A fuel injection control method and device, electronic equipment and storage medium

Abstract

The application discloses a fuel injection control method and device, electronic equipment and storage medium. The fuel injection control method comprises the following steps: after the accelerator pedal is stepped on, determining the engine torque demand according to the current working state of the engine and the stepping amount of the accelerator pedal, and determining the required intake air amount and the required fuel amount of the engine according to the engine torque demand; determining the current throttle opening of the engine according to the required intake air amount, and after the current fuel injection pulse width of the fuel injector is determined according to the required fuel amount, controlling the throttle valve to hit the target position corresponding to the current throttle opening, and controlling the fuel injector to open to the current fuel injection pulse width; acquiring the current fuel injection rail pressure, and determining the fuel injection mass flow of the engine by querying the fuel injection mass flow calculation MAP according to the current fuel injection pulse width and the current fuel injection rail pressure; and inputting the fuel injection mass flow into the engine model to output the current air-fuel ratio. The application realizes real-time adjustment of the fuel injection mass flow.

Description

Technical Field

[0001] This invention relates to the field of fuel injection technology, and more particularly to a fuel injection control method, device, electronic equipment, and storage medium. Background Technology

[0002] As a key input to the engine model, the fuel injection mass flow rate directly affects the engine model's operating state. If the input fuel injection mass flow rate cannot quickly correct the deviation between the actual air-fuel ratio and the target air-fuel ratio under the condition that the ECU (Engine Control Unit) air-fuel ratio closed-loop control function is enabled, the engine model's operating state will not be able to respond to the controller's needs in a timely manner, directly affecting the accuracy and application effect of the virtual calibration system. Whether the deviation between the actual air-fuel ratio and the target air-fuel ratio can be quickly corrected depends mainly on the feedforward control accuracy of the fuel injection mass flow rate input to the model. Therefore, the proper handling of the fuel injection mass flow rate in the vehicle virtual calibration system model is crucial.

[0003] Typically, there are two methods for feedforward calculation of fuel injection mass flow rate in engine models on virtual calibration systems. The first method involves calculating the required fuel injection mass flow rate in real time based on the intake mass flow rate output by the engine model and the target air-fuel ratio defined in the controller for the current operating condition. This fuel injection mass flow rate is then input to the engine model at the next simulation step. Using this method, the actual air-fuel ratio output by the engine model can better follow the target air-fuel ratio requirement, ensuring that the engine model's operating state can accurately and quickly respond to the controller's needs. However, the fuel quantity input by the engine model is not affected by... Direct control by the controller can lead to errors in many logical calculations within the controller if there is a small discrepancy between the actual air-fuel ratio output by the engine model and the controller's target air-fuel ratio. This is because the controller's continuous adjustment of the fuel quantity can cause these errors. Another method for handling the injection mass flow rate input from the model is to calculate the injection mass flow rate by acquiring the injection pulse width of the real injectors on the virtual calibration system. Since the virtual calibration system uses real injectors that are directly driven by the ECU, the injection mass flow rate calculated using this method can be directly controlled by the ECU. However, the air-fuel ratio control effect is often poor. Summary of the Invention

[0004] This invention provides a fuel injection control method, device, electronic device, and storage medium to solve the problem that current vehicle virtual calibration system models cannot properly handle fuel injection mass flow.

[0005] According to one aspect of the present invention, a fuel injection control method is provided, the fuel injection control method comprising:

[0006] After the accelerator pedal is pressed, the engine torque requirement is determined based on the engine's current operating status and the amount of accelerator pedal pressure, and the engine's required intake air volume and required fuel volume are determined based on the engine torque requirement.

[0007] After determining the current throttle opening of the engine based on the required intake air volume and the current injection pulse width of the injector based on the required fuel volume, the throttle is controlled to open to the target position corresponding to the current throttle opening, and the injector is controlled to open to the current injection pulse width.

[0008] Obtain the current injection rail pressure, and calculate the MAP based on the current injection pulse width and the current injection rail pressure to determine the engine's fuel injection mass flow rate;

[0009] Based on the fuel injection mass flow rate input to the engine model, the current air-fuel ratio is output.

[0010] Optionally, before determining the engine's fuel injection mass flow rate, the following steps are also included:

[0011] Obtain engine speed and calibration speed;

[0012] Based on the current injection pulse width and the current injection rail pressure, the fuel injection mass flow rate is queried and the MAP is calculated to determine the engine's fuel injection mass flow rate, including:

[0013] The fuel injection mass flow rate is calculated by querying the current injection pulse width and the current injection rail pressure, and the engine fuel injection mass flow rate is determined by the engine speed and the calibrated speed.

[0014] Optionally, the fuel injection mass flow rate is calculated by querying the fuel injection mass flow rate based on the current injection pulse width and the current injection rail pressure, and the engine fuel injection mass flow rate is determined by the engine speed and the calibration speed, including:

[0015] The MAP is calculated by querying the fuel injection mass flow rate based on the current injection pulse width and the current injection rail pressure, and the initial fuel injection mass of each cylinder of the engine is determined by the engine speed and the calibrated speed.

[0016] The fuel injection mass flow rate of the engine is determined by summing the initial fuel injection mass of each cylinder and performing unit conversion.

[0017] Optionally, the fuel injection control method further includes:

[0018] The ECU air-fuel ratio control function is turned off under all operating conditions of the engine model.

[0019] The actual injection pulse width, actual injection rail pressure, and actual injection mass flow rate of the injector under various operating conditions are collected by the virtual calibration system, and a fuel injection mass flow rate calculation MAP is generated based on the actual injection pulse width, actual injection rail pressure, and actual injection mass flow rate.

[0020] Optionally, the fuel injection control method further includes:

[0021] Based on the air mass flow rate output by the engine model and the target air-fuel ratio in the current operating condition controller, determine the actual fuel injection mass flow rate under the current operating condition of the engine model.

[0022] Optionally, the actual injection rail pressure is obtained by controlling the injection rail pressure through the ECU, and the actual injection rail pressure operates at the calibrated MAP network point;

[0023] The actual injection pulse width is obtained by adjusting the throttle to change the torque requirement, and the actual injection pulse width is fixed on the calibrated MAP network point.

[0024] Optionally, before disabling the ECU air-fuel ratio control function, the following are also included:

[0025] Start the engine and set the engine speed.

[0026] According to another aspect of the present invention, a fuel injection control device is provided, the fuel injection control device comprising:

[0027] The demand data determination module is used to determine the engine torque demand based on the engine's current operating state and the amount of accelerator pedal depressed after the accelerator pedal is depressed, and to determine the engine's required intake air volume and required fuel volume based on the engine torque demand.

[0028] The current data determination module is used to determine the current throttle opening of the engine based on the required intake air volume, and determine the current injection pulse width of the injector based on the required fuel volume, then control the throttle to open to the target position corresponding to the current throttle opening, and control the injector to open to the current injection pulse width.

[0029] The fuel injection mass flow rate determination module is used to obtain the current injection rail pressure, query the fuel injection mass flow rate based on the current injection pulse width and the current injection rail pressure, calculate the MAP, and determine the fuel injection mass flow rate of the engine.

[0030] The current air-fuel ratio determination module is used to execute the current air-fuel ratio by inputting the fuel injection mass flow rate into the engine model.

[0031] According to another aspect of the present invention, an electronic device is provided, the electronic device comprising:

[0032] At least one processor; and

[0033] A memory communicatively connected to the at least one processor; wherein,

[0034] The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the fuel injection control method according to any embodiment of the present invention.

[0035] According to another aspect of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium storing computer instructions for causing a processor to execute and implement the fuel injection control method according to any embodiment of the present invention.

[0036] The technical solution of this invention involves determining the engine torque requirement based on the engine's current operating state and the amount of accelerator pedal depressed after the accelerator pedal is pressed, and then determining the required intake air volume and fuel volume based on the engine torque requirement. The current throttle opening is determined based on the required intake air volume, and the current injection pulse width of the injector is determined based on the required fuel volume. The throttle is then controlled to open to the target position corresponding to the current throttle opening, and the injector is controlled to open to the current injection pulse width. The current injection rail pressure is obtained, and the fuel injection mass flow rate (MAP) is calculated based on the current injection pulse width and current injection rail pressure to determine the engine's fuel injection mass flow rate. Based on the fuel injection mass flow rate, the engine model is input, and the current air-fuel ratio is output. This invention solves the problem that current vehicle virtual calibration systems cannot properly handle the injection mass flow rate, enabling real-time adjustment of the injection mass flow rate and reasonably ensuring that the engine model outputs an air-fuel ratio close to the theoretical air-fuel ratio required by the controller.

[0037] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0038] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0039] Figure 1 This is a flowchart of a fuel injection control method provided according to an embodiment of the present invention;

[0040] Figure 2 This is a diagram illustrating the architecture for determining the fuel injection mass flow rate of an engine, as described in an embodiment of the present invention.

[0041] Figure 3 This is a flowchart of a fuel injection control method provided according to an embodiment of the present invention;

[0042] Figure 4 This is a diagram illustrating the specific calibration process of the fuel injection mass flow rate calculation MAP based on the virtual calibration system according to embodiments of the present invention;

[0043] Figure 5 This is a schematic diagram illustrating the working principle architecture of a virtual calibration system applicable to embodiments of the present invention.

[0044] Figure 6 This is a schematic diagram of the structure of a fuel injection control device according to an embodiment of the present invention;

[0045] Figure 7 This is a schematic diagram of the structure of an electronic device that implements the fuel injection control method of the present invention. Detailed Implementation

[0046] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0047] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0048] Figure 1This invention provides a flowchart of a fuel injection control method. This embodiment is applicable to situations where the fuel injection mass flow rate (MAP) of the engine model can achieve high feedforward accuracy by calculating the MAP using a pre-calibrated fuel injection mass flow rate. This fuel injection control method can be executed by a fuel injection control device, which can be implemented in hardware and / or software. This fuel injection control device can be configured in an electronic device that can be integrated into a vehicle virtual calibration system. Figure 1 As shown, the fuel injection control method includes:

[0049] S110. After the accelerator pedal is pressed, determine the engine torque requirement based on the current operating state of the engine and the amount of accelerator pedal pressure, and determine the required intake air volume and required fuel volume of the engine based on the engine torque requirement.

[0050] Specifically, in an actual vehicle, when the driver presses the accelerator pedal, the ECU receives a corresponding accelerator pedal feedback signal and determines that the accelerator pedal has been pressed based on this signal. The ECU further obtains the current operating status of the engine and the amount of accelerator pedal pressure, and then calculates the current torque demand on the engine based on the current operating status of the engine and the amount of accelerator pedal pressure.

[0051] The current operating state of the engine refers to the current working condition of the engine, which is the working state of the equipment under conditions directly related to its operation. The current operating state of the engine may include, but is not limited to, idling, low load, medium load, high load / full load, and acceleration.

[0052] Intake volume refers to the flow rate of fresh air entering a car engine. It is the intake of oxygen that ensures the engine operates normally. Accurate estimation of cylinder intake volume under transient operating conditions is one of the effective measures to improve the air-fuel ratio control precision of the engine.

[0053] When the accelerator pedal is pressed, it controls the throttle opening. The throttle opening controls the amount of air intake; the deeper the accelerator pedal is pressed, the wider the throttle opens, and the more air is intake. Therefore, the depth of pressing the accelerator pedal controls the amount of air intake, and this intake volume is precisely controlled. It is evident that by controlling the intake volume through accelerator pedal operation, the optimal air-fuel ratio can always be achieved, ensuring complete combustion of gasoline. Simultaneously, the energy generated by combustion can be utilized to the maximum extent to perform work.

[0054] In this embodiment, the engine torque requirement is determined by the current operating state of the engine and the amount of accelerator pedal depressed. The engine torque requirement can be determined by existing calculation methods using the amount of pedal depressed in combination with the current operating state of the engine, or by other methods. This embodiment does not impose any restrictions on this. The required intake air volume and required fuel volume of the engine are determined based on the engine torque requirement. This can be determined by existing calculation methods, or by other methods. This embodiment does not impose any restrictions on this.

[0055] S120. After determining the current throttle opening of the engine based on the required intake air volume and the current injection pulse width of the injector based on the required fuel volume, the throttle is controlled to open to the target position corresponding to the current throttle opening, and the injector is controlled to open to the current injection pulse width.

[0056] To prevent exhaust gas from polluting the environment, the exhaust mixture entering the three-way catalytic converter can only achieve the best catalytic efficiency if it is strictly controlled at the stoichiometric air-fuel ratio. It is almost impossible to control the exhaust gas to the stoichiometric air-fuel ratio during the mixing process of gas and fuel after the throttle is opened. Therefore, a linear oxygen sensor is generally installed in front of the three-way catalytic converter. The linear oxygen sensor can detect the actual air-fuel ratio of the exhaust in real time and feed it back to the ECU. The ECU then adjusts the fuel injection quantity in real time according to the difference between the actual air-fuel ratio and the stoichiometric air-fuel ratio to ensure that the exhaust gas is close to the stoichiometric air-fuel ratio.

[0057] Furthermore, during the vehicle ECU calibration process, many calibration modules of the controller are related to the closed-loop control of the air-fuel ratio. If there is a problem with the closed-loop control of the air-fuel ratio, not only will the actual air-fuel ratio deviate from the theoretical air-fuel ratio, leading to increased emissions, but it will also cause a series of abnormal functions of the ECU. For example, calibration tasks such as oxygen sensor fault diagnosis and catalytic converter fault diagnosis will not be able to be carried out.

[0058] As can be seen, step S110 determines the required intake air volume, from which the required throttle opening of the engine at this time can be deduced, i.e., the current throttle opening of the engine. At the same time, the fuel injection pulse width of the injector can be deduced from the required fuel volume, i.e., the current fuel injection pulse width of the injector. After completing the above calculations, the ECU issues a command to control the throttle to quickly open to the target position corresponding to the current throttle opening, and to control the injector to open to the current fuel injection pulse width. At this time, air and fuel enter the cylinder to form a combustible mixture. After the ECU issues the ignition command, these mixtures are ignited. After the mixture completes its work in the cylinder, it is discharged through the exhaust manifold and the three-way catalytic converter.

[0059] S130. Obtain the current injection rail pressure, and calculate the MAP based on the current injection pulse width and the current injection rail pressure to determine the engine's fuel injection mass flow rate.

[0060] The current fuel injection rail pressure can be obtained, but is not limited to, by detecting a rail pressure sensor, or by other means. This embodiment does not impose any restrictions on this.

[0061] In a real engine, the fuel injection mass flow rate is related not only to the injection pulse width but also to the injection rail pressure. When the injection rail pressure is constant, a larger injection pulse width sent from the ECU to the injector will result in a larger fuel injection mass flow rate supplied to the engine model, and a smaller injection pulse width sent from the ECU to the injector will result in a smaller fuel injection mass flow rate supplied to the engine model. Therefore, using the injection rail pressure and injection pulse width as inputs to calculate the fuel injection mass flow rate can ensure that the fuel quantity of the engine model responds to the controller's needs in a timely manner, and the controller's air-fuel ratio closed-loop control function can work normally just like in a real vehicle.

[0062] like Figure 2 As shown, before determining the engine's fuel injection mass flow rate, the engine speed (unit: rpm / s) and calibration speed are obtained. The MAP (unit: kg / s) of the fuel injection mass flow rate is calculated based on the current injection pulse width (unit: µs) and the current injection rail pressure (unit: bar). The engine speed and the calibration speed are then used to determine the engine's fuel injection mass flow rate. The current injection pulse width can be the sum of the injection pulse widths from multiple injections in each cylinder of the engine; that is, the MAP is calculated by summing the injection pulse widths from multiple injections in each cylinder of the engine and the current injection rail pressure.

[0063] In a virtual calibration system, the engine model is input with fuel injection mass flow rate. If the intake mass flow rate output by the engine model is used as the fuel injection mass flow rate calculated from the target air-fuel ratio under the current operating condition, the actual air-fuel ratio of the engine can be precisely controlled to the target air-fuel ratio. That is, the fuel injection mass flow rate is the fuel injection mass flow rate required by the engine model under this operating condition. If this fuel injection mass flow rate is calculated based on the current injection pulse width and the current injection rail pressure, then the feedforward control of the fuel injection mass flow rate controlled by the current injection pulse width and the current injection rail pressure will have very high accuracy.

[0064] Therefore, this embodiment provides as follows: Figure 2 The fuel injection mass flow rate determination architecture shown can be directly calibrated in the existing virtual calibration system instead of relying on measured data. This calibrated fuel injection mass flow rate calculation MAP can give the engine model fuel with high feedforward accuracy, which saves calibration time and calibration cost.

[0065] For details, please refer to [link / reference]. Figure 2The MAP is calculated by querying the fuel injection mass flow rate based on the current injection pulse width and the current injection rail pressure, and the initial fuel injection mass (unit: kg / s) of each cylinder of the engine is determined by the engine speed and the calibrated speed; the fuel injection mass flow rate (unit: kg / h) of the engine is determined by summing the initial fuel injection masses of each cylinder of the engine and performing unit conversion.

[0066] S140. Based on the fuel injection mass flow rate input to the engine model, output the current air-fuel ratio.

[0067] The current air-fuel ratio is obtained by using the injection rail pressure and injection pulse width as inputs to calculate the fuel injection mass flow rate, ensuring that the fuel quantity of the engine model responds to the controller's needs in a timely manner. At the same time, the current air-fuel ratio is obtained after accurately calibrating the relationship between the injection pulse width, injection rail pressure and fuel injection mass flow rate collected by the virtual calibration system.

[0068] By inputting the fuel injection mass flow rate into the engine model and outputting the current air-fuel ratio, the accuracy of fuel injection feedforward can be improved, allowing the air-fuel ratio of the engine model on the virtual calibration system to be better controlled.

[0069] The technical solution of this invention involves determining the engine torque requirement based on the engine's current operating state and the amount of accelerator pedal depressed after the accelerator pedal is pressed, and then determining the required intake air volume and fuel volume based on the engine torque requirement. The current throttle opening is determined based on the required intake air volume, and the current injection pulse width of the injector is determined based on the required fuel volume. The throttle is then controlled to open to the target position corresponding to the current throttle opening, and the injector is controlled to open to the current injection pulse width. The current injection rail pressure is obtained, and the fuel injection mass flow rate (MAP) is calculated based on the current injection pulse width and current injection rail pressure to determine the engine's fuel injection mass flow rate. Based on the fuel injection mass flow rate, the engine model is input, and the current air-fuel ratio is output. This invention solves the problem that current vehicle virtual calibration systems cannot properly handle the injection mass flow rate, enabling real-time adjustment of the injection mass flow rate and reasonably ensuring that the engine model outputs an air-fuel ratio close to the theoretical air-fuel ratio required by the controller.

[0070] Based on the same inventive concept Figure 3 This is a flowchart of a fuel injection control method provided in an embodiment of the present invention. Based on the above embodiments, this embodiment provides a specific calibration process for calculating the MAP (Mass Attraction Map) based on a virtual calibration system. For example... Figure 3 As shown, the fuel injection control method includes:

[0071] S310. After the accelerator pedal is pressed, determine the engine torque requirement based on the current operating state of the engine and the amount of accelerator pedal pressure, and determine the required intake air volume and required fuel volume of the engine based on the engine torque requirement.

[0072] S320. After determining the current throttle opening of the engine based on the required intake air volume and the current injection pulse width of the injector based on the required fuel volume, the throttle is controlled to open to the target position corresponding to the current throttle opening, and the injector is controlled to open to the current injection pulse width.

[0073] S330. Obtain the current injection rail pressure, engine speed and calibrated speed, and calculate the MAP by querying the fuel injection mass flow rate based on the current injection pulse width and the current injection rail pressure, and determine the initial fuel injection mass of each cylinder of the engine based on the engine speed and the calibrated speed.

[0074] To ensure the engine model receives the fuel injection mass flow rate calculated from the injection pulse width, and that this fuel injection mass flow rate input to the engine model minimizes the difference between the engine model's output air-fuel ratio and the target air-fuel ratio, while maintaining good feedforward control accuracy, improved feedforward accuracy, combined with the ECU's closed-loop air-fuel ratio control, better controls the engine model's output air-fuel ratio, while ensuring the normal operation of the controller's closed-loop control function. The specific calibration process of the fuel injection mass flow rate calculation MAP provided in this application, based on the virtual calibration system, is as follows (see [link]). Figure 4 As shown.

[0075] S410. Start the engine and set the engine speed.

[0076] S420. When the engine model is in various operating conditions, disable the ECU air-fuel ratio control function.

[0077] In the virtual calibration system, the engine model is controlled by the ECU to operate under various conditions, specifically at a certain injection pulse width and injection rail pressure. At this time, the required injection quantity is calculated based on the air mass flow rate output by the engine model and the target air-fuel ratio of the ECU. This injection quantity is then input into the engine model. Simultaneously, the air-fuel ratio control function of the ECU is turned off under this condition to ensure that the injection command issued by the ECU to the injector is no longer adjusted due to the deviation between the actual air-fuel ratio and the target air-fuel ratio. The above operations are performed for each operating condition until the test data can cover the range of engine operating injection rail pressure and injection pulse width.

[0078] S430, the actual injection rail pressure is obtained by controlling the injection rail pressure through the ECU. The actual injection rail pressure operates at the calibrated MAP network point. The torque demand is changed by adjusting the throttle. The actual injection pulse width is fixed at the calibrated MAP network point.

[0079] S440: The actual injection pulse width, actual injection rail pressure, and actual injection mass flow rate of the injector are collected under various operating conditions through a virtual calibration system.

[0080] The vehicle virtual calibration system consists of a standard hardware-in-the-loop system, a real-time vehicle model, and external actual controllers and actuators. After the real-time vehicle model is compiled and downloaded to the real-time machine of the standard hardware-in-the-loop system, the real-time vehicle model establishes a real hard-wired signal connection with the external actual controller through various signal simulation boards on the standard hardware-in-the-loop system. The external actual controller can collect signals emitted by the real-time vehicle model in real time, and the real-time vehicle model can also execute various control commands issued by the external actual controller in real time. The real-time vehicle model and the external actual controller form a closed loop through the standard hardware-in-the-loop system.

[0081] like Figure 5 As shown, in the virtual calibration system, the ECU can collect various sensor signals reflecting the engine's operating status in real time, just like in a real vehicle. It can also drive various actuators just like in a real vehicle. Some sensor signals in the virtual calibration system come from the model's calculation output, such as manifold pressure and boost pressure, while others come from the position feedback of actual actuators, such as the throttle and exhaust valve. The fuel injector is the actuator in the virtual calibration system. It is driven in real time by the injection commands issued by the ECU. In a real vehicle, when the fuel injector receives the injection pulse width command, the fuel from the high-pressure fuel rail is injected into the cylinder as the injector solenoid valve opens. This fuel mixes with the air entering the cylinder to form a combustible mixture and burns. The exhaust gas flows through a linear oxygen sensor, which feeds back the actual air-fuel ratio of the exhaust gas to the ECU. The ECU then adjusts the injection pulse width command based on the actual air-fuel ratio to make the actual air-fuel ratio of the exhaust gas close to the theoretical air-fuel ratio. In the virtual calibration system, the ECU can drive the injectors normally, meaning the injection solenoid valve can open normally according to the injection pulse width command. However, since there is no real high-pressure fuel in the virtual calibration system, the actual injection quantity is calculated by the injection pulse width that reflects the actual injection quantity. When the air-fuel ratio output by the engine model deviates from the theoretical air-fuel ratio, the injection quantity input to the engine model is adjusted in real time to make the air-fuel ratio output by the engine model close to the theoretical air-fuel ratio required by the controller.

[0082] In this embodiment, the actual injection pulse width and actual injection rail pressure of the injector under each operating condition are collected by a virtual calibration system. Then, based on the air mass flow rate output by the engine model and the target air-fuel ratio in the current operating condition controller, the actual injection mass flow rate of the engine model under the current operating condition is determined.

[0083] S450. Determine whether all network point conditions of the calibration MAP have been calibrated. If yes, proceed to step S460; otherwise, proceed to step S430.

[0084] S460: Generate fuel injection mass flow rate and calculate MAP based on actual injection pulse width, actual injection rail pressure and actual injection mass flow rate.

[0085] To ensure that the fuel injection commands issued by the ECU to the injectors no longer need to be adjusted due to the deviation between the actual air-fuel ratio and the target air-fuel ratio, tests are conducted under each operating condition until the test data can cover the range of engine operating rail pressure and fuel injection pulse width. During the process, the actual fuel injection pulse width, actual fuel injection rail pressure, and actual fuel injection mass flow rate of the injectors under each operating condition are collected through a virtual calibration system. Finally, the collected actual fuel injection pulse width, actual fuel injection rail pressure, and actual fuel injection mass flow rate are processed to establish the relationship between fuel injection pulse width, fuel injection rail pressure, and fuel injection mass flow rate, that is, to complete the calculation of MAP based on the fuel injection mass flow rate calibrated by the virtual calibration system.

[0086] S340. Based on the summation of the initial fuel injection mass of each cylinder of the engine and the unit conversion, determine the fuel injection mass flow rate of the engine.

[0087] S350: Based on the fuel injection mass flow rate input to the engine model, output the current air-fuel ratio.

[0088] The technical solution of this invention provides a fuel injection control calibration method and data processing method on a virtual calibration system. At the same time, it can complete the filling of the calibrated fuel injection mass flow rate calculation MAP well without relying on actual measurement data. It not only has high accuracy, but also improves calibration efficiency and saves calibration costs.

[0089] Based on the same inventive concept Figure 6 This is a schematic diagram of a fuel injection control device provided in an embodiment of the present invention. Figure 6 As shown, the fuel injection control device includes:

[0090] The demand data determination module 610 is used to determine the engine torque demand based on the current working state of the engine and the amount of the accelerator pedal being depressed after the accelerator pedal is depressed, and to determine the engine's required intake air volume and required fuel volume based on the engine torque demand.

[0091] The current data determination module 620 is used to determine the current throttle opening of the engine based on the required intake air volume, and determine the current injection pulse width of the injector based on the required fuel volume, then control the throttle to open to the target position corresponding to the current throttle opening, and control the injector to open to the current injection pulse width.

[0092] The fuel injection mass flow rate determination module 630 is used to obtain the current injection rail pressure, query the fuel injection mass flow rate based on the current injection pulse width and the current injection rail pressure, calculate the MAP, and determine the fuel injection mass flow rate of the engine.

[0093] The current air-fuel ratio determination module 640 is used to execute the current air-fuel ratio based on the fuel injection mass flow rate input to the engine model.

[0094] Optionally, the fuel injection control device also includes:

[0095] The speed acquisition module is used to acquire engine speed and calibration speed;

[0096] Based on the current injection pulse width and the current injection rail pressure, the fuel injection mass flow rate is queried and the MAP is calculated to determine the engine's fuel injection mass flow rate, specifically used for:

[0097] The fuel injection mass flow rate is calculated by querying the current injection pulse width and the current injection rail pressure, and the engine fuel injection mass flow rate is determined by the engine speed and the calibrated speed.

[0098] Optionally, the MAP is calculated by querying the fuel injection mass flow rate based on the current injection pulse width and the current injection rail pressure, and the engine fuel injection mass flow rate is determined by the engine speed and the calibration speed, specifically used for:

[0099] The MAP is calculated by querying the fuel injection mass flow rate based on the current injection pulse width and the current injection rail pressure, and the initial fuel injection mass of each cylinder of the engine is determined by the engine speed and the calibrated speed.

[0100] The fuel injection mass flow rate of the engine is determined by summing the initial fuel injection mass of each cylinder and performing unit conversion.

[0101] Optionally, the fuel injection control device also includes:

[0102] The function shutdown module is used to disable the ECU air-fuel ratio control function when the engine model is in various operating conditions.

[0103] The MAP generation module is used to collect the actual injection pulse width, actual injection rail pressure, and actual injection mass flow rate of the injector under various operating conditions through a virtual calibration system, and to generate the fuel injection mass flow rate MAP based on the actual injection pulse width, actual injection rail pressure, and actual injection mass flow rate.

[0104] Optionally, the fuel injection control device also includes:

[0105] The actual fuel injection mass flow rate determination module is used to determine the actual fuel injection mass flow rate under the current operating condition of the engine model, based on the air mass flow rate output by the engine model and the target air-fuel ratio in the current operating condition controller.

[0106] Optionally, the actual injection rail pressure is obtained by controlling the injection rail pressure through the ECU, and the actual injection rail pressure operates at the calibrated MAP network point;

[0107] The actual injection pulse width is obtained by adjusting the throttle to change the torque requirement, and the actual injection pulse width is fixed on the calibrated MAP network point.

[0108] Optionally, the fuel injection control device also includes:

[0109] Other operating modules are used to start the engine and fix the engine speed.

[0110] The fuel injection control device provided in the embodiments of the present invention can execute the fuel injection control method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects for executing the fuel injection control method.

[0111] Based on the same inventive concept Figure 7 A schematic diagram of an electronic device 710 that can be used to implement embodiments of the present invention is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0112] like Figure 7As shown, the electronic device 710 includes at least one processor 711 and a memory, such as a read-only memory (ROM 712) or a random access memory (RAM 713), communicatively connected to the at least one processor 711. The memory stores computer programs executable by the at least one processor. The processor 711 can perform various appropriate actions and processes based on the computer program stored in the ROM 712 or loaded from storage unit 718 into the RAM 713. The RAM 713 can also store various programs and data required for the operation of the electronic device 710. The processor 711, ROM 712, and RAM 713 are interconnected via a bus 714. An I / O (input / output) interface 715 is also connected to the bus 714.

[0113] Multiple components in electronic device 710 are connected to I / O interface 715, including: input unit 716, such as keyboard, mouse, etc.; output unit 717, such as various types of displays, speakers, etc.; storage unit 718, such as disk, optical disk, etc.; and communication unit 719, such as network card, modem, wireless transceiver, etc. Communication unit 719 allows electronic device 710 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0114] Processor 711 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 711 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 711 performs the various methods and processes described above, such as fuel injection control methods.

[0115] In some embodiments, the fuel injection control method may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 718. In some embodiments, part or all of the computer program may be loaded and / or installed on electronic device 710 via ROM 712 and / or communication unit 719. When the computer program is loaded into RAM 713 and executed by processor 711, one or more steps of the fuel injection control method described above may be performed. Alternatively, in other embodiments, processor 711 may be configured to perform the fuel injection control method by any other suitable means (e.g., by means of firmware).

[0116] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0117] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0118] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0119] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0120] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or computing systems that include middleware components (e.g., application servers), or computing systems that include frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0121] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0122] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0123] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A fuel injection control method, characterized in that, include: After the accelerator pedal is pressed, the engine torque requirement is determined based on the engine's current operating status and the amount of accelerator pedal pressure, and the engine's required intake air volume and required fuel volume are determined based on the engine torque requirement. After determining the current throttle opening of the engine based on the required intake air volume and the current injection pulse width of the injector based on the required fuel volume, the throttle is controlled to open to the target position corresponding to the current throttle opening, and the injector is controlled to open to the current injection pulse width. The engine obtains the current injection rail pressure, engine speed, and calibrated speed, and calculates the MAP by querying the fuel injection mass flow rate based on the current injection pulse width and the current injection rail pressure, and determines the engine's fuel injection mass flow rate based on the engine speed and the calibrated speed. Based on the fuel injection mass flow rate input to the engine model, the current air-fuel ratio is output. The current air-fuel ratio is obtained after accurately calibrating the relationship between the injection pulse width, injection rail pressure and fuel injection mass flow rate collected by the virtual calibration system.

2. The fuel injection control method according to claim 1, characterized in that, The process involves calculating the MAP (Mass Injection Flow Rate) based on the current injection pulse width and the current injection rail pressure, and determining the engine's fuel injection mass flow rate based on the engine speed and the calibrated engine speed, including: The MAP is calculated by querying the fuel injection mass flow rate based on the current injection pulse width and the current injection rail pressure, and the initial fuel injection mass of each cylinder of the engine is determined by the engine speed and the calibrated speed. The fuel injection mass flow rate of the engine is determined by summing the initial fuel injection mass of each cylinder and performing unit conversion.

3. The fuel injection control method according to claim 1, characterized in that, The fuel injection control method further includes: The ECU air-fuel ratio control function is turned off under all operating conditions of the engine model. The actual injection pulse width, actual injection rail pressure, and actual injection mass flow rate of the injector under various operating conditions are collected by the virtual calibration system, and a fuel injection mass flow rate calculation MAP is generated based on the actual injection pulse width, actual injection rail pressure, and actual injection mass flow rate.

4. The fuel injection control method according to claim 3, characterized in that, The fuel injection control method further includes: Based on the air mass flow rate output by the engine model and the target air-fuel ratio in the current operating condition controller, determine the actual fuel injection mass flow rate under the current operating condition of the engine model.

5. The fuel injection control method according to claim 3, characterized in that, The actual injection rail pressure is obtained by controlling the injection rail pressure through the ECU, and the actual injection rail pressure operates at the calibrated MAP network point; The actual injection pulse width is obtained by adjusting the throttle to change the torque requirement, and the actual injection pulse width is fixed on the calibrated MAP network point.

6. The fuel injection control method according to claim 3, characterized in that, Before disabling the ECU air-fuel ratio control function, the following are also included: Start the engine and set the engine speed.

7. A fuel injection control device, characterized in that, include: The demand data determination module is used to determine the engine torque demand based on the engine's current operating state and the amount of accelerator pedal depressed after the accelerator pedal is depressed, and to determine the engine's required intake air volume and required fuel volume based on the engine torque demand. The current data determination module is used to determine the current throttle opening of the engine based on the required intake air volume, and determine the current injection pulse width of the injector based on the required fuel volume, then control the throttle to open to the target position corresponding to the current throttle opening, and control the injector to open to the current injection pulse width. The fuel injection mass flow rate determination module is used to acquire the current injection rail pressure, engine speed and calibration speed, query the fuel injection mass flow rate to calculate the MAP based on the current injection pulse width and the current injection rail pressure, and determine the engine's fuel injection mass flow rate based on the engine speed and the calibration speed. The current air-fuel ratio determination module is used to execute the input of the fuel injection mass flow rate into the engine model and output the current air-fuel ratio. The current air-fuel ratio is obtained after accurately calibrating the relationship between the injection pulse width, injection rail pressure and fuel injection mass flow rate collected by the virtual calibration system.

8. An electronic device, characterized in that, The electronic device includes: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor to enable the at least one processor to perform the fuel injection control method according to any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that cause a processor to execute the fuel injection control method according to any one of claims 1-6.

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