameters; query the current oil film basic correction coefficient corresponding to the current fuel distribution ratio and the current number of intake duct injections in the oil film basic correction curve; determine the current oil film correction factor based on the current oil film basic correction coefficient; wherein the oil film basic correction curve is used to characterize the correspondence between each fuel distribution ratio, each intake duct injection number and each oil film basic correction coefficient.

[0123] On the basis of the above implementation mode, optionally, the oil film correction mapping information also includes oil film impact correction information, and the correction factor determination module 420 is further used to determine the current oil film impact correction coefficient based on the oil film impact correction information and the current operating parameters, wherein the current oil film impact correction coefficient includes at least one of the current water temperature correction coefficient, the current air pressure correction coefficient and the current speed load correction coefficient; the current oil film correction factor is determined based on the current oil film basic correction coefficient and the current oil film impact correction coefficient.

[0124] On the basis of the above implementation, optionally, the oil film impact correction information includes a water temperature correction curve, the current oil film impact correction coefficient includes a current water temperature correction coefficient, and the correction factor determination module 420 is also used to determine the current water temperature in the current operating parameters; query the current water temperature correction coefficient corresponding to the current water temperature in the water temperature correction curve; wherein, the water temperature correction curve is used to characterize the correspondence between each water temperature and each water temperature correction coefficient.

[0125] Based on the above implementation, optionally, the oil film impact correction information includes an air pressure correction curve, the current oil film impact correction coefficient includes a current air pressure correction coefficient, and the correction factor determination module 420 is also used to determine the current air pressure in the current operating parameters; query the current air pressure correction coefficient corresponding to the current air pressure in the air pressure correction curve; wherein the air pressure correction curve is used to characterize the correspondence between each air pressure and each air pressure correction coefficient.

[0126] On the basis of the above implementation, optionally, the oil film impact correction information includes a speed-load correction curve, the current oil film impact correction coefficient includes a current speed-load correction coefficient, and the correction factor determination module 420 is further used to determine the current speed and the current load in the current operating parameters; query the current speed-load correction coefficient corresponding to the current speed and the current load in the speed-load correction curve; wherein the speed-load correction curve is used to characterize the correspondence between each speed, each load and each speed-load correction coefficient.

[0127] Based on the above implementation, optionally, the oil quantity correction module 430 is also used to determine the injection correction amount based on the current oil film correction factor and the initial injection amount; and determine the target injection amount of the first injection system according to the injection correction amount and the initial injection amount.

[0128] For the convenience of description, the above device is described in terms of functions divided into various modules. Of course, when implementing the present application, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0129] The device of the above embodiment is used to implement the corresponding engine fuel injection control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0130] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the engine fuel injection control method described in any of the above embodiments is implemented.

[0131] Figure 5 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. Figure 5A more specific schematic diagram of the hardware structure of an electronic device provided in this embodiment is shown, and the device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 in the device.

[0132] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0133] The memory 1020 may be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 may store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program codes are stored in the memory 1020 and are called and executed by the processor 1010.

[0134] The input / output interface 1030 is used to connect the input / output module to realize information input and output. The input / output module can be configured in the device as a component (not shown in the figure), or it can be externally connected to the device to provide corresponding functions. The input device may include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device may include a display, a speaker, a vibrator, an indicator light, etc.

[0135] The communication interface 1040 is used to connect a communication module (not shown) to realize communication interaction between the device and other devices. The communication module can realize communication through a wired mode (such as USB, network cable, etc.) or a wireless mode (such as mobile network, WIFI, Bluetooth, etc.).

[0136] The bus 1050 includes a path that transmits information between the various components of the device (eg, the processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040).

[0137] It should be noted that, although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040 and the bus 1050, in the specific implementation process, the device may also include other components necessary for normal operation. In addition, it can be understood by those skilled in the art that the above device may also only include the components necessary for implementing the embodiments of the present specification, and does not necessarily include all the components shown in the figure.

[0138] The electronic device of the above embodiment is used to implement the corresponding engine fuel injection control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0139] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a vehicle, which includes an engine fuel injection control device or electronic device provided in the embodiments of the present application.

[0140] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a non-transitory computer-readable storage medium, wherein the non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the engine fuel injection control method described in any of the above embodiments.

[0141] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0142] The computer instructions stored in the storage medium of the above embodiment are used to enable the computer to execute the engine fuel injection control method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0143] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present application (including the claims) is limited to these examples. In line with the concept of the present application, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of simplicity.

[0144] In addition, to simplify the description and discussion, and in order not to make the embodiments of the present application difficult to understand, the known power supply / ground connection with the integrated circuit (IC) chip and other components may or may not be shown in the provided drawings. In addition, the device can be shown in the form of a block diagram to avoid making the embodiments of the present application difficult to understand, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform to be implemented in the embodiments of the present application (that is, these details should be fully within the scope of understanding of those skilled in the art). In the case of elaborating specific details (e.g., circuits) to describe exemplary embodiments of the present application, it is obvious to those skilled in the art that the embodiments of the present application can be implemented without these specific details or when these specific details are changed. Therefore, these descriptions should be considered to be illustrative rather than restrictive.

[0145] Although the present application has been described in conjunction with specific embodiments of the present application, many replacements, modifications and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may use the embodiments discussed.

[0146] The embodiments of the present application are intended to cover all such substitutions, modifications and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present application should be included in the scope of protection of the present application.

Claims

1. An engine fuel injection control method, characterized in that: include: When detecting that a first injection system in the target engine switches from a non-operating state to an operating state, determining an initial fuel injection amount of the first injection system; Acquiring current operating parameters of the target engine, and determining a current oil film correction factor of the target engine based on the current operating parameters and pre-calibrated oil film correction mapping information; determining a target fuel injection amount of the first injection system based on the current oil film correction factor and the initial fuel injection amount, and controlling the first injection system to inject fuel corresponding to the target fuel injection amount; The oil film correction mapping information includes an oil film basic correction curve, and the current oil film correction factor of the target engine is determined based on the current operating parameters and the pre-calibrated oil film correction mapping information, including: Determining a current fuel distribution ratio and a current intake port injection number in the current operating parameters; querying a current oil film basic correction coefficient corresponding to the current fuel distribution ratio and the current number of intake port injections in the oil film basic correction curve; Determining the current oil film correction factor based on the current oil film basic correction coefficient; Among them, the current oil film correction factor is taken as the current oil film basic correction coefficient, or is determined by other oil film influence correction coefficients combined with the current oil film basic correction coefficient; the oil film basic correction curve is used to characterize the correspondence between each fuel distribution ratio, the number of injections in each intake port and each oil film basic correction coefficient.

2. The method according to claim 1, characterized in that The oil film correction mapping information also includes oil film influence correction information. The current oil film correction factor is determined based on the current oil film basic correction coefficient, including: Determine a current oil film influence correction coefficient based on the oil film influence correction information and the current operating parameters, wherein the current oil film influence correction coefficient includes at least one of a current water temperature correction coefficient, a current air pressure correction coefficient, and a current speed load correction coefficient; The current oil film correction factor is determined based on the current oil film basic correction coefficient and the current oil film influence correction coefficient.

3. The method according to claim 2, characterized in that The oil film influence correction information includes a water temperature correction curve, the current oil film influence correction coefficient includes a current water temperature correction coefficient, and the current oil film influence correction coefficient is determined based on the oil film influence correction information and the current operating parameters, including: Determine the current water temperature in the current operating parameters; Querying a current water temperature correction coefficient corresponding to the current water temperature in the water temperature correction curve; The water temperature correction curve is used to characterize the corresponding relationship between various water temperatures and various water temperature correction coefficients.

4. The method according to claim 2, characterized in that: The oil film influence correction information includes an air pressure correction curve, the current oil film influence correction coefficient includes a current air pressure correction coefficient, and determining the current oil film influence correction coefficient based on the oil film influence correction information and the current operating parameters includes: Determining a current air pressure in the current operating parameters; querying a current air pressure correction coefficient corresponding to the current air pressure in the air pressure correction curve; The air pressure correction curve is used to characterize the corresponding relationship between various air pressures and various air pressure correction coefficients.

5. The method according to claim 2, characterized in that: The oil film influence correction information includes a speed load correction curve, the current oil film influence correction coefficient includes a current speed load correction coefficient, and the current oil film influence correction coefficient is determined based on the oil film influence correction information and the current operating parameters, including: Determine the current speed and the current load in the current operating parameters; Inquiring a current speed load correction coefficient corresponding to the current speed and the current load in the speed load correction curve; The speed-load correction curve is used to characterize the corresponding relationship between each speed, each load and each speed-load correction coefficient.

6. The method according to claim 1, characterized in that The determining the target fuel injection amount of the first injection system based on the current oil film correction factor and the initial fuel injection amount includes: Determining a fuel injection correction amount based on the current oil film correction factor and the initial fuel injection amount; A target fuel injection amount of the first injection system is determined according to the fuel injection correction amount and the initial fuel injection amount.

7. An engine fuel injection control device, characterized in that: include: an initial fuel quantity determination module, configured to determine an initial fuel injection quantity of the first injection system when detecting that the first injection system in the target engine switches from a non-operating state to a working state; A correction factor determination module, used for acquiring current operating parameters of the target engine, and determining a current oil film correction factor of the target engine based on the current operating parameters and pre-calibrated oil film correction mapping information; an oil quantity correction module, configured to determine a target oil injection quantity of the first injection system based on the current oil film correction factor and the initial oil injection quantity, and control the first injection system to inject fuel corresponding to the target oil injection quantity; The oil film correction mapping information includes an oil film basic correction curve, and the correction factor determination module is also used to determine the current fuel distribution ratio and the current intake port injection number in the current operating parameters; querying a current oil film basic correction coefficient corresponding to the current fuel distribution ratio and the current number of intake port injections in the oil film basic correction curve; The current oil film correction factor is determined based on the current oil film basic correction coefficient; wherein the current oil film correction factor is taken from the current oil film basic correction coefficient, or is determined by other oil film influence correction coefficients combined with the current oil film basic correction coefficient; the oil film basic correction curve is used to characterize the corresponding relationship between each fuel distribution ratio, the number of injections in each intake port and each oil film basic correction coefficient.

8. A non-transitory computer-readable storage medium storing computer instructions, characterized in that: The computer instructions are used to enable a computer to execute the engine fuel injection control method described in any one of claims 1 to 6.

9. A vehicle, characterized in that: Comprising the engine fuel injection control device as claimed in claim 7.

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