Method and device for cylinder-specific fuel correction of an engine and storage medium

Abstract

The application discloses a kind of engine's cylinder fuel correction method, device and storage medium.The method comprises: obtaining the manifold pressure data corresponding to at least one side intake manifold of the engine to be corrected, wherein the engine to be corrected includes multiple cylinders;For each cylinder, determine the cylinder pressure data corresponding to the cylinder according to the manifold pressure data, and determine the fuel correction coefficient corresponding to the cylinder according to the cylinder pressure data;In the case where the total fuel injection amount of the engine to be corrected is unchanged, the target fuel parameter of the cylinder is corrected based on the fuel correction coefficient corresponding to the cylinder.The problem of unstable engine combustion work is solved, and the beneficial effect of improving the stability of engine combustion is achieved.

Description

Technical Field

[0001] This invention relates to the field of engine control technology, and in particular to a method, apparatus and storage medium for cylinder fuel correction in an engine. Background Technology

[0002] With the intake characteristics of each cylinder of the engine being basically the same, the engine's torque output is achieved by mixing air and fuel equivalents and igniting them.

[0003] However, due to design and manufacturing deviations in the engine intake system and cylinders, unavoidable pressure fluctuations in the intake manifold lead to differences in the amount of air charged between each cylinder, which can result in variations in combustion stability. Furthermore, for V-type engines with independent intake and exhaust configurations on both cylinder banks, such as V8 engines, the asymmetrical firing order further amplifies the differences in intake characteristics between cylinders. These differences in intake characteristics mean that within a single working cycle, there are significant variations in the amount of air charged into each cylinder, thus affecting the stability of engine combustion and power output. Summary of the Invention

[0004] This invention provides a method, apparatus, and storage medium for cylinder fuel correction in engines to solve the problem of unstable combustion and power output in engines.

[0005] According to one aspect of the present invention, a cylinder-by-cylinder fuel trimming method for an engine is provided, the method comprising:

[0006] Acquire manifold pressure data corresponding to at least one intake manifold of the engine to be corrected, wherein the engine to be corrected includes multiple cylinders;

[0007] For each cylinder, cylinder pressure data corresponding to the cylinder is determined based on the manifold pressure data, and fuel correction coefficient corresponding to the cylinder is determined based on the cylinder pressure data;

[0008] With the total fuel injection quantity of the engine to be corrected remaining unchanged, the target fuel parameters of the cylinder are corrected based on the fuel correction coefficient corresponding to the cylinder.

[0009] According to another aspect of the present invention, a cylinder fuel trimming device for an engine is provided, the device comprising:

[0010] The data acquisition module is used to acquire manifold pressure data corresponding to at least one side of the intake manifold of the engine to be corrected, wherein the engine to be corrected includes multiple cylinders.

[0011] The correction coefficient determination module is used to determine, for each cylinder, cylinder pressure data corresponding to the cylinder based on the manifold pressure data, and fuel correction coefficient corresponding to the cylinder based on the cylinder pressure data;

[0012] The correction module is used to perform fuel correction on the target fuel parameters of the cylinder based on the fuel correction coefficient corresponding to the cylinder, while keeping the total fuel injection quantity of the engine to be corrected unchanged.

[0013] According to another aspect of the present invention, an electronic device is provided, the electronic device comprising:

[0014] At least one processor; and

[0015] A memory communicatively connected to the at least one processor; wherein,

[0016] 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 cylinder fuel trimming method for an engine according to any embodiment of the present invention.

[0017] 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 cylinder fuel correction method of an engine according to any embodiment of the present invention.

[0018] The technical solution of this invention obtains manifold pressure data corresponding to at least one intake manifold of the engine to be corrected, wherein the engine to be corrected includes multiple cylinders; accurately obtains manifold pressure data of an engine with independent intake and exhaust structures; then, for each cylinder, determines the cylinder pressure data corresponding to the cylinder based on the manifold pressure data, and determines the fuel correction coefficient corresponding to the cylinder based on the cylinder pressure data; the fuel correction coefficient of each cylinder of the engine can be accurately determined; finally, with the total fuel injection quantity of the engine to be corrected remaining unchanged, the target fuel parameters of the cylinder are corrected based on the fuel correction coefficient corresponding to the cylinder, thereby solving the problem of unstable engine combustion and achieving the beneficial effect of improving the stability of engine combustion.

[0019] 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

[0020] 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.

[0021] Figure 1 This is a flowchart of a cylinder fuel correction method for an engine according to Embodiment 1 of the present invention;

[0022] Figure 2a This is a flowchart of a cylinder fuel correction method for an engine according to Embodiment 2 of the present invention;

[0023] Figure 2b This is a flowchart of an actual injection pulse width acquisition method for an optional example of a cylinder fuel correction method for an engine according to Embodiment 2 of the present invention;

[0024] Figure 2c This is a flowchart of an optional example of an engine cylinder fuel correction method according to Embodiment 2 of the present invention: ignition angle cylinder control.

[0025] Figure 3 This is a schematic diagram of the structure of a cylinder fuel correction device for an engine according to Embodiment 3 of the present invention;

[0026] Figure 4 This is a schematic diagram of the structure of an electronic device for implementing the cylinder fuel correction method of an engine according to an embodiment of the present invention. Detailed Implementation

[0027] 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.

[0028] 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.

[0029] Example 1

[0030] Figure 1 This is a flowchart of a cylinder fuel trimming method for an engine, provided in Embodiment 1 of the present invention. This embodiment is applicable to spark-ignition engines with electronic control. The method can be executed by a cylinder fuel trimming device, which can be implemented in hardware and / or software and can be configured in an electronic device. Figure 1 As shown, the method includes:

[0031] S110. Obtain manifold pressure data corresponding to at least one intake manifold of the engine to be corrected, wherein the engine to be corrected includes multiple cylinders.

[0032] The engine to be modified can be a V-type engine with independent intake and exhaust structures for the cylinder banks on both sides.

[0033] Specifically, pressure sensors are installed in the intake manifolds on both sides of the V-type engine to obtain the intake manifold pressure on both sides of the engine to be modified. Optionally, the engine to be modified may include four cylinders.

[0034] S120. For each cylinder, determine the cylinder pressure data corresponding to the cylinder based on the manifold pressure data, and determine the fuel correction coefficient corresponding to the cylinder based on the cylinder pressure data.

[0035] The fuel correction factor can be understood as the fuel correction value.

[0036] Specifically, the cylinder pressure data corresponding to each cylinder is determined based on the manifold pressure data, and the fuel correction factor corresponding to each cylinder is determined based on the cylinder pressure data.

[0037] Optionally, determining the cylinder pressure data corresponding to the cylinder based on the manifold pressure data includes: determining the cylinder pressure data corresponding to the cylinder based on the manifold pressure data and the pressure conversion relationship corresponding to the cylinder, wherein the pressure conversion relationship is used to indicate the functional relationship between the cylinder pressure data and the manifold pressure data.

[0038] Specifically, the cylinder pressure data for each cylinder is determined based on the manifold pressure data and the functional relationship corresponding to the cylinder. For example, taking the intake manifold on one side of a V8 engine as an example, the functional relationship between the cylinder pressure data of each cylinder and the manifold pressure data can be obtained through bench calibration and other methods.

[0039] P1=f1(P bank1 )

[0040] P2=f2(P bank1 )

[0041] P3=f3(P bank1 )

[0042] P4=f4(P bank1 )

[0043] Wherein, P1 is the cylinder pressure data for cylinder one; P2 is the cylinder pressure data for cylinder two; P3 is the cylinder pressure data for cylinder three; P4 is the cylinder pressure data for cylinder four; P bank1 This is the manifold pressure data for one side of the intake manifold.

[0044] For example, the formula for determining the fuel correction factor corresponding to the cylinder based on the cylinder pressure data is as follows:

[0045]

[0046]

[0047]

[0048]

[0049] Where f1 is the fuel correction factor for cylinder 1; f2 is the fuel correction factor for cylinder 2; f3 is the fuel correction factor for cylinder 3; and f4 is the fuel correction factor for cylinder 4.

[0050] Optionally, determining the fuel correction coefficient corresponding to the cylinder based on the cylinder pressure data includes: determining the total pressure data corresponding to the engine to be corrected based on the cylinder pressure data corresponding to each cylinder; and determining the cylinder pressure data corresponding to the cylinder based on the cylinder pressure data and the total pressure data.

[0051] Specifically, the total pressure data for the engine to be corrected is determined by summing the cylinder pressure data for each cylinder. The fuel correction factor for each cylinder is then determined based on the cylinder pressure data and the total pressure data.

[0052] Optionally, the target fuel parameter includes the cylinder injection quantity; the fuel correction of the target fuel parameter of the cylinder based on the fuel correction coefficient corresponding to the cylinder includes: correcting the cylinder injection quantity of the cylinder according to the fuel correction coefficient to obtain the target injection quantity of the cylinder; obtaining the engine rail pressure of the engine to be corrected, and determining the actual injection pulse width corresponding to the cylinder based on the target injection quantity and the engine rail pressure.

[0053] The injection pulse width can be understood as the length of time for the engine's on-board computer to control the injector to inject fuel each time.

[0054] Specifically, the corrected target injection quantity for each cylinder is determined by multiplying the fuel correction factor and the cylinder injection quantity. The engine rail pressure is obtained, and the actual injection pulse width corresponding to the cylinder is determined by looking up a table.

[0055] For example, the total fuel injection quantity, determined based on the fuel injection data of each cylinder and the corresponding fuel correction factor for each cylinder, is expressed by the following formula:

[0056]

[0057] Wherein, Fuel is the total amount of fuel injected by the engine in this cycle; Fuel1 is the fuel injection data for cylinder one; Fuel2 is the fuel injection data for cylinder two; Fuel3 is the fuel injection data for cylinder three; and Fuel4 is the fuel injection data for cylinder four.

[0058] Optionally, an oxygen sensor can be installed at the exhaust tailpipe location to provide feedback on the effects of total fuel injection and total airflow averaging.

[0059] Optionally, determining the actual injection pulse width corresponding to the cylinder based on the target injection quantity and the engine rail pressure includes: determining an injection pulse width influence factor based on the target injection quantity and the engine rail pressure; and determining the actual injection pulse width corresponding to the cylinder based on the target injection quantity and the injection pulse width influence factor.

[0060] Specifically, based on the target injection quantity and the engine rail pressure, the injection pulse width influence factor corresponding to the cylinder is looked up in a pre-established injection pulse width influence factor table. Then, based on the target injection quantity and the injection pulse width influence factor, the actual injection pulse width corresponding to the cylinder is looked up in a pre-established injection pulse width table.

[0061] S130. With the total fuel injection quantity of the engine to be corrected remaining unchanged, the target fuel parameters of the cylinder are corrected based on the fuel correction coefficient corresponding to the cylinder.

[0062] The target fuel parameters include the ignition advance angle.

[0063] In this embodiment of the invention, by calculating the fuel correction coefficient for each cylinder, the total fuel injection quantity of the engine is matched while keeping the total fuel injection quantity constant in this working cycle. For a single intake manifold, the ratio of the total intake quantity to the fuel quantity remains unchanged in a complete working cycle, without affecting the air-fuel ratio and emission performance.

[0064] The technical solution of this invention obtains manifold pressure data corresponding to at least one intake manifold of the engine to be corrected, wherein the engine to be corrected includes multiple cylinders; accurately obtains manifold pressure data of an engine with independent intake and exhaust structures; then, for each cylinder, determines the cylinder pressure data corresponding to the cylinder based on the manifold pressure data, and determines the fuel correction coefficient corresponding to the cylinder based on the cylinder pressure data; the fuel correction coefficient of each cylinder of the engine can be accurately determined; finally, with the total fuel injection quantity of the engine to be corrected remaining unchanged, the target fuel parameters of the cylinder are corrected based on the fuel correction coefficient corresponding to the cylinder, thereby solving the problem of unstable engine combustion and achieving the beneficial effect of improving the stability of engine combustion.

[0065] Example 2

[0066] Figure 2a This is a flowchart of a cylinder-specific fuel correction method for an engine according to Embodiment 2 of the present invention. This embodiment further optimizes how to correct the target fuel parameters of the cylinder based on the fuel correction coefficient corresponding to the cylinder in the above embodiments. Optionally, the target fuel parameters include the ignition advance angle; correspondingly, the step of correcting the target fuel parameters of the cylinder based on the fuel correction coefficient corresponding to the cylinder includes: obtaining the actual intake air volume of the cylinder and the engine speed of the engine to be corrected, and correcting the ignition advance angle of the cylinder based on the fuel correction coefficient, the engine speed, and the actual intake air volume.

[0067] like Figure 2a As shown, the method includes:

[0068] S210. Obtain manifold pressure data corresponding to at least one intake manifold of the engine to be corrected, wherein the engine to be corrected includes multiple cylinders.

[0069] S220. For each cylinder, determine the cylinder pressure data corresponding to the cylinder based on the manifold pressure data, and determine the fuel correction coefficient corresponding to the cylinder based on the cylinder pressure data.

[0070] S230. With the total fuel injection quantity of the engine to be corrected remaining unchanged, the actual intake volume of the cylinder and the engine speed of the engine to be corrected are obtained, and the ignition advance angle of the cylinder is corrected based on the fuel correction coefficient, the engine speed and the actual intake volume.

[0071] The ignition advance angle can be understood as the angle through which the crankshaft rotates from the moment of ignition until the piston reaches top dead center of the compression stroke.

[0072] Specifically, with the total fuel injection quantity of the engine to be corrected remaining unchanged, the ignition advance angle is determined by looking up a table based on the fuel correction coefficient, the engine speed, and the actual intake air volume.

[0073] Optionally, the step of correcting the ignition advance angle of the cylinder based on the fuel correction coefficient, the engine speed, and the actual intake air volume includes: determining the initial ignition advance angle of the cylinder based on the engine speed and the actual intake air volume; correcting the initial ignition advance angle according to the fuel correction coefficient to obtain the ignition angle efficiency of the cylinder; and determining the target ignition advance angle of the cylinder based on the ignition angle efficiency.

[0074] Specifically, because the actual intake air volume and fuel injection data of each cylinder are inconsistent, if no adjustment is made, the power output of each cylinder will be inconsistent, affecting operational stability and hindering smooth torque output. Therefore, ignition angle control considering fuel correction coefficients is added for each cylinder. The corresponding ignition advance angle is looked up in a pre-established ignition advance angle table based on engine speed and actual intake air volume, and this initial ignition advance angle is used. The initial ignition advance angle is then corrected according to the fuel correction coefficient to obtain the ignition angle efficiency of each cylinder. Based on the ignition efficiency of each cylinder, the target ignition advance angle for each cylinder is determined.

[0075] Optionally, determining the target ignition advance angle of the cylinder based on the ignition angle efficiency includes: determining the thrust angle correction amount based on the fuel correction coefficient; and determining the target cylinder ignition advance angle based on the thrust angle correction amount and the initial ignition advance angle.

[0076] The target cylinder ignition advance angle can be understood as the actual ignition advance angle of each cylinder.

[0077] Specifically, the corresponding thrust angle correction amount is looked up in a pre-established thrust angle correction table based on the fuel correction coefficient. The target cylinder ignition advance angle is determined based on the thrust angle correction amount, the initial ignition advance angle, and other thrust angle corrections. These other thrust angle corrections can be pre-set based on experience or determined using existing thrust angle correction methods; this embodiment does not limit them.

[0078] The technical solution of this invention corrects the ignition advance angle of the cylinder by obtaining the actual intake air volume of the cylinder and the engine speed of the engine to be corrected, based on the fuel correction coefficient, the engine speed, and the actual intake air volume. This solves the problem of inconsistent power output from different cylinders due to inconsistencies in intake air volume and fuel injection volume, achieving the beneficial effect of maintaining the same power output even with different intake air volume and fuel injection volume in each cylinder.

[0079] As an optional example of Embodiment 1 of the present invention, the cylinder fuel correction method of this embodiment specifically includes the following steps:

[0080] This embodiment eliminates the characteristic differences between cylinders through cylinder-specific fuel trim. The specific steps are as follows, taking one side of a V8 engine as an example:

[0081] Step 1. Determine the cylinder pressure data corresponding to the cylinder using the manifold pressure data and the pressure conversion relationship corresponding to the cylinder, wherein the pressure conversion relationship is used to indicate the functional relationship between the cylinder pressure data and the manifold pressure data.

[0082] Specifically, the cylinder pressure data for each cylinder is determined based on the manifold pressure data and the functional relationship corresponding to the cylinder. For example, taking the intake manifold on one side of a V8 engine as an example, the functional relationship between the cylinder pressure data of each cylinder and the manifold pressure data can be obtained through bench calibration and other methods.

[0083] P1=f1(P bank1 )

[0084] P2=f2(P bank1 )

[0085] P3=f3(P bank1 )

[0086] P4=f4(P bank1 )

[0087] Wherein, P1 is the cylinder pressure data for cylinder one; P2 is the cylinder pressure data for cylinder two; P3 is the cylinder pressure data for cylinder three; P4 is the cylinder pressure data for cylinder four; P bank1 This is the manifold pressure data for one side of the intake manifold.

[0088] Step 2. Calculation of Cylinder Fuel Correction Factor

[0089] Based on the cylinder pressure data of each cylinder, the fuel correction coefficient corresponding to the cylinder is calculated, and the fuel injected into each cylinder in this working cycle is corrected to comprehensively match the actual intake volume of each cylinder.

[0090] For example, the formula for determining the fuel correction factor corresponding to the cylinder based on the cylinder pressure data is as follows:

[0091]

[0092]

[0093]

[0094]

[0095] Where f1 is the fuel correction factor for cylinder 1; f2 is the fuel correction factor for cylinder 2; f3 is the fuel correction factor for cylinder 3; and f4 is the fuel correction factor for cylinder 4.

[0096] In this embodiment of the invention, by calculating the fuel correction coefficient for each cylinder, the total fuel injection quantity of the current working cycle remains constant, matching the total intake air quantity. For a single intake manifold, the ratio of total intake air quantity to fuel quantity remains unchanged within a complete working cycle (4 cylinders), without affecting the air-fuel ratio or emission performance. Only one oxygen sensor is used, installed in the exhaust tailpipe, and its feedback is affected by the average effect of total fuel injection and total airflow.

[0097] For example, the total fuel injection quantity, determined based on the fuel injection data of each cylinder and the corresponding fuel correction factor for each cylinder, is expressed by the following formula:

[0098]

[0099] Wherein, Fuel is the total amount of fuel injected by the engine in this cycle; Fuel1 is the fuel injection data for cylinder one; Fuel2 is the fuel injection data for cylinder two; Fuel3 is the fuel injection data for cylinder three; and Fuel4 is the fuel injection data for cylinder four.

[0100] Optionally, an oxygen sensor can be installed at the exhaust tailpipe location to provide feedback on the effects of total fuel injection and total airflow averaging.

[0101] The cylinder injection quantity is corrected by a fuel correction factor to the target injection quantity of the cylinder. The engine rail pressure of the engine to be corrected is obtained. Based on the target injection quantity and the engine rail pressure, the actual injection pulse width corresponding to the cylinder is determined. Figure 2bThis is a flowchart of an actual injection pulse width acquisition method, an optional example of an engine cylinder fuel correction method according to Embodiment 2 of the present invention; as follows: Figure 2b As shown, the cylinder injection quantity of the cylinder is corrected according to the fuel correction coefficient to obtain the target injection quantity of the cylinder; based on the target injection quantity and the engine rail pressure, the injection pulse width influence factor corresponding to the cylinder is looked up in a pre-established injection pulse width influence factor table. Then, based on the target injection quantity and the injection pulse width influence factor, the actual injection pulse width corresponding to the cylinder is looked up in a pre-established injection pulse width table.

[0102] Step 3. Ignition Angle and Cylinder Control

[0103] Because the intake air and fuel quantities of each cylinder are inconsistent, if no adjustment is made, the power output of each cylinder of the engine will be inconsistent, which will affect the engine's operating stability and is not conducive to the smooth output of engine torque. Therefore, ignition angle cylinder control technology that takes into account fuel correction coefficient is added.

[0104] The initial ignition advance angle of the cylinder is determined based on the engine speed and the actual intake air volume.

[0105] The initial ignition advance angle is corrected based on the fuel correction coefficient to obtain the cylinder's ignition angle efficiency. The target ignition advance angle of the cylinder is then determined based on this ignition angle efficiency. This allows for achieving the same power output even with varying intake and fuel injection volumes in each cylinder. Figure 2c This is a flowchart illustrating an optional example of an engine cylinder fuel correction method according to Embodiment 2 of the present invention: ignition angle cylinder control. Figure 2c As shown, the thrust angle correction amount is determined based on the fuel correction coefficient; the target cylinder ignition advance angle is determined based on the thrust angle correction amount, other thrust angle correction amounts, and the initial ignition advance angle. The other thrust angle corrections can be pre-set based on experience, or determined using existing thrust angle correction determination methods; this embodiment does not limit them.

[0106] The technical solution of this invention addresses the problem of differences in intake characteristics among different cylinders of an engine by performing cylinder-specific fuel correction, thereby enabling more accurate fuel control, improving the combustion characteristics of each cylinder, solving the problem of poor engine combustion and power stability, and achieving the technical effect of maintaining a stable overall air-fuel ratio and uniform overall torque output in a multi-cylinder engine.

[0107] Example 3

[0108] Figure 3 This is a schematic diagram of a cylinder-specific fuel correction device for an engine provided in Embodiment 3 of the present invention. Figure 3As shown, the device includes: a data acquisition module 310, a correction coefficient determination module 320, and a correction module 330.

[0109] The data acquisition module 310 is used to acquire manifold pressure data corresponding to at least one intake manifold of the engine to be corrected, wherein the engine to be corrected includes multiple cylinders; the correction coefficient determination module 320 is used to determine the cylinder pressure data corresponding to the cylinder based on the manifold pressure data for each cylinder, and to determine the fuel correction coefficient corresponding to the cylinder based on the cylinder pressure data; the correction module 330 is used to perform fuel correction on the target fuel parameters of the cylinder based on the fuel correction coefficient corresponding to the cylinder, while keeping the total fuel injection quantity of the engine to be corrected unchanged.

[0110] The technical solution of this invention involves acquiring manifold pressure data corresponding to at least one intake manifold of the engine to be corrected via a data acquisition module, wherein the engine to be corrected includes multiple cylinders; accurately acquiring manifold pressure data of an engine with independent intake and exhaust structures; then, via a correction coefficient determination module, determining cylinder pressure data corresponding to each cylinder based on the manifold pressure data, and determining a fuel correction coefficient corresponding to the cylinder based on the cylinder pressure data; accurately determining the fuel correction coefficient for each cylinder of the engine; finally, via a correction module, while keeping the total fuel injection quantity of the engine to be corrected unchanged, performing fuel correction on the target fuel parameters of the cylinder based on the fuel correction coefficient corresponding to the cylinder, thus solving the problem of unstable engine combustion and achieving the beneficial effect of improving the stability of engine combustion.

[0111] Optionally, the correction coefficient determination module is used for:

[0112] The cylinder pressure data corresponding to the cylinder is determined based on the manifold pressure data and the pressure conversion relationship corresponding to the cylinder, wherein the pressure conversion relationship is used to indicate the functional relationship between the cylinder pressure data and the manifold pressure data.

[0113] Optionally, the correction coefficient determination module includes:

[0114] The total pressure data determination unit is used to determine the total pressure data corresponding to the engine to be corrected based on the cylinder pressure data corresponding to each cylinder.

[0115] The cylinder pressure data determination unit is used to determine the fuel correction coefficient corresponding to the cylinder based on the cylinder pressure data and the total pressure data.

[0116] Optionally, the target fuel parameters include the cylinder injection quantity; correspondingly, the correction module includes:

[0117] The target fuel injection quantity acquisition unit is used to correct the cylinder fuel injection quantity of the cylinder according to the fuel correction coefficient to obtain the target fuel injection quantity of the cylinder.

[0118] The actual injection pulse width determination unit is used to obtain the engine rail pressure of the engine to be corrected, and determine the actual injection pulse width corresponding to the cylinder based on the target injection quantity and the engine rail pressure.

[0119] Optionally, the actual injection pulse width determination unit includes:

[0120] The pulse width influence factor determination subunit is used to determine the injection pulse width influence factor based on the target injection quantity and the engine rail pressure.

[0121] The actual injection pulse width determination subunit is used to determine the actual injection pulse width corresponding to the cylinder based on the target injection quantity and the injection pulse width influence factor.

[0122] Optionally, the target fuel parameters include the ignition advance angle; correspondingly, the correction module is used to:

[0123] The actual intake air volume of the cylinder and the engine speed of the engine to be corrected are obtained, and the ignition advance angle of the cylinder is corrected based on the fuel correction coefficient, the engine speed and the actual intake air volume.

[0124] Optionally, the correction module includes:

[0125] An initial ignition advance angle determination unit is used to determine the initial ignition advance angle of the cylinder based on the engine speed and the actual intake air volume;

[0126] The ignition angle efficiency acquisition unit is used to correct the initial ignition advance angle according to the fuel correction coefficient to obtain the ignition angle efficiency of the cylinder.

[0127] The target ignition advance angle determination unit is used to determine the target ignition advance angle of the cylinder based on the ignition angle efficiency.

[0128] Optionally, the target ignition advance angle determination unit includes:

[0129] A thrust angle correction determination subunit is used to determine the thrust angle correction based on the fuel correction coefficient.

[0130] The cylinder ignition advance angle determination subunit is used to determine the target cylinder ignition advance angle based on the push angle correction amount and the initial ignition advance angle.

[0131] The cylinder fuel correction device for an engine provided in this embodiment of the invention can execute the cylinder fuel correction method for an engine provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects of executing the method.

[0132] Example 4

[0133] Figure 4 A schematic diagram of an electronic device 10 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.

[0134] like Figure 4 As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 or a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded from storage unit 18 into the RAM 13. The RAM 13 may also store various programs and data required for the operation of the electronic device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0135] Multiple components in electronic device 10 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0136] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 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 11 performs the various methods and processes described above, such as the method of cylinder fuel trimming in an engine.

[0137] In some embodiments, the cylinder fuel trimming of the method engine can be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program can be loaded and / or mounted on electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the cylinder fuel trimming of the method engine described above can be performed. Alternatively, in other embodiments, processor 11 can be configured to perform the cylinder fuel trimming of the method engine by any other suitable means (e.g., by means of firmware).

[0138] 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.

[0139] 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.

[0140] 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.

[0141] 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).

[0142] 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.

[0143] 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.

[0144] 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.

[0145] 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 method for adjusting fuel distribution in a cylinder of an engine, characterized in that, include: Acquire manifold pressure data corresponding to at least one intake manifold of the engine to be corrected, wherein the engine to be corrected includes multiple cylinders; For each cylinder, cylinder pressure data corresponding to the cylinder is determined based on the manifold pressure data, and fuel correction coefficient corresponding to the cylinder is determined based on the cylinder pressure data; With the total fuel injection quantity of the engine to be corrected remaining unchanged, the target fuel parameters of the cylinder are corrected based on the fuel correction coefficient corresponding to the cylinder. The target fuel parameters include the ignition advance angle; the fuel correction of the target fuel parameters of the cylinder based on the fuel correction coefficient corresponding to the cylinder includes: The actual intake volume of the cylinder and the engine speed of the engine to be corrected are obtained, and the initial ignition advance angle of the cylinder is determined based on the engine speed and the actual intake volume. The initial ignition advance angle is corrected according to the fuel correction coefficient to obtain the ignition angle efficiency of the cylinder. The target ignition advance angle of the cylinder is determined based on the ignition angle efficiency.

2. The method according to claim 1, characterized in that, The step of determining the cylinder pressure data corresponding to the cylinder based on the manifold pressure data includes: The cylinder pressure data corresponding to the cylinder is determined based on the manifold pressure data and the pressure conversion relationship corresponding to the cylinder, wherein the pressure conversion relationship is used to indicate the functional relationship between the cylinder pressure data and the manifold pressure data.

3. The method according to claim 1, characterized in that, The step of determining the fuel correction factor corresponding to the cylinder based on the cylinder pressure data includes: The total pressure data corresponding to the engine to be corrected is determined based on the cylinder pressure data corresponding to each cylinder. The fuel correction factor corresponding to the cylinder is determined based on the cylinder pressure data and the total pressure data.

4. The method according to claim 1, characterized in that, The target fuel parameters include the cylinder injection quantity; the fuel correction of the target fuel parameters of the cylinder based on the fuel correction coefficient corresponding to the cylinder includes: The cylinder injection quantity is corrected according to the fuel correction coefficient to obtain the target injection quantity of the cylinder; The engine rail pressure of the engine to be corrected is obtained, and the actual injection pulse width corresponding to the cylinder is determined based on the target injection quantity and the engine rail pressure.

5. The method according to claim 4, characterized in that, The step of determining the actual injection pulse width corresponding to the cylinder based on the target injection quantity and the engine rail pressure includes: The injection pulse width influence factor is determined based on the target injection quantity and the engine rail pressure. The actual injection pulse width corresponding to the cylinder is determined based on the target injection quantity and the injection pulse width influence factor.

6. The method according to claim 1, characterized in that, Determining the target ignition advance angle of the cylinder based on the ignition angle efficiency includes: The thrust angle correction amount is determined based on the fuel correction coefficient; The target cylinder ignition advance angle is determined based on the push angle correction and the initial ignition advance angle.

7. A cylinder-specific fuel trimming device for an engine, characterized in that, include: The data acquisition module is used to acquire manifold pressure data corresponding to at least one side of the intake manifold of the engine to be corrected, wherein the engine to be corrected includes multiple cylinders. The correction coefficient determination module is used to determine, for each cylinder, cylinder pressure data corresponding to the cylinder based on the manifold pressure data, and fuel correction coefficient corresponding to the cylinder based on the cylinder pressure data; The correction module is used to correct the target fuel parameters of the cylinder based on the fuel correction coefficient corresponding to the cylinder, while keeping the total fuel injection quantity of the engine to be corrected unchanged. The target fuel parameters include the ignition advance angle; the correction module is used for: Obtain the actual intake volume of the cylinder and the engine speed of the engine to be corrected; The correction module includes: An initial ignition advance angle determination unit is used to determine the initial ignition advance angle of the cylinder based on the engine speed and the actual intake air volume; The ignition angle efficiency acquisition unit is used to correct the initial ignition advance angle according to the fuel correction coefficient to obtain the ignition angle efficiency of the cylinder. The target ignition advance angle determination unit is used to determine the target ignition advance angle of the cylinder based on the ignition angle efficiency.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that, when executed by a processor, implement the cylinder fuel correction method for the engine according to any one of claims 1-6.

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