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

Abstract

The application discloses an engine fuel injection control method and device, a vehicle and a storage medium. The method comprises the following steps: a control unit acquires a first intake temperature and a first condensate temperature of an engine at a previous time, and acquires a second intake temperature and a second condensate temperature at a current time; a first correction coefficient corresponding to the first intake temperature and the first condensate temperature is determined from a plurality of target correction coefficients included in a correction coefficient corresponding table; an intake temperature difference between the first intake temperature and the second intake temperature is determined, and a condensate temperature difference between the first condensate temperature and the second condensate temperature is determined; in response to the intake temperature difference being greater than a first preset threshold value or the condensate temperature difference being greater than a second preset threshold value, a second correction coefficient of the engine at the current time is determined based on the first correction coefficient, and a fuel injection pulse width of the engine is controlled through the second correction coefficient to obtain a target fuel injection pulse width. The application aims to improve the accuracy of engine fuel injection control.

Description

Technical Field

[0001] This invention relates to the field of vehicles, and more specifically, to an engine fuel injection control method, an engine fuel injection control device, a vehicle, and a computer-readable storage medium. Background Technology

[0002] In modern engine management systems, precise control of fuel injection quantity is crucial for optimizing engine performance, improving fuel efficiency, and reducing emissions. Related technologies include... Figure 1 as well as Figure 2 As shown, most engine control units use an injection pulse width control method based on a two-dimensional correction table. For example... Figure 1 As shown, Figure 1 This indicates that the correction factor for engine fuel injection is determined based on the engine coolant temperature, thereby controlling engine fuel injection. For example... Figure 2 As shown, Figure 2 This means that the correction factor for engine fuel injection is determined based on the engine's intake air temperature, thereby controlling the engine fuel injection.

[0003] The above methods primarily consider the impact of a single temperature factor on the charging efficiency of engine fuel injection to determine the fuel injection correction coefficient. This approach has limitations and cannot accurately obtain the corrected coefficient. Furthermore, when temperatures change rapidly, these methods struggle to accurately capture the dynamic changes in charging efficiency, potentially leading to inaccurate fuel injection correction coefficients under transient conditions, thus hindering precise control of engine fuel injection. Summary of the Invention

[0004] In view of this, the present invention provides an engine fuel injection control method, an engine fuel injection control device, a vehicle, and a computer-readable storage medium, aiming to improve the accuracy of engine fuel injection control.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] In a first aspect, the present invention provides a method for controlling engine fuel injection, the method comprising:

[0007] The engine control unit obtains the engine's first intake air temperature and first condensate temperature at the previous moment, and obtains the second intake air temperature and second condensate temperature at the current moment.

[0008] The control unit determines the first correction coefficient corresponding to the first intake air temperature and the first condensate temperature from several target correction coefficients included in the correction coefficient correspondence table. The first correction coefficient is the correction coefficient of the engine at the previous moment. The target correction coefficient is determined based on the engine's actual air-fuel ratio, actual power output, and actual fuel consumption rate at preset intake air temperature and preset condensate temperature. The first correction coefficient is selected from the target correction coefficients, and the first intake air temperature and the first condensate temperature are matched with the preset intake air temperature and the preset condensate temperature, respectively.

[0009] The control unit determines the intake temperature difference between the first intake temperature and the second intake temperature, and the condensate temperature difference between the first condensate temperature and the second condensate temperature.

[0010] When the intake air temperature difference is greater than a first preset threshold or the condensate temperature difference is greater than a second preset threshold, the control unit determines the engine's second correction coefficient at the current moment based on the first correction coefficient, and controls the engine's fuel injection pulse width through the second correction coefficient to obtain the target fuel injection pulse width.

[0011] In one possible implementation, the control unit determines a first correction coefficient corresponding to the first intake air temperature and the first condensate temperature from a plurality of target correction coefficients included in a correction coefficient correspondence table, including:

[0012] The control unit responds to a preset intake air temperature including a first intake air temperature and a preset condensate temperature including a first condensate temperature, and determines a first correction factor corresponding to the first intake air temperature and the second intake air temperature from a correction factor correspondence table.

[0013] The control unit responds to the preset intake air temperature excluding the first intake air temperature and the preset condensate temperature excluding the first condensate temperature by determining the third intake air temperature closest to the first intake air temperature from the preset intake air temperatures and the third condensate temperature closest to the first condensate temperature from the preset condensate temperatures, and performs interpolation calculation on the third intake air temperature and the third condensate temperature using a linear interpolation method to obtain a first correction coefficient.

[0014] In one possible implementation, after the control unit determines the intake temperature difference between the first intake temperature and the second intake temperature, and the condensate temperature difference between the first condensate temperature and the second condensate temperature, it further includes:

[0015] In response to the intake air temperature difference being less than or equal to a first preset threshold or the condensate temperature difference being less than or equal to a second preset threshold, the control unit determines the first correction coefficient as the engine's second correction coefficient at the current moment, and controls the engine's fuel injection pulse width through the second correction coefficient to obtain the target fuel injection pulse width.

[0016] In one possible implementation, the engine's injection pulse width is controlled by a second correction coefficient to obtain the target injection pulse width, including:

[0017] Obtain the engine's basic fuel injection pulse width;

[0018] The product of the base injection pulse width and the second correction factor is determined as the target injection pulse width.

[0019] In one possible implementation, the engine's injection pulse width is controlled by a second correction coefficient to obtain the target injection pulse width, including:

[0020] Obtain the engine's basic fuel injection pulse width;

[0021] The product of the base injection pulse width and the second correction factor is determined as the target injection pulse width.

[0022] In one possible implementation, the actual air-fuel ratio, actual power output, and actual fuel consumption rate of the engine are determined based on preset intake air temperature and preset condensate temperature, including:

[0023] For each preset intake air temperature and each preset condensate temperature, obtain the corresponding initial correction coefficient;

[0024] Under each initial correction factor, the product of the engine's air-fuel ratio deviation, power output efficiency, and fuel efficiency is determined as the scoring function corresponding to the initial correction factor; where the air-fuel ratio deviation is the absolute value of the difference between the actual air-fuel ratio and the ideal air-fuel ratio; the power output efficiency is the ratio of the actual power output to the maximum power output; and the fuel efficiency is the ratio of the minimum fuel consumption rate to the actual fuel consumption rate.

[0025] The initial correction coefficient with the highest value of the scoring function is determined as the target correction coefficient;

[0026] Based on each preset intake air temperature, each preset condensate temperature, and the corresponding target correction coefficient, a correction coefficient correspondence table is obtained.

[0027] In one possible implementation, in response to an intake air temperature difference exceeding a first preset threshold or a condensate temperature difference exceeding a second preset threshold, the control unit determines a second correction factor for the engine at the current moment based on a first correction factor, including:

[0028] In response to the intake air temperature difference being greater than a first preset threshold or the condensate temperature difference being greater than a second preset threshold, the control unit determines the product of a first correction coefficient and a preset index, and sets the product as the second correction coefficient.

[0029] In one possible implementation, the preset intake air temperature is greater than or equal to -40°C and less than or equal to 60°C; the preset condensate temperature is greater than or equal to -30°C and less than or equal to 120°C; and the target correction factor is greater than or equal to 0.8 and less than or equal to 1.2.

[0030] Secondly, the present invention provides an engine fuel injection control device, comprising an acquisition module, a determination module, and a control module, wherein...

[0031] The acquisition module, electrically connected to the determination module, is used to acquire the engine's first intake air temperature and first condensate temperature at the previous moment, and to acquire the second intake air temperature and second condensate temperature at the current moment, and to send the first intake air temperature, first condensate temperature, second intake air temperature and second condensate temperature to the determination module.

[0032] The determining module is electrically connected to the acquiring module and the control module respectively, and is used to determine the first correction coefficient corresponding to the first intake air temperature and the first condensate temperature from several target correction coefficients included in the correction coefficient correspondence table. The first correction coefficient is the correction coefficient of the engine at the previous moment. The target correction coefficient is determined based on the engine's actual air-fuel ratio, actual power output and actual fuel consumption rate at the preset intake air temperature and preset condensate temperature. The first correction coefficient is selected from the target correction coefficients, and the first intake air temperature and the first condensate temperature are matched with the preset intake air temperature and the preset condensate temperature respectively.

[0033] The determining module is also used to determine the intake temperature difference between the first intake temperature and the second intake temperature, and to determine the condensate temperature difference between the first condensate temperature and the second condensate temperature, and to send the intake temperature difference and the condensate temperature difference to the control module.

[0034] The determination module is also used to determine the engine's second correction factor at the current moment based on the first correction factor in response to the intake air temperature difference being greater than a first preset threshold or the condensate temperature difference being greater than a second preset threshold.

[0035] The control module, electrically connected to the determination module, is used to control the fuel injection pulse width of the engine through a second correction coefficient to obtain the target fuel injection pulse width.

[0036] The engine fuel injection control device provided by the present invention aims to control the engine fuel injection by acquiring the second intake air temperature and the second condensate temperature in real time, and further determining the second correction coefficient at the current moment when it is confirmed that the engine operating state has changed significantly based on the intake air temperature difference and the condensate temperature difference, so as to enable the engine to better adapt to different operating states, thereby achieving higher efficiency and more precise fuel injection control.

[0037] Thirdly, the present invention provides a vehicle comprising:

[0038] An engine, comprising a control unit, the control unit comprising a processor and a memory, the memory for storing computer program code, the computer program code comprising computer instructions, wherein when the processor executes the computer instructions, the engine fuel injection control device executes an engine fuel injection control method as described in the first aspect and any possible implementation thereof.

[0039] The vehicle provided by this invention aims to control the engine's fuel injection by acquiring the second intake air temperature and the second condensate temperature in real time, and further determining the second correction coefficient at the current moment when it is confirmed that the engine's operating state has changed significantly based on the intake air temperature difference and the condensate temperature difference, so as to enable the engine to better adapt to different operating states, thereby achieving higher efficiency and more precise fuel injection control.

[0040] Fourthly, the present invention provides a computer-readable storage medium comprising: computer instructions that, when executed on an engine fuel injection control device, cause the engine fuel injection control device to perform an engine fuel injection control method as described in the first aspect and any possible implementation thereof.

[0041] The computer-readable storage medium provided by the present invention aims to control the fuel injection of the engine by acquiring the second intake air temperature and the second condensate temperature in real time, and further determining the second correction coefficient at the current moment when it is confirmed that the engine operating state has changed significantly based on the intake air temperature difference and the condensate temperature difference, so as to enable the engine to better adapt to different operating states, thereby achieving higher efficiency and more precise fuel injection control.

[0042] Compared with existing technologies, the engine fuel injection control method provided by this invention achieves at least the following beneficial effects: The engine control unit acquires the engine's first intake air temperature and first condensate temperature at the previous moment, and acquires the second intake air temperature and second condensate temperature at the current moment. Since the intake air temperature and condensate temperature reflect the engine's operating state and thus affect the engine's fuel injection charging efficiency, a target correction coefficient can be determined based on the engine's actual air-fuel ratio, actual power output, and actual fuel consumption rate at preset intake air temperature and preset condensate temperature, thereby obtaining a correction coefficient correspondence table. This method ensures that the engine, under different operating conditions, achieves the optimal correction coefficient more accurately reflecting the current operating state through the correction coefficient correspondence table. Furthermore, the control unit can determine the engine's first correction coefficient at the previous moment, the intake air temperature difference between the first and second intake air temperatures, and the condensate temperature difference between the first and second condensate temperatures from the correction coefficient correspondence table. Therefore, when the intake air temperature difference exceeds a first preset threshold or the condensate temperature difference exceeds a second preset threshold, a significant change in the engine's operating state can be confirmed. Based on a first correction coefficient, a second correction coefficient is determined for the engine at the current moment. This second correction coefficient is then used to control the engine's injection pulse width to obtain the target injection pulse width. This method, by acquiring the second intake air temperature and the second condensate temperature in real time, and further determining the second correction coefficient at the current moment when a significant change in the engine's operating state is confirmed based on the intake air temperature difference and the condensate temperature difference, allows for better control of the engine's injection. This enables the engine to better adapt to different operating states, thereby achieving higher efficiency and more precise injection control.

[0043] Of course, any product implementing this invention does not necessarily need to achieve all of the above technical effects simultaneously.

[0044] Other features and advantages of the invention will become clear from the following detailed description of exemplary embodiments of the invention with reference to the accompanying drawings. Attached Figure Description

[0045] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments of the invention and, together with their description, serve to explain the principles of the invention.

[0046] Figure 1 This is a schematic diagram of a correction coefficient correspondence table in a related technology provided by an embodiment of the present invention;

[0047] Figure 2 This is a schematic diagram of a correction coefficient correspondence table in another related technology provided in an embodiment of the present invention;

[0048] Figure 3 This is a schematic flowchart of an engine fuel injection control method provided in an embodiment of the present invention;

[0049] Figure 4 This is a schematic diagram of a correction coefficient correspondence table provided in an embodiment of the present invention;

[0050] Figure 5 This is a schematic diagram of a process for obtaining a correction coefficient correspondence table provided in an embodiment of the present invention;

[0051] Figure 6 This is a schematic flowchart of another engine fuel injection control method provided in an embodiment of the present invention;

[0052] Figure 7 This is a schematic diagram of the structure of an engine fuel injection control device provided in an embodiment of the present invention. Detailed Implementation

[0053] Various exemplary embodiments of the present invention will now be described in detail with reference to the accompanying drawings. It should be noted that, unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the invention.

[0054] The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the invention or its application or use.

[0055] Techniques, methods, and equipment known to those skilled in the art may not be discussed in detail, but where appropriate, they should be considered part of the specification.

[0056] In all the examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values.

[0057] It should be noted that similar labels and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be discussed further in subsequent figures.

[0058] Example 1

[0059] Reference Figure 3 , Figure 3 This is a schematic flowchart of an engine fuel injection control method provided in an embodiment of the present invention. The engine fuel injection control method includes the following steps.

[0060] In step S11, the engine control unit obtains the engine's first intake air temperature and first condensate temperature at the previous moment, and obtains the second intake air temperature and second condensate temperature at the current moment.

[0061] The first intake air temperature and the first condensate temperature are used to characterize the engine's intake air temperature and condensate temperature at the previous moment, respectively; the second intake air temperature and the second condensate temperature are used to characterize the engine's intake air temperature and condensate temperature at the current moment.

[0062] For example, the first intake air temperature and the second intake air temperature can be obtained from the detection results of an intake air temperature sensor installed on the engine; the first condensate temperature and the second condensate temperature can be obtained from the detection results of a condensate temperature sensor installed on the engine. Furthermore, the detection results of the aforementioned intake air temperature sensor and condensate temperature sensor can be transmitted to the engine control unit via CAN data transmission, so that the engine control unit can obtain the first intake air temperature and the second intake air temperature, as well as the first condensate temperature and the second condensate temperature.

[0063] For example, the interval between the previous moment and the current moment can be 5ms, 10ms, or 15ms, etc. This embodiment of the invention does not limit this, and will use a 10ms interval as an example for explanation. That is, the intake air temperature sensor and the condensate temperature sensor can send the detection results to the control unit every 10ms. Thus, the control unit can determine the second intake air temperature and the second condensate temperature at the current moment based on the acquired detection results.

[0064] Since intake air temperature and condensate temperature can reflect the current operating state of the engine and affect the charging efficiency during fuel injection, this invention considers both intake air temperature and condensate temperature simultaneously. This allows for a more comprehensive determination of the engine's actual operating state, thereby enabling control of fuel injection under these conditions.

[0065] In step S12, the control unit determines the first correction coefficient corresponding to the first intake air temperature and the first condensate temperature from several target correction coefficients included in the correction coefficient correspondence table.

[0066] The first correction coefficient is the correction coefficient used to adjust the engine's injection pulse width at the previous moment; the target correction coefficient in the correction coefficient table is determined based on the engine's actual air-fuel ratio, actual power output, and actual fuel consumption rate at preset intake air temperature and preset condensate temperature. The first correction coefficient is selected from the target correction coefficient, and the first intake air temperature and the first condensate temperature are matched with the preset intake air temperature and the preset condensate temperature, respectively.

[0067] Furthermore, the engine's actual air-fuel ratio is used to characterize the ratio of air mass to fuel mass in the combustible mixture; actual power output is used to characterize the actual power output of the engine; and actual fuel consumption rate is used to characterize the amount of fuel consumed by the engine per hour.

[0068] It should be understood that the first intake air temperature and the first condensate temperature can indirectly affect the engine's fuel injection and charging efficiency by influencing the engine's actual air-fuel ratio, actual power output, and actual fuel consumption rate, thus causing changes in the engine's fuel injection pulse width. Therefore, a target correction coefficient can be determined based on the engine's actual air-fuel ratio, actual power output, and actual fuel consumption rate to adjust the engine's fuel injection pulse width, thereby achieving control over engine fuel injection.

[0069] For example, the first correction factor correspondence table includes target correction factors corresponding to preset intake air temperature and preset condensate temperature. Therefore, the first correction factors corresponding to the first intake air temperature and the first condensate temperature can be directly determined from the first correction factor correspondence table.

[0070] Optionally, the preset intake air temperature is greater than or equal to -40℃ and less than or equal to 60℃; the preset condensate temperature is greater than or equal to -30℃ and less than or equal to 120℃; and the target correction factor is greater than or equal to 0.8 and less than or equal to 1.2.

[0071] like Figure 4 As shown, Figure 4 This is a schematic diagram of a correction coefficient correspondence table provided in an embodiment of the present invention. The correction coefficient correspondence table may include an 11x16x41 three-dimensional array, where the X-axis may include a preset intake air temperature; the Y-axis may include a preset condensate temperature; and the Z-axis may include a target correction coefficient. Furthermore, the number of preset intake air temperatures can be 11, for example, preset intake air temperatures can include -40℃, -30℃, -20℃, -10℃, 0℃, 10℃, 20℃, 30℃, 40℃, 50℃, and 60℃; the number of preset condensate temperatures can be 16, for example, preset condensate temperatures can include -30℃, -20℃, -10℃, 0℃, 10℃, 20℃, 30℃, 40℃, 50℃, 60℃, 70℃, 80℃, 90℃, 100℃, 110℃, and 120℃; the number of target correction coefficients can be 41, for example, 41 values ​​can be determined at equal intervals between 0.8 and 1.2 with an accuracy of 0.01, as target correction coefficients.

[0072] The above implementation method can determine the engine's first correction coefficient at the previous moment based on the first intake air temperature and the first condensate temperature from the correction coefficient correspondence table, thereby ensuring that the engine can achieve the best correction coefficient that more accurately reflects the current operating state under different operating conditions through the correction coefficient correspondence table, thus improving the accuracy of the first correction coefficient.

[0073] In step S13, the control unit determines the intake temperature difference between the first intake temperature and the second intake temperature, and the condensate temperature difference between the first condensate temperature and the second condensate temperature.

[0074] For example, the absolute value of the difference between the first intake air temperature and the second intake air temperature can be determined as the intake air temperature difference; the absolute value of the difference between the first condensate temperature and the second condensate temperature can be determined as the condensate temperature difference.

[0075] In step S14, in response to the intake air temperature difference being greater than a first preset threshold or the condensate temperature difference being greater than a second preset threshold, the control unit determines the engine's second correction coefficient at the current moment based on the first correction coefficient, and controls the engine's fuel injection pulse width through the second correction coefficient to obtain the target fuel injection pulse width.

[0076] The first preset threshold is used to determine the intake air temperature difference; the second preset threshold is used to determine the condensate temperature difference; and the second correction coefficient is the correction coefficient at the current moment.

[0077] Furthermore, the present invention does not limit the first preset threshold and the second preset threshold. For example, the first preset threshold and the second preset threshold may include, but are not limited to, 1°C, 2°C and 5°C, respectively.

[0078] For example, when the intake air temperature difference is greater than the first preset threshold, or the condensate temperature difference is greater than the second preset threshold, it indicates that the engine's operating state has changed significantly. Therefore, it is necessary to determine the second correction coefficient at the current moment in order to control the engine's fuel injection pulse width and obtain the target fuel injection pulse width.

[0079] For example, the second correction factor is determined based on the first correction factor, thus enabling more real-time and precise adjustment of the fuel injection pulse width to adapt to the current engine operating conditions.

[0080] The above implementation method can determine that the engine's operating state has changed significantly based on the intake air temperature difference and the condensate temperature difference, and apply a first correction coefficient to determine a second correction coefficient, so as to adjust the fuel injection pulse width through the second correction coefficient to obtain the target fuel injection pulse width. This method can ensure that the engine can obtain more precise fuel injection control under different operating conditions.

[0081] The engine fuel injection control method provided by this invention achieves at least the following beneficial effects: The engine control unit acquires the engine's first intake air temperature and first condensate temperature at the previous moment, and acquires the second intake air temperature and second condensate temperature at the current moment. Since the intake air temperature and condensate temperature reflect the engine's operating state and thus affect the engine's fuel injection charging efficiency, a target correction coefficient can be determined based on the engine's actual air-fuel ratio, actual power output, and actual fuel consumption rate at preset intake air temperature and preset condensate temperature, thereby obtaining a correction coefficient correspondence table. This method ensures that the engine, under different operating conditions, achieves the optimal correction coefficient more accurately reflecting the current operating state through the correction coefficient correspondence table. Furthermore, the control unit can determine the engine's first correction coefficient at the previous moment, the intake air temperature difference between the first and second intake air temperatures, and the condensate temperature difference between the first and second condensate temperatures from the correction coefficient correspondence table. Therefore, when the intake air temperature difference exceeds a first preset threshold or the condensate temperature difference exceeds a second preset threshold, a significant change in the engine's operating state can be confirmed. Based on a first correction coefficient, a second correction coefficient is determined for the engine at the current moment. This second correction coefficient is then used to control the engine's injection pulse width to obtain the target injection pulse width. This method, by acquiring the second intake air temperature and the second condensate temperature in real time, and further determining the second correction coefficient at the current moment when a significant change in the engine's operating state is confirmed based on the intake air temperature difference and the condensate temperature difference, allows for better control of the engine's injection. This enables the engine to better adapt to different operating states, thereby achieving higher efficiency and more precise injection control.

[0082] Optionally, in response to the intake air temperature difference being greater than a first preset threshold or the condensate temperature difference being greater than a second preset threshold, the control unit determines a second correction coefficient for the engine at the current moment based on a first correction coefficient, including: in response to the intake air temperature difference being greater than the first preset threshold or the condensate temperature difference being greater than the second preset threshold, the control unit determines the product of the first correction coefficient and a preset index, and determines the product as the second correction coefficient.

[0083] For example, the preset index may include 1.1, 1.2 and 1.3, etc., and the present invention does not limit it.

[0084] The above method, since the second correction coefficient is further determined based on the first correction coefficient, can adjust the injection pulse width more in real time and with greater precision to adapt to the current engine operating state.

[0085] Optionally, the control unit determines the first correction coefficient corresponding to the first intake air temperature and the first condensate temperature from a plurality of target correction coefficients included in the correction coefficient correspondence table, including: the control unit, in response to a preset intake air temperature including the first intake air temperature and a preset condensate temperature including the first condensate temperature, determines the first correction coefficient corresponding to the first intake air temperature and the second intake air temperature from the correction coefficient correspondence table; the control unit, in response to a preset intake air temperature not including the first intake air temperature and a preset condensate temperature not including the first condensate temperature, determines the third intake air temperature closest to the first intake air temperature from the preset intake air temperatures and the third condensate temperature closest to the first condensate temperature from the preset condensate temperatures, and performs interpolation calculation on the third intake air temperature and the third condensate temperature using a linear interpolation method to obtain the first correction coefficient.

[0086] In some implementations, if the preset intake temperature in the correction coefficient correspondence table includes the first intake temperature and the preset condensate temperature includes the first condensate temperature, then the first correction coefficient corresponding to the first intake temperature and the first condensate temperature can be directly determined from the correction coefficient correspondence table.

[0087] In other embodiments, if the preset intake air temperature does not include the first intake air temperature, and the preset condensate temperature does not include the first condensate temperature, then a third intake air temperature closest to the first intake air temperature can be determined from the preset intake air temperatures, and a third condensate temperature closest to the first condensate temperature can be determined from the preset condensate temperatures. The number of preset intake air temperatures and the number of preset condensate temperatures can both be two; this invention does not limit the number of preset intake air temperatures.

[0088] Furthermore, after determining the third intake temperature and the third condensate temperature, the interpolation points corresponding to the first intake temperature and the first condensate temperature can be determined based on the third intake temperature and the third condensate temperature using linear interpolation, and then the first correction coefficient can be determined based on the interpolation points.

[0089] For example, the interpolation points corresponding to the first intake air temperature and the first condensate temperature can be determined using the following linear interpolation formula:

[0090] f(x,y)≈f(x1,y1)(x2-x)(y2-y)+f(x2,y1)(x-x1)(y2-y)+f(x1,y2)(x2-x)(y-y1)+f(x2,y2)(x-x1)(y-y1);

[0091] Where f(x,y) are the interpolation points corresponding to the first intake temperature and the first condensate temperature; (x1,y1), (x2,y1), (x1,y2), and (x2,y2) are points composed of the third intake temperature and the third condensate temperature.

[0092] Furthermore, after determining the interpolation point corresponding to the first intake air temperature and the first condensate temperature, the value corresponding to the interpolation point on the z-axis can be determined from the correction coefficient correspondence table, and the value corresponding to the z-axis can be determined as the first correction coefficient.

[0093] The above embodiments can comprehensively consider whether the preset intake air temperature includes the first intake air temperature and whether the preset condensate temperature includes the first condensate temperature, and determine the first correction coefficient in the corresponding case. This method makes the determination of the first correction coefficient more accurate, so that it can be applied to the fuel injection control of the engine and improve the accuracy of the engine fuel injection control.

[0094] Optionally, after the control unit determines the intake temperature difference between the first intake temperature and the second intake temperature, and the condensate temperature difference between the first condensate temperature and the second condensate temperature, the control unit further includes: in response to the intake temperature difference being less than or equal to a first preset threshold or the condensate temperature difference being less than or equal to a second preset threshold, the control unit determines the first correction coefficient as the engine's second correction coefficient at the current moment, and controls the engine's injection pulse width through the second correction coefficient to obtain the target injection pulse width.

[0095] For example, when the intake air temperature difference is less than or equal to a first preset threshold, or the condensate temperature difference is less than or equal to a second preset threshold, it indicates that the engine's operating state has not changed significantly. Therefore, the first correction coefficient from the previous moment can be determined as the engine's second correction coefficient at the current moment, and the engine's injection pulse width can be controlled using the second correction coefficient to obtain the target injection pulse width.

[0096] The above method can determine whether the engine's operating state has changed significantly based on the intake air temperature difference and the condensate temperature difference. When it is determined that the engine's operating state has not changed significantly, the first correction coefficient from the previous moment is directly used as the second correction coefficient for the current moment, reducing the real-time calculation burden of the system and improving the system's response speed. In addition, when the engine's operating state does not change significantly, using the correction coefficient from the previous moment can avoid unnecessary fluctuations and maintain the stability of fuel injection control.

[0097] Optionally, the engine's injection pulse width is controlled by a second correction coefficient to obtain a target injection pulse width, including: obtaining the engine's base injection pulse width; and determining the product of the base injection pulse width and the second correction coefficient as the target injection pulse width.

[0098] For example, by multiplying the base injection pulse width by a second correction factor to obtain the target injection pulse width, the fuel injection quantity can be precisely adjusted to adapt to different engine operating conditions. This method ensures that the engine achieves optimal fuel injection quantity under various environmental conditions, thereby improving the control precision of engine fuel injection.

[0099] Example 2

[0100] Please refer to Figure 5 , Figure 5 This is a schematic diagram of a process for obtaining a correction coefficient correspondence table according to an embodiment of the present invention. Figure 5 As shown, the correction coefficient correspondence table can be obtained through steps S21 to S24.

[0101] In step S21, the corresponding initial correction coefficients are obtained for each preset intake air temperature and each preset condensate temperature.

[0102] For example, at each preset intake air temperature and each preset condensate temperature, multiple initial correction coefficients can be obtained based on historical data or empirical values. For instance, the range of the initial correction coefficients is greater than or equal to 0.8 and less than or equal to 1.2, without limitation here.

[0103] In step S22, under each initial correction coefficient, the product of the engine's air-fuel ratio deviation, power output efficiency, and fuel efficiency is determined as the scoring function corresponding to the initial correction coefficient.

[0104] In step S23, the initial correction coefficient with the highest value of the scoring function is determined as the target correction coefficient.

[0105] Among them, the air-fuel ratio deviation value is the absolute value of the difference between the actual air-fuel ratio and the ideal air-fuel ratio; the power output efficiency is the ratio of the actual power output to the maximum power output; and the fuel efficiency is the ratio of the minimum fuel consumption rate to the actual fuel consumption rate.

[0106] For example, the air-fuel ratio deviation value is used to characterize the absolute value of the difference between the actual air-fuel ratio and the ideal air-fuel ratio. The smaller the air-fuel ratio deviation value, the closer the fuel combustion is to the ideal state; power output efficiency is used to characterize the ratio of actual power output to maximum power output. The closer the power output efficiency is to 1, the closer the engine is to its maximum power output capability; fuel efficiency is used to characterize the ratio of minimum fuel consumption rate to actual fuel consumption rate. The higher the fuel efficiency, the closer the actual fuel consumption rate is to or equal to the minimum fuel consumption rate.

[0107] For example, the scoring function can be determined using the following formula:

[0108] Score=(1 / |λ-14.7|)*(Power / PowerMax)*(FuelEfficiencyMax / FuelConsumption)

[0109] Wherein, Score is the scoring function; λ is the actual air-fuel ratio; 14.7 is the ideal air-fuel ratio (for gasoline engines); |λ-14.7| represents the absolute value of the difference between the actual air-fuel ratio and the ideal value; Power is the actual power output; PowerMax is the maximum power output, which can be obtained through experience or testing; Power / PowerMax is the power output efficiency; FuelEfficiencyMax is the minimum fuel consumption rate, which can be obtained through experience or testing; FuelConsumption is the actual fuel consumption rate; and FuelEfficiencyMax / FuelConsumption is the fuel efficiency.

[0110] It should be understood that for each initial correction factor, the product of its corresponding air-fuel ratio deviation, power output efficiency, and fuel efficiency can be calculated, and this product is defined as a scoring function. The scoring function can be used to comprehensively measure the influence of various factors. The higher the value, the better the overall performance of the correction factor under the current temperature conditions. Therefore, the initial correction factor with the highest value of the scoring function can be determined as the target correction factor.

[0111] In step S24, a correction coefficient correspondence table is obtained based on each preset intake air temperature, each preset condensate temperature and the corresponding target correction coefficient.

[0112] For example, a correction coefficient correspondence table can be generated based on the target correction coefficients determined in the above embodiments. The correction coefficient correspondence table can include the optimal correction coefficients, i.e., the target correction coefficients, for each preset intake air temperature and each preset condensate temperature. Therefore, the correction coefficient correspondence table can be applied to the engine's fuel injection control, and in actual operation, the corresponding correction coefficients can be applied according to the current temperature conditions to achieve more precise and efficient engine fuel injection control.

[0113] Example 3

[0114] Please refer to Figure 6 , Figure 6 This is a schematic flowchart of another engine fuel injection control method provided in an embodiment of the present invention. Figure 6 As shown, firstly, the engine control unit acquires the engine's first intake air temperature and first condensate temperature from the previous moment, and acquires the second intake air temperature and second condensate temperature from the current moment. Furthermore, the control unit can determine whether the preset intake air temperature includes the first intake air temperature, and whether the preset condensate temperature includes the first condensate temperature.

[0115] If the preset intake temperature in the correction coefficient correspondence table includes the first intake temperature, and the preset condensate temperature includes the first condensate temperature, then the first correction coefficient corresponding to the first intake temperature and the first condensate temperature can be directly determined from the correction coefficient correspondence table. If the preset intake temperature does not include the first intake temperature, and the preset condensate temperature does not include the first condensate temperature, then the third intake temperature closest to the first intake temperature is determined from the preset intake temperatures, and the third condensate temperature closest to the first condensate temperature is determined from the preset condensate temperatures. The third intake temperature and the third condensate temperature are then interpolated using a linear interpolation method to obtain the first correction coefficient.

[0116] After obtaining the first correction coefficient, it can also be determined whether the intake air temperature difference is greater than a first preset threshold or whether the condensate temperature difference is greater than a second preset threshold. If the intake air temperature difference is less than or equal to the first preset threshold or the condensate temperature difference is less than or equal to the second preset threshold, the control unit determines the first correction coefficient as the engine's second correction coefficient at the current moment; if the intake air temperature difference is greater than the first preset threshold or the condensate temperature difference is greater than the second preset threshold, the control unit determines the engine's second correction coefficient at the current moment based on the first correction coefficient.

[0117] After determining the second correction factor, the fuel injection pulse width of the engine can be controlled by the second correction factor to obtain the target fuel injection pulse width.

[0118] Those skilled in the art will readily recognize that, based on the algorithmic steps of the examples described in conjunction with the embodiments disclosed herein, the present invention can be implemented in hardware or a combination of hardware and computer software. Whether a function is implemented in hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of the present invention.

[0119] Example 4

[0120] Figure 7 This is a schematic diagram of the structure of an engine fuel injection control device provided in an embodiment of the present invention, as shown below. Figure 7 As shown, the engine fuel injection control device 200 includes an acquisition module 21, a determination module 22, and a control module 23.

[0121] The acquisition module 21, which is electrically connected to the determination module 22, is used to acquire the first intake air temperature and the first condensate temperature of the engine at the previous moment, and to acquire the second intake air temperature and the second condensate temperature at the current moment, and to send the first intake air temperature, the first condensate temperature, the second intake air temperature and the second condensate temperature to the determination module.

[0122] The determining module 22 is electrically connected to the acquiring module 21 and the control module 23, respectively, and is used to determine the first correction coefficient corresponding to the first intake air temperature and the first condensate temperature from a number of target correction coefficients included in the correction coefficient correspondence table. The first correction coefficient is the correction coefficient of the engine at the previous moment. The target correction coefficient is determined based on the engine's actual air-fuel ratio, actual power output and actual fuel consumption rate at preset intake air temperature and preset condensate temperature. The first correction coefficient is selected from the target correction coefficients, and the first intake air temperature and the first condensate temperature are matched with the preset intake air temperature and the preset condensate temperature, respectively.

[0123] The determining module 22 is also used to determine the intake temperature difference between the first intake temperature and the second intake temperature, and to determine the condensate temperature difference between the first condensate temperature and the second condensate temperature, and to send the intake temperature difference and the condensate temperature difference to the control module.

[0124] The determining module 22 is also used to determine the second correction coefficient of the engine at the current moment based on the first correction coefficient in response to the intake air temperature difference being greater than a first preset threshold or the condensate temperature difference being greater than a second preset threshold.

[0125] The control module 23, which is electrically connected to the determination module 22, is used to control the fuel injection pulse width of the engine through a second correction coefficient to obtain the target fuel injection pulse width.

[0126] Optionally, the determining module 22 is further configured to, in response to a preset intake temperature including a first intake temperature and a preset condensate temperature including a first condensate temperature, determine a first correction coefficient corresponding to the first intake temperature and the second intake temperature from a correction coefficient correspondence table; in response to a preset intake temperature not including the first intake temperature and a preset condensate temperature not including the first condensate temperature, determine a third intake temperature closest to the first intake temperature from the preset intake temperatures and a third condensate temperature closest to the first condensate temperature from the preset condensate temperatures, and perform interpolation calculation on the third intake temperature and the third condensate temperature using a linear interpolation method to obtain the first correction coefficient.

[0127] Optionally, the determining module 22 is further configured to determine the first correction coefficient as the second correction coefficient of the engine at the current moment in response to the intake air temperature difference being less than or equal to a first preset threshold or the condensate temperature difference being less than or equal to a second preset threshold. The control module 23 is further configured to control the fuel injection pulse width of the engine through the second correction coefficient to obtain the target fuel injection pulse width.

[0128] Optionally, the control module 23 is also used to obtain the basic injection pulse width of the engine; and to determine the target injection pulse width by the product of the basic injection pulse width and the second correction coefficient.

[0129] Optionally, the acquisition module 21 is further configured to acquire the corresponding initial correction coefficient at each preset intake air temperature and each preset condensate temperature; the determination module 22 is further configured to determine the product of the engine's air-fuel ratio deviation, power output efficiency, and fuel efficiency as the scoring function corresponding to the initial correction coefficient under each initial correction coefficient; wherein, the air-fuel ratio deviation is the absolute value of the difference between the actual air-fuel ratio and the ideal air-fuel ratio; the power output efficiency is the ratio of the actual power output to the maximum power output; the fuel efficiency is the ratio of the minimum fuel consumption rate to the actual fuel consumption rate; the initial correction coefficient with the highest value of the scoring function is determined as the target correction coefficient; and a correction coefficient correspondence table is obtained based on each preset intake air temperature, each preset condensate temperature, and the corresponding target correction coefficient.

[0130] Optionally, the determining module 22 is further configured to, in response to the intake air temperature difference being greater than a first preset threshold or the condensate temperature difference being greater than a second preset threshold, determine the product of a first correction coefficient and a preset index, and determine the product as a second correction coefficient.

[0131] Based on the above embodiments, the determining module 22 is further configured to, in response to the preset intake temperature including the first intake temperature and the preset condensate temperature including the first condensate temperature, determine the first correction coefficient corresponding to the first intake temperature and the second intake temperature from the correction coefficient correspondence table; in response to the preset intake temperature not including the first intake temperature and the preset condensate temperature not including the first condensate temperature, determine the third intake temperature closest to the first intake temperature from the preset intake temperatures and the third condensate temperature closest to the first condensate temperature from the preset condensate temperatures, and perform interpolation calculation on the third intake temperature and the third condensate temperature using a linear interpolation method to obtain the first correction coefficient.

[0132] Based on the above embodiments, the determining module 22 is further configured to determine the first correction coefficient as the second correction coefficient of the engine at the current moment in response to the intake air temperature difference being less than or equal to the first preset threshold or the condensate temperature difference being less than or equal to the second preset threshold. The control module 23 is further configured to control the fuel injection pulse width of the engine through the second correction coefficient to obtain the target fuel injection pulse width.

[0133] Based on the above embodiments, the control module 23 is also used to obtain the basic injection pulse width of the engine; and to determine the product of the basic injection pulse width and the second correction coefficient as the target injection pulse width.

[0134] Based on the above embodiments, the determining module 22 is further configured to, in response to the preset intake temperature including the first intake temperature and the preset condensate temperature including the first condensate temperature, determine the first correction coefficient corresponding to the first intake temperature and the second intake temperature from the correction coefficient correspondence table; in response to the preset intake temperature not including the first intake temperature and the preset condensate temperature not including the first condensate temperature, determine the third intake temperature closest to the first intake temperature from the preset intake temperatures and the third condensate temperature closest to the first condensate temperature from the preset condensate temperatures, and perform interpolation calculation on the third intake temperature and the third condensate temperature using a linear interpolation method to obtain the first correction coefficient.

[0135] Based on the above embodiments, the determining module 22 is further configured to determine the first correction coefficient as the second correction coefficient of the engine at the current moment in response to the intake air temperature difference being less than or equal to the first preset threshold or the condensate temperature difference being less than or equal to the second preset threshold. The control module 23 is further configured to control the fuel injection pulse width of the engine through the second correction coefficient to obtain the target fuel injection pulse width.

[0136] Based on the above embodiments, the control module 23 is also used to obtain the basic injection pulse width of the engine; and to determine the product of the basic injection pulse width and the second correction coefficient as the target injection pulse width.

[0137] Based on the above embodiments, the determining module 22 is further configured to obtain the corresponding initial correction coefficient at each preset intake air temperature and each preset condensate temperature; under each initial correction coefficient, the product of the engine's air-fuel ratio deviation, power output efficiency, and fuel efficiency is determined as the scoring function corresponding to the initial correction coefficient; wherein, the air-fuel ratio deviation is the absolute value of the difference between the actual air-fuel ratio and the ideal air-fuel ratio; the power output efficiency is the ratio of the actual power output to the maximum power output; the fuel efficiency is the ratio of the minimum fuel consumption rate to the actual fuel consumption rate; the initial correction coefficient with the highest value of the scoring function is determined as the target correction coefficient; and a correction coefficient correspondence table is obtained based on each preset intake air temperature, each preset condensate temperature, and the corresponding target correction coefficient.

[0138] Based on the above embodiments, the determining module 22 is further configured to, in response to the intake air temperature difference being greater than a first preset threshold or the condensate temperature difference being greater than a second preset threshold, determine the product of a first correction coefficient and a preset index, and determine the product as a second correction coefficient.

[0139] Of course, the engine fuel injection control device provided in the embodiments of the present invention includes, but is not limited to, the above-described modules.

[0140] The engine fuel injection control device provided by this invention aims to dynamically determine the number of engine restart requests, making the engine restart logic more flexible and reducing the occurrence of engine start-up failures.

[0141] Example 5

[0142] This invention also provides a vehicle comprising a range extender control module, which includes a processor and a memory. The memory stores computer program code, including computer instructions. When the processor executes the computer instructions, the engine fuel injection control device performs each step of the engine fuel injection control device in the method flow shown in the above method embodiments.

[0143] Example 6

[0144] This invention also provides a computer-readable storage medium storing computer instructions that, when executed on an engine fuel injection control device, cause a turbocharger pressure relief condition identification device without a pressure relief valve to perform the various steps executed by the engine fuel injection control device in the method flow shown in the above-described method embodiments.

[0145] While specific embodiments of the invention have been described in detail by way of examples, those skilled in the art should understand that these examples are for illustrative purposes only and not intended to limit the scope of the invention. Those skilled in the art should understand that modifications can be made to the above embodiments without departing from the scope and spirit of the invention. The scope of the invention is defined by the appended claims.

Claims

1. A method for controlling engine fuel injection, characterized in that, The method includes: The engine control unit acquires the first intake air temperature and the first condensate temperature of the engine at the previous moment, and acquires the second intake air temperature and the second condensate temperature at the current moment. The control unit determines a first correction coefficient corresponding to the first intake air temperature and the first condensate temperature from a plurality of target correction coefficients included in the correction coefficient correspondence table. The first correction coefficient is the correction coefficient of the engine at the previous moment. The target correction coefficient is determined based on the actual air-fuel ratio, actual power output and actual fuel consumption rate of the engine at a preset intake air temperature and a preset condensate temperature. The first correction coefficient is selected from the target correction coefficients, and the first intake air temperature and the first condensate temperature are respectively matched with the preset intake air temperature and the preset condensate temperature. The control unit determines the intake temperature difference between the first intake temperature and the second intake temperature, and the condensate temperature difference between the first condensate temperature and the second condensate temperature. In response to the intake air temperature difference being greater than a first preset threshold or the condensate temperature difference being greater than a second preset threshold, the control unit determines a second correction coefficient for the engine at the current moment based on the first correction coefficient, and controls the fuel injection pulse width of the engine through the second correction coefficient to obtain a target fuel injection pulse width.

2. The method according to claim 1, characterized in that, The control unit determines the first correction coefficient corresponding to the first intake air temperature and the first condensate temperature from a plurality of target correction coefficients included in the correction coefficient correspondence table, including: The control unit, in response to the preset intake air temperature including the first intake air temperature and the preset condensate temperature including the first condensate temperature, determines the first correction coefficient corresponding to the first intake air temperature and the second intake air temperature from the correction coefficient correspondence table; In response to the preset intake air temperature not including the first intake air temperature and the preset condensate temperature not including the first condensate temperature, the control unit determines a third intake air temperature closest to the first intake air temperature from the preset intake air temperatures and a third condensate temperature closest to the first condensate temperature from the preset condensate temperatures, and performs interpolation calculation on the third intake air temperature and the third condensate temperature using a linear interpolation method to obtain the first correction coefficient.

3. The method according to claim 1, characterized in that, After determining the intake temperature difference between the first intake temperature and the second intake temperature, and the condensate temperature difference between the first condensate temperature and the second condensate temperature, the control unit further includes: In response to the intake air temperature difference being less than or equal to a first preset threshold or the condensate temperature difference being less than or equal to a second preset threshold, the control unit determines the first correction coefficient as the engine's second correction coefficient at the current moment, and controls the engine's injection pulse width using the second correction coefficient to obtain the target injection pulse width.

4. The method according to claim 1, characterized in that, The step of controlling the fuel injection pulse width of the engine using the second correction coefficient to obtain the target fuel injection pulse width includes: Obtain the basic injection pulse width of the engine; The product of the base injection pulse width and the second correction coefficient is determined as the target injection pulse width.

5. The method according to claim 1, characterized in that, The determination, based on the engine's actual air-fuel ratio, actual power output, and actual fuel consumption rate, under preset intake air temperature and preset condensate temperature, includes: For each preset intake air temperature and each preset condensate temperature, obtain the corresponding initial correction coefficient; Under each of the initial correction coefficients, the product of the engine's air-fuel ratio deviation, power output efficiency, and fuel efficiency is determined as the scoring function corresponding to the initial correction coefficient; wherein, the air-fuel ratio deviation is the absolute value of the difference between the actual air-fuel ratio and the ideal air-fuel ratio; the power output efficiency is the ratio of the actual power output to the maximum power output; and the fuel efficiency is the ratio of the minimum fuel consumption rate to the actual fuel consumption rate. The initial correction coefficient with the highest value of the scoring function is determined as the target correction coefficient; Based on each preset intake air temperature, each preset condensate temperature, and the corresponding target correction coefficient, the correction coefficient correspondence table is obtained.

6. The method according to claim 1, characterized in that, In response to the intake air temperature difference being greater than a first preset threshold or the condensate temperature difference being greater than a second preset threshold, the control unit determines a second correction coefficient for the engine at the current moment based on the first correction coefficient, including: In response to the intake air temperature difference being greater than the first preset threshold or the condensate temperature difference being greater than the second preset threshold, the control unit determines the product of the first correction coefficient and the preset index, and determines the product as the second correction coefficient.

7. The method according to claim 1, characterized in that, The preset intake air temperature is greater than or equal to -40°C and less than or equal to 60°C; the preset condensate temperature is greater than or equal to -30°C and less than or equal to 120°C; the target correction coefficient is greater than or equal to 0.8 and less than or equal to 1.

2.

8. A control device for engine fuel injection, characterized in that, It includes an acquisition module, a determination module, and a control module, among which, The acquisition module is electrically connected to the determination module and is used to acquire the first intake air temperature and the first condensate temperature of the engine at the previous moment, and to acquire the second intake air temperature and the second condensate temperature at the current moment, and to send the first intake air temperature, the first condensate temperature, the second intake air temperature and the second condensate temperature to the determination module. The determining module is electrically connected to the acquiring module and the control module, respectively, and is used to determine the first correction coefficient corresponding to the first intake air temperature and the first condensate temperature from a plurality of target correction coefficients included in the correction coefficient correspondence table. The first correction coefficient is the correction coefficient of the engine at the previous moment. The target correction coefficient is determined based on the actual air-fuel ratio, actual power output and actual fuel consumption rate of the engine at a preset intake air temperature and a preset condensate temperature. The first correction coefficient is selected from the target correction coefficients, and the first intake air temperature and the first condensate temperature are respectively matched with the preset intake air temperature and the preset condensate temperature. The determining module is further configured to determine the intake temperature difference between the first intake temperature and the second intake temperature, and to determine the condensate temperature difference between the first condensate temperature and the second condensate temperature, and to send the intake temperature difference and the condensate temperature difference to the control module. The determining module is further configured to, in response to the intake air temperature difference being greater than a first preset threshold or the condensate temperature difference being greater than a second preset threshold, determine the second correction coefficient of the engine at the current moment based on the first correction coefficient; The control module is electrically connected to the determining module and is used to control the fuel injection pulse width of the engine through the second correction coefficient to obtain the target fuel injection pulse width.

9. A vehicle, characterized in that, include: An engine, the engine including a control unit, the control unit including a processor and a memory, the memory for storing computer program code, the computer program code including computer instructions, wherein when the processor executes the computer instructions, the engine fuel injection control device performs the engine fuel injection control method as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, include: A computer instruction, when executed on an engine fuel injection control device, causes the engine fuel injection control device to perform the engine fuel injection control method as described in any one of claims 1-7.

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