A rail pressure control method, device, vehicle, equipment and storage medium

Abstract

The present application relates to a kind of rail pressure control method, device, vehicle, equipment and storage medium, it includes the following steps: based on rail pressure value demand and the actual working capacity of fuel system executor calculates predicted rail pressure;Based on the injection amount demand and predicted rail pressure, the open loop flow of fuel system executor is calculated;Based on predicted rail pressure and the actual rail pressure measured by rail pressure sensor, the correction flow of fuel system executor is calculated;Based on the open loop flow of fuel system executor and the correction flow of fuel system executor, the total flow of fuel system executor is controlled.Due to the open loop flow of fuel system executor and correction flow are calculated based on predicted rail pressure, the actual oil supply capacity of executor is considered when calculating open loop flow and correction flow, and not calculated and accumulated according to rail pressure setting value such pure ideal condition, therefore, not in the stage of redundant accumulation when fuel system executor capacity is limited.

Description

Technical Field

[0001] This invention relates to the field of high-pressure common rail fuel systems for vehicles, and particularly to a rail pressure control method, device, vehicle, equipment, and storage medium. Background Technology

[0002] The structure of a vehicle's high-pressure common rail fuel system is generally as follows: one end of the fuel rail is a rail pressure sensor, and the other end is an electronically controlled pressure regulating valve (which drains fuel from the fuel rail to the low-pressure fuel line). The high-pressure fuel line on the fuel rail is connected to the injector for fuel injection, and fuel is introduced into the fuel rail through the fuel metering valve (the fuel metering valve includes inlet-controlled and outlet-controlled types, which are installed in the unit pump or the pump and nozzle are integrated).

[0003] In related technologies, see Figure 1 As shown, in the closed-loop control of fuel rail pressure, the current technical solution is to determine the required rail pressure and required fuel quantity based on the engine operating conditions, and then calculate the feedforward flow for control based on the required fuel quantity, system static leakage, and dynamic leakage. The deviation between the required rail pressure and the actual rail pressure measured by the rail pressure sensor is calculated, and this rail pressure deviation is used as the object of regulation by the PID (Proportional Integral Derivative) control system to calculate the PID regulating flow. The feedforward flow and the PID regulating flow are combined, and the drive signal is determined based on the characteristics of the fuel system actuators (fuel metering valve and electronic pressure regulating valve) to drive the actuators.

[0004] However, the problem with this rail pressure control scheme is that the rail pressure deviation value, which is the object of adjustment of the PID control system, is directly calculated by subtracting the actual rail pressure from the rail pressure setpoint. Regardless of the actual fuel supply capacity of the fuel system, this calculation method calculates and accumulates the PID adjustment according to a purely ideal situation. At this stage, the PID adjustment is increased unnecessarily, especially the integral term continues to accumulate, which is not conducive to the rail pressure response.

[0005] Therefore, it is necessary to design a new rail pressure control method, device, vehicle, equipment, and storage medium to overcome the above problems. Summary of the Invention

[0006] This invention provides a rail pressure control method, device, vehicle, equipment, and storage medium to solve the problem in related technologies where PID regulation calculations and accumulations based on purely ideal conditions are not conducive to rail pressure response.

[0007] Firstly, a rail pressure control method based on predicted rail pressure is provided, which includes the following steps:

[0008] The rail pressure is calculated and predicted based on the rail pressure requirement and the actual working capacity of the fuel system actuators.

[0009] Calculate the open-loop flow rate of the fuel system actuator based on fuel injection quantity demand and predicted rail pressure;

[0010] The corrected flow rate of the fuel system actuator is calculated based on the predicted rail pressure and the actual rail pressure measured by the rail pressure sensor.

[0011] The total flow of the fuel system actuator is controlled based on the open-loop flow rate and the corrected flow rate of the fuel system actuator.

[0012] In some embodiments, the calculation of the open-loop flow rate of the fuel system actuator based on the injection quantity demand and predicted rail pressure includes:

[0013] The feedforward flow of the fuel system actuator is calculated based on the fuel injection quantity demand and the predicted rail pressure.

[0014] The regulating flow rate of the fuel system actuator is calculated based on the difference between the required rail pressure and the predicted rail pressure.

[0015] The open-loop flow rate of the fuel system actuator is calculated based on the feedforward flow rate and the regulating flow rate of the fuel system actuator.

[0016] In some embodiments, the calculation of the feedforward flow of the fuel system actuator based on the injection quantity demand and predicted rail pressure includes:

[0017] The fuel injection quantity and dynamic leakage quantity are obtained based on the fuel injection quantity requirement;

[0018] Calculate the static leakage rate based on the predicted rail pressure;

[0019] The feedforward flow rate is obtained based on the injection quantity, dynamic leakage quantity, and static leakage quantity.

[0020] In some embodiments, the fuel system actuator includes a fuel metering valve and an electronically controlled pressure regulating valve; the step of calculating the regulating flow of the fuel system actuator based on the difference between the required rail pressure and the predicted rail pressure includes:

[0021] Calculate the difference between the required rail load and the predicted rail load;

[0022] Based on the actual working capacity of the oil pump and the electronic pressure regulating valve, the calculated difference is divided into the flow rate regulated by the fuel metering valve and the flow rate regulated by the electronic pressure regulating valve.

[0023] In some embodiments, the step of calculating the corrected flow rate of the fuel system actuator based on the predicted rail pressure and the actual rail pressure measured by the rail pressure sensor includes: using the difference between the predicted rail pressure and the actual rail pressure measured by the rail pressure sensor as the object of closed-loop regulation of the PID control system to obtain the corrected flow rate of the fuel system actuator.

[0024] Secondly, a rail pressure control device based on predicted rail pressure is provided, comprising: a prediction module for calculating the predicted rail pressure based on the rail pressure demand and the actual working capacity of the fuel system actuator; an open-loop flow calculation module for calculating the open-loop flow of the fuel system actuator based on the fuel injection quantity demand and the predicted rail pressure; a closed-loop control module for calculating the corrected flow of the fuel system actuator based on the predicted rail pressure and the actual rail pressure measured by the rail pressure sensor; and a controller for sending a drive signal to the fuel system actuator based on the open-loop flow and the corrected flow of the fuel system actuator.

[0025] Thirdly, a vehicle is provided, which includes a fuel system comprising: a fuel rail, one end of which is provided with a rail pressure sensor, the fuel rail being connected to a fuel system actuator; and the aforementioned rail pressure control device, the rail pressure control device being signal-connected to the fuel system actuator.

[0026] Fourthly, a computing device for rail pressure control is provided, the computing device including a processor and a memory, wherein: the memory stores computer instructions; the processor executes the computer instructions to implement the above-described method.

[0027] Fifthly, a computer-readable storage medium is provided, the computer-readable storage medium storing computer instructions, which, when executed by a computing device, cause the computing device to perform the method described above.

[0028] The beneficial effects of the technical solution provided by this invention include:

[0029] This invention provides a rail pressure control method, device, vehicle, equipment, and storage medium. Since the predicted rail pressure is calculated based on the rail pressure demand and the actual working capacity of the fuel system actuator, the open-loop flow rate and corrected flow rate of the fuel system actuator are both calculated based on the predicted rail pressure. The calculation of the open-loop flow rate and corrected flow rate takes into account the actual fuel supply capacity of the actuator, rather than being calculated and accumulated according to the purely ideal situation of the rail pressure setpoint. Therefore, there will be no redundant accumulation during the stage when the fuel system actuator capacity is limited. Attached Figure Description

[0030] 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.

[0031] Figure 1This is a schematic diagram of a rail pressure control scheme in related technologies;

[0032] Figure 2 A flowchart of a rail pressure control method based on predicted rail pressure provided in an embodiment of the present invention;

[0033] Figure 3 This is a schematic diagram of a rail pressure control scheme based on predicted rail pressure provided in an embodiment of the present invention;

[0034] Figure 4 A schematic diagram of the rail pressure prediction method provided in an embodiment of the present invention;

[0035] Figure 5 This is a schematic diagram illustrating the total flow calculation method for the fuel metering valve and the electronically controlled pressure regulating valve provided in an embodiment of the present invention. Detailed Implementation

[0036] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0037] In related technologies, the deviation between the demand rail pressure and the actual rail pressure measured by the rail pressure sensor is calculated, and this rail pressure deviation is used as the object of PID control to calculate the PID regulation flow. The problem with this rail pressure control scheme is that the rail pressure deviation value, as the object of PID regulation, is directly calculated by subtracting the actual rail pressure from the rail pressure setpoint. This calculation method does not consider the actual fuel supply capacity of the fuel pump; that is, regardless of the actual fuel supply and response capability of the fuel system, the PID regulation calculation and accumulation are performed under purely ideal conditions. To illustrate with a simple example, when the rail pressure demand suddenly increases, the demand value changes instantaneously. However, the actual rail pressure, affected by the fuel pump's fuel supply capacity, cannot perfectly match the change in demand value. This difference is determined by the physical properties of the mechanical structure and cannot be eliminated by control. At this stage, the unnecessary increase in PID regulation, especially the continuous accumulation of the integral term, will not make the actual rail pressure response faster and better aligned; it may also prolong the recovery time of the integral term in subsequent control, which is detrimental to the rail pressure response.

[0038] This invention provides a rail pressure control method, device, vehicle, equipment, and storage medium, which can solve the problem in related technologies where PID regulation calculation and accumulation based on purely ideal conditions is not conducive to rail pressure response.

[0039] See Figure 2As shown, an embodiment of the present invention provides a rail pressure control method based on predicted rail pressure, which may include the following steps:

[0040] S1: Calculate the predicted rail pressure based on the rail pressure requirement and the actual working capacity of the fuel system actuators. The required rail pressure and fuel injection quantity can be determined according to the engine operating conditions. Furthermore, the actual working capacity of the fuel system actuators is considered when calculating the predicted rail pressure. Fuel system actuators may include fuel metering valves and electronically controlled pressure regulating valves.

[0041] S2: Calculate the open-loop flow rate of the fuel system actuator based on the fuel injection quantity demand and predicted rail pressure.

[0042] S3: The corrected flow rate of the fuel system actuator is calculated based on the predicted rail pressure and the actual rail pressure measured by the rail pressure sensor.

[0043] S4: Control the total flow of the fuel system actuator based on the open-loop flow and the corrected flow of the fuel system actuator.

[0044] In this embodiment of the invention, since the predicted rail pressure is calculated based on the rail pressure demand and the actual working capacity of the fuel system actuator, the open-loop flow rate and the corrected flow rate of the fuel system actuator are both calculated based on the predicted rail pressure. The actual fuel supply capacity of the actuator is taken into account when calculating the open-loop flow rate and the corrected flow rate. It is not calculated and accumulated according to the purely ideal situation of the rail pressure set value. Therefore, there will be no redundant accumulation during the stage when the fuel system actuator capacity is limited.

[0045] See Figure 4 As shown, in some embodiments, the calculation of predicted rail pressure based on rail pressure demand and the actual working capacity of the fuel system actuators includes: calculating predicted rail pressure based on rail pressure demand and the actual working capacity of the fuel system actuators. In this embodiment, the predicted rail pressure is calculated based on a physical model (i.e., a prediction module) of the fuel system's operating process. An example illustrating the calculation method of predicted rail pressure is given: when there is a significant demand for increased rail pressure, but a comprehensive assessment determines that the components cannot meet this significant demand within one operating cycle, then the rail pressure needs to be calculated based on the actual capacity. When determining the predicted rail pressure, the actual working capacity of the fuel pump and the electronically controlled pressure regulating valve is considered for allocation, and the rail pressure is predicted based on this actual executable inlet / outlet fuel volume. The fuel metering valve is a flow control component within the fuel pump.

[0046] For example, suppose the current rail pressure is P0, and the new rail pressure requirement is Pa. The change from P0 to Pa corresponds to an actuator flow rate Qa. However, after analysis, the system can only achieve an actuator flow rate of Qb. That is, after executing the command at flow rate Qb, the hydraulic system will reach the rail pressure Pb. Based on this, rail pressure is estimated and iteratively calculated.

[0047] In some alternative embodiments, the calculation of the open-loop flow rate of the fuel system actuator based on the injection quantity demand and predicted rail pressure may include:

[0048] S21: Calculate the feedforward flow of the fuel system actuator based on the fuel injection quantity demand and predicted rail pressure. In related technologies, the meaning of feedforward flow in traditional rail pressure control methods is the same as that of feedforward flow, but the calculation method is different. This embodiment uses predicted rail pressure to calculate the feedforward flow, taking into account the process of feedforward flow changing with rail pressure.

[0049] S22: Calculate the regulating flow of the fuel system actuator based on the difference between the required rail pressure and the predicted rail pressure.

[0050] S23: Calculate the open-loop flow rate of the fuel system actuator based on the feedforward flow rate and the regulating flow rate of the fuel system actuator. Specifically, for the fuel metering valve, the open-loop flow rate is equal to the sum of the feedforward flow rate and the regulating flow rate; for the electronically controlled pressure regulating valve, the open-loop flow rate is the same as the regulating flow rate.

[0051] Preferably, in the rail pressure prediction process, the step of calculating the feedforward flow of the fuel system actuator based on the injection quantity demand and the predicted rail pressure may include:

[0052] S211: The injection quantity and dynamic leakage quantity are obtained based on the injection quantity requirement.

[0053] S212: Calculate the static leakage rate based on the predicted rail pressure. Steps S211 and S212 can be performed simultaneously or in interchangeable order.

[0054] S213: The feedforward flow rate is obtained based on the injection quantity, dynamic leakage, and static leakage. That is, the feedforward flow rate is composed of the injection quantity, static leakage, and dynamic leakage; the injection quantity plus the static and dynamic leakage equals the feedforward flow rate. In the calculation of static leakage, the process of static leakage changing with rail pressure is considered; the leakage is not simply calculated based on the target rail pressure, but rather based on the predicted rail pressure. The dynamic leakage can be calculated using a lookup table based on operating conditions, similar to common industry practices. The closed-loop algorithm is generally a PID algorithm, which is also standard industry practice, and therefore will not be elaborated upon.

[0055] See Figure 4As shown, in some embodiments, the fuel system actuator includes a fuel metering valve and an electronically controlled pressure regulating valve. The calculation of the regulating flow rate of the fuel system actuator based on the difference between the required rail pressure and the predicted rail pressure includes: calculating the difference between the required rail pressure and the predicted rail pressure, where the difference represents the portion where the rail pressure has not yet reached the target and the system needs to respond by either injecting or discharging fuel; then, based on the actual working capacity of the fuel pump and the electronically controlled pressure regulating valve, the calculated difference is divided into the regulating flow rate of the fuel metering valve and the regulating flow rate of the electronically controlled pressure regulating valve. That is, the actual working capacity of the fuel pump and the electronically controlled pressure regulating valve is considered when allocating the regulating flow rate, where the regulating flow rate of the electronically controlled pressure regulating valve is also the open-loop flow rate of the electronically controlled pressure regulating valve. Under pressure boosting demand, increasing the opening of the fuel metering valve or decreasing the opening of the electronically controlled pressure regulating valve may achieve pressure boosting. However, when the electronically controlled pressure regulating valve is not open to begin with, only the fuel metering valve can respond when there is a pressure boosting demand, and vice versa for depressurization.

[0056] See Figure 3 As shown, in some optional embodiments, the step of calculating the corrected flow rate of the fuel system actuator based on the predicted rail pressure and the actual rail pressure measured by the rail pressure sensor may include: using the difference between the predicted rail pressure and the actual rail pressure measured by the rail pressure sensor as the object of closed-loop regulation of the PID control system to obtain the corrected flow rate of the fuel system actuator.

[0057] See Figure 4 As shown, the rail pressure control method provided in this embodiment of the invention is a continuously iterative calculation process. Figure 4 The diagram illustrates a cyclical calculation process. During each rail pressure control cycle, the predicted rail pressure is also calculated cyclically. In other words, the predicted rail pressure calculation is a continuously iterative process. In the first cycle, the predicted rail pressure is calculated based on the required rail pressure value and the actual working capacity of the fuel system actuators. The static leakage rate can then be calculated based on this predicted rail pressure. In the second cycle, another predicted rail pressure is calculated based on the actual working capacity of the fuel system actuators. The predicted rail pressure is recalculated in each cycle.

[0058] Further, see Figure 5As shown, in step S4 above, the fuel system actuator includes a fuel metering valve and an electronically controlled pressure regulating valve. The total flow of the fuel system actuator includes the total flow of the fuel metering valve and the total flow of the electronically controlled pressure regulating valve. The total flow of the fuel metering valve is the sum of the open-loop flow of the fuel metering valve and the correction flow of the fuel metering valve (the I and P terms calculated by the closed-loop control module, integral and proportional regulation). The open-loop flow of the fuel metering valve includes the feedforward flow (the required injection quantity, dynamic leakage, and static leakage) and the regulating flow of the fuel metering valve (mainly for changes in rail pressure demand, calculating the actuator adjustment required to reach the new rail pressure target value). The total flow of the electronically controlled pressure regulating valve is the sum of the open-loop flow of the electronically controlled pressure regulating valve and the correction flow of the electronically controlled pressure regulating valve (the I and P terms calculated by the closed-loop control module). The open-loop flow of the electronically controlled pressure regulating valve is also the regulating flow of the electronically controlled regulating valve.

[0059] In this embodiment, the closed-loop control module calculates the I-term and P-term (integral and proportional) correction flow rates based on the difference between the predicted rail pressure and the actual rail pressure. Compared to traditional closed-loop methods that directly use the deviation between the demand rail pressure and the actual rail pressure, this new adjustment method primarily targets the control differences between individual fuel system components of the same engine model. It avoids redundant accumulation during periods of limited fuel system capacity.

[0060] The rail pressure control method based on predicted rail pressure provided in this invention introduces a rail pressure prediction method and performs closed-loop control of rail pressure based on the predicted rail pressure. (See also...) Figure 3 As shown, based on engine operating conditions, the required fuel injection quantity and rail pressure can be determined. The predicted rail pressure and the open-loop flow rate for fuel system actuator control are calculated using a rail pressure prediction method. The difference between the predicted and actual rail pressure is used as the object of closed-loop regulation to obtain the corrected flow rate. The open-loop flow rate and the corrected flow rate are converted into drive signals that act on the actuator according to its characteristics.

[0061] The rail pressure prediction method is based on a physical model of the fuel system's operating process, and the factors considered in the calculation include:

[0062] 1. The change in rail pressure demand is allocated considering the actual working capacity of the oil pump and the electronically controlled pressure regulating valve, and the rail pressure is predicted based on the actual executable oil inlet / outlet volume.

[0063] 2. The static leakage calculation takes into account the change of static leakage with rail pressure. It does not simply calculate the static leakage based on the target rail pressure, but rather based on the predicted rail pressure.

[0064] This invention also provides a rail pressure control device based on predicted rail pressure, comprising: a prediction module for calculating predicted rail pressure based on rail pressure demand and the actual working capacity of the fuel system actuator; an open-loop flow calculation module for calculating the open-loop flow of the fuel system actuator based on fuel injection quantity demand and predicted rail pressure; a closed-loop control module for calculating the corrected flow of the fuel system actuator based on predicted rail pressure and actual rail pressure measured by a rail pressure sensor; and a controller for sending drive signals to the fuel system actuator based on the open-loop flow and the corrected flow of the fuel system actuator.

[0065] In this embodiment, the predicted rail pressure is calculated based on a physical model (i.e., the prediction module) of the fuel system's operating process. An example illustrating the calculation method is as follows: When there is a significant demand for a boost in rail pressure, but a comprehensive assessment determines that the components cannot meet this demand within one operating cycle, the rail pressure must be calculated based on actual capacity. When determining the predicted rail pressure, the actual operating capacity of the fuel pump and the electronically controlled pressure regulating valve is considered and allocated accordingly. The rail pressure prediction is based on this actual executable inlet / outlet fuel volume. The fuel metering valve is a flow control component within the fuel pump.

[0066] This invention also provides a vehicle including a fuel system comprising: a fuel rail, one end of which is provided with a rail pressure sensor, and the fuel rail being connected to a fuel system actuator; and the aforementioned rail pressure control device, which is signal-connected to the fuel system actuator. The fuel system actuator includes an electronically controlled pressure regulating valve disposed at the other end of the fuel rail, and a fuel metering valve installed on the fuel pump.

[0067] This invention also provides a computing device for rail pressure control, the computing device including a processor and a memory, wherein: the memory stores computer instructions; the processor executes the computer instructions to implement the above-described method.

[0068] This invention also provides a computer-readable storage medium storing computer instructions, which, when executed by a computing device, cause the computing device to perform the method described above.

[0069] The module division in this embodiment is illustrative and represents only one logical functional division. In actual implementation, other division methods are possible. Furthermore, the functional modules in each embodiment of this application can be integrated into a single processor, exist as separate physical entities, or be integrated into a single module. The integrated modules described above can be implemented in hardware or as software functional modules.

[0070] If the integrated module is implemented as a software functional module and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a terminal device (which may be a personal computer, mobile phone, or network device, etc.) or processor to execute all or part of the steps of the methods in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, external hard drives, ROM, RAM, magnetic disks, or optical disks.

[0071] In the above embodiments, implementation can be achieved entirely or partially through software, hardware, firmware, or any combination thereof. When implemented using software, it can be implemented entirely or partially in the form of a computer program product. The computer program product includes one or more computer instructions. When these computer program instructions are loaded and executed on a server or terminal, they generate all or part of the processes or functions described in the embodiments of this application. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic cable, digital subscriber line) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium accessible to the server or terminal, or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, and magnetic tape), an optical medium (e.g., digital video disk (DVD), etc.), or a semiconductor medium (e.g., solid-state drive).

[0072] The above description is merely a specific embodiment of the present invention, enabling those skilled in the art to understand or implement the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A rail pressure control method based on predicted rail pressure, characterized in that, It includes the following steps: The rail pressure is calculated and predicted based on the rail pressure requirement and the actual working capacity of the fuel system actuators. Calculate the open-loop flow rate of the fuel system actuator based on fuel injection quantity demand and predicted rail pressure; The corrected flow rate of the fuel system actuator is calculated based on the predicted rail pressure and the actual rail pressure measured by the rail pressure sensor. The total flow of the fuel system actuator is controlled based on the open-loop flow and the corrected flow of the fuel system actuator. The fuel system actuator includes a fuel metering valve and an electronically controlled pressure regulating valve. The electronically controlled pressure regulating valve is used to drain fuel from the high-pressure common rail to the low-pressure fuel line. The calculation of the open-loop flow rate of the fuel system actuator based on injection quantity demand and predicted rail pressure includes: The feedforward flow rate is obtained based on the injection quantity, dynamic leakage quantity, and static leakage quantity; The regulating flow rate of the fuel system actuator is calculated based on the difference between the required rail pressure and the predicted rail pressure. The open-loop flow rate of the fuel system actuator is calculated based on the feedforward flow rate and the regulating flow rate of the fuel system actuator.

2. The rail pressure control method based on predicted rail pressure as described in claim 1, characterized in that, The process of obtaining the feedforward flow rate based on the injection quantity, dynamic leakage quantity, and static leakage quantity includes: The fuel injection quantity and dynamic leakage quantity are obtained based on the fuel injection quantity requirement; Calculate the static leakage rate based on the predicted rail pressure; The feedforward flow rate is obtained based on the injection quantity, dynamic leakage quantity, and static leakage quantity.

3. The rail pressure control method based on predicted rail pressure as described in claim 1, characterized in that, The calculation of the regulating flow rate of the fuel system actuator based on the difference between the required rail pressure and the predicted rail pressure includes: Calculate the difference between the required rail load value and the predicted rail load; Based on the actual working capacity of the oil pump and the electronic pressure regulating valve, the calculated difference is divided into the flow rate regulated by the fuel metering valve and the flow rate regulated by the electronic pressure regulating valve.

4. The rail pressure control method based on predicted rail pressure as described in claim 1, characterized in that, The calculation of the corrected flow rate of the fuel system actuator based on the predicted rail pressure and the actual rail pressure measured by the rail pressure sensor includes: The difference between the predicted rail pressure and the actual rail pressure measured by the rail pressure sensor is used as the object of closed-loop regulation of the PID control system to obtain the corrected flow rate of the fuel system actuator.

5. A rail pressure control device based on predicted rail pressure, characterized in that, It includes: The prediction module is used to calculate the predicted rail pressure based on the rail pressure requirement and the actual working capacity of the fuel system actuators; The open-loop flow calculation module is used to calculate the open-loop flow of the fuel system actuator based on the fuel injection quantity demand and the predicted rail pressure. The closed-loop control module is used to calculate the corrected flow rate of the fuel system actuator based on the predicted rail pressure and the actual rail pressure measured by the rail pressure sensor. A controller is used to send drive signals to the fuel system actuator based on the open-loop flow and the corrected flow of the fuel system actuator, wherein the fuel system actuator includes a fuel metering valve and an electronically controlled pressure regulating valve, the electronically controlled pressure regulating valve being used to drain fuel from the high-pressure common rail to the low-pressure fuel line; The calculation of the open-loop flow rate of the fuel system actuator based on injection quantity demand and predicted rail pressure includes: The feedforward flow rate is obtained based on the injection quantity, dynamic leakage quantity, and static leakage quantity; The regulating flow rate of the fuel system actuator is calculated based on the difference between the required rail pressure and the predicted rail pressure. The open-loop flow rate of the fuel system actuator is calculated based on the feedforward flow rate and the regulating flow rate of the fuel system actuator.

6. A vehicle, characterized in that, It includes a fuel system, the fuel system comprising: A fuel rail, one end of which is equipped with a rail pressure sensor, and the fuel rail is connected to a fuel system actuator; And the rail pressure control device as described in claim 5, wherein the rail pressure control device is signal-connected to the fuel system actuator.

7. A computing device for rail pressure control, characterized in that, The computing device includes a processor and a memory, wherein: the memory stores computer instructions; and the processor executes the computer instructions to implement the method as described in any one of claims 1-4.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that, when executed by a computing device, cause the computing device to perform the method as described in any one of claims 1-4.

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