Engine control method, device, vehicle and storage medium

Abstract

The application provides an engine control method and device, a vehicle and a storage medium, and relates to the technical field of vehicles.The method comprises the following steps: acquiring a current gas pressure of a hydrogen storage tank in a vehicle; determining a target injection mode of hydrogen injection into a hydrogen engine based on the current gas pressure, wherein the target injection mode comprises a target injection pressure and a target injection end time; injecting hydrogen in the hydrogen storage tank into the hydrogen engine based on the target injection mode; and controlling the hydrogen engine to operate based on the hydrogen in the hydrogen engine after the injection. The method can improve the combustion efficiency of the hydrogen engine.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to an engine control method, apparatus, vehicle, and storage medium in the field of vehicle technology. Background Technology

[0002] To reduce fuel consumption in vehicle internal combustion engines, the industry has proposed using hydrogen fuel in engines to alleviate the energy crisis. A hydrogen engine is an engine that uses hydrogen as a fuel source; specifically, hydrogen from a hydrogen storage tank is injected into the cylinder of the hydrogen engine, causing the hydrogen engine to burn hydrogen to generate energy, which is then converted into mechanical energy to drive the equipment.

[0003] Currently, the injection pattern for injecting hydrogen from the hydrogen storage tank into the cylinder is relatively fixed. Since the gas pressure of the hydrogen storage tank itself decreases with use, the injection pressure required to inject hydrogen from the storage tank into the cylinder is affected by the gas pressure of the storage tank. Therefore, using only a single injection pattern cannot adapt to changes in the gas pressure of the storage tank itself, thus reducing the combustion efficiency of the hydrogen engine.

[0004] Therefore, improving the combustion efficiency of hydrogen engines is a pressing technical problem that needs to be solved. Summary of the Invention

[0005] This application provides an engine control method, apparatus, vehicle, and storage medium, which can improve the combustion efficiency of a hydrogen engine.

[0006] In a first aspect, an engine control method is provided, the method comprising: acquiring the current gas pressure of a hydrogen storage tank in a vehicle; determining a target injection mode for injecting hydrogen into a hydrogen engine based on the current gas pressure; wherein the target injection mode includes a target injection pressure and a target injection end time; injecting hydrogen from the hydrogen storage tank into the hydrogen engine based on the target injection mode; and controlling the operation of the hydrogen engine based on the hydrogen in the injected hydrogen engine.

[0007] In the embodiments of this application, the current gas pressure of the hydrogen storage tank is obtained, and a target injection mode for injecting hydrogen into the hydrogen engine is determined based on the current gas pressure. The target injection mode includes a target injection pressure and a target injection end time. This allows the target injection pressure and target injection end time to be determined based on the current gas pressure, enabling different target injection pressures and target injection end times to be determined under different current gas pressures. Based on the target injection pressure and target injection end time, hydrogen from the hydrogen storage tank is injected into the hydrogen engine, and the operation of the hydrogen engine is controlled based on the hydrogen in the hydrogen engine after injection, thereby achieving complete combustion of hydrogen and improving the combustion efficiency of the hydrogen engine. Therefore, this solution can improve the combustion efficiency of the hydrogen engine.

[0008] In conjunction with the first aspect, in certain implementations of the first aspect, determining the target injection mode for injecting hydrogen into the hydrogen engine based on the current gas pressure includes: if the current gas pressure is greater than or equal to a first preset pressure, determining the target injection pressure as a first target pressure, and the target injection end time as a first moment; wherein the first moment is the moment when the piston in the hydrogen engine moves to a first position before top dead center; if the current gas pressure is less than the first preset pressure, but greater than or equal to a second preset pressure, determining the target injection pressure as a second target pressure, and the target injection end time as a second moment; wherein the second moment is the moment when the piston moves to a second position before top dead center; if the current gas pressure is less than the second preset pressure, If the current gas pressure is greater than or equal to the third preset pressure, the target injection pressure is determined as the third target pressure, and the target injection end time is determined as the third moment; wherein, the third moment is the moment when the piston moves to the third position before the top dead center; if the current gas pressure is less than the third preset pressure, but greater than or equal to the fourth preset pressure, the target injection pressure is determined as the fourth target pressure, and the target injection end time is determined as the fourth moment; wherein, the fourth moment is the moment when the piston moves to the fourth position before the top dead center; wherein, the first target pressure is greater than the second target pressure, the second target pressure is greater than the third target pressure, and the third target pressure is greater than the fourth target pressure; the first position is higher than the second position; the second position is higher than the third position; the third position is higher than the fourth position.

[0009] In the embodiments of this application, by determining the target injection pressure and the target injection end time corresponding to the current gas pressure under different pressure values, the target injection pressure and the target injection end time can be flexibly adjusted to improve the combustion efficiency of the hydrogen engine.

[0010] In combination with the first aspect and the above implementation methods, in some implementation methods of the first aspect, the target injection mode also includes the state of the target valve and the number of injections at the start time of hydrogen injection; the method also includes: determining the state of the target valve and the number of injections based on the current gas pressure.

[0011] In the embodiments of this application, the state of the target valve and the number of injections at the start time of hydrogen injection can be flexibly adjusted based on the current gas pressure, which can further improve the combustion efficiency of the hydrogen engine.

[0012] In conjunction with the first aspect and the above-described implementations, in some implementations of the first aspect, based on the current gas pressure, the state of the target valve, and the number of injections, the following steps are taken: if the current gas pressure is greater than or equal to a first preset pressure, the target valve is determined to be in a closed state, and the number of injections is determined to be a first preset number; if the current gas pressure is less than the first preset pressure but greater than or equal to a second preset pressure, the target valve is determined to be in a closed state, and the number of injections is determined to be a second preset number; wherein the second preset number is less than the first preset number; if the current gas pressure is less than the second preset pressure but greater than or equal to a third preset pressure, the target valve is determined to be in an open state, and the number of injections is determined to be a second preset number; if the current gas pressure is less than the third preset pressure but greater than or equal to a fourth preset pressure, the target valve is determined to be in an open state, and the number of injections is determined to be a second preset number.

[0013] In the embodiments of this application, the state of the target valve and the number of injections are flexibly adjusted when the current gas pressure is at different pressure values, thereby achieving the goal of charging the cylinder with an appropriate amount of hydrogen and air, and improving the combustion efficiency of the hydrogen engine.

[0014] Combining the first aspect and the above implementation methods, in some implementation methods of the first aspect, if the current gas pressure is greater than or equal to the first preset pressure, the first preset number of times is two; the injection amount of the first injection in the number of injections is the first hydrogen amount, and the injection amount of the second injection in the number of injections is the second hydrogen amount; the first hydrogen amount is greater than the second hydrogen amount.

[0015] In the embodiments of this application, if the current gas pressure is greater than or equal to the first preset pressure, injecting hydrogen into the cylinder twice can promote the uniform mixing of hydrogen and air, thereby improving the combustion efficiency of the hydrogen engine.

[0016] In combination with the first aspect and the above implementation methods, in some implementation methods of the first aspect, if the current gas pressure is less than the second preset pressure and greater than or equal to the third preset pressure, after a preset time for injecting hydrogen into the hydrogen engine and before the target injection end time, the state of the control target valve is switched to the closed state.

[0017] In the embodiments of this application, when the current gas pressure is less than the second preset pressure and greater than or equal to the third preset pressure, by controlling the state of the intake valve to switch to the closed state, it is possible to inject a portion of hydrogen gas when the intake valve is in the open state and inject another portion of hydrogen gas when the intake valve is in the closed state, thereby achieving effective hydrogen injection.

[0018] In conjunction with the first aspect and the above implementation methods, in some implementation methods of the first aspect, the method provided by the embodiments of this application further includes: determining a target injection mode for injecting hydrogen into a hydrogen engine based on the current gas pressure, including: if the current gas pressure is less than a second preset pressure and greater than or equal to a third preset pressure, determining whether an indication message is detected; wherein the indication message carries a preset injection mode; if the indication message is detected, determining the preset injection mode as the target injection mode.

[0019] In the embodiments of this application, if the current gas pressure is less than the second preset pressure and greater than or equal to the third preset pressure, the user can determine whether to enter the preset injection mode according to the actual situation; this can save hydrogen usage when the hydrogen in the hydrogen storage tank is insufficient, thereby improving the user experience.

[0020] Secondly, an engine control device is provided, comprising: an acquisition module for acquiring the current gas pressure of a hydrogen storage tank in a vehicle; a determination module for determining a target injection pattern for injecting hydrogen into a hydrogen engine based on the current gas pressure; wherein the target injection pattern includes a target injection pressure and a target injection end time; an injection module for injecting hydrogen from the hydrogen storage tank into the hydrogen engine based on the target injection pattern; and a control module for controlling the operation of the hydrogen engine based on the hydrogen in the hydrogen engine after injection.

[0021] In one possible implementation, the determining module is specifically configured to: if the current gas pressure is greater than or equal to a first preset pressure, determine the target injection pressure as the first target pressure, and the target injection end time as a first moment; wherein, the first moment is the moment when the piston in the hydrogen engine moves to a first position before top dead center; if the current gas pressure is less than the first preset pressure, but greater than or equal to a second preset pressure, determine the target injection pressure as the second target pressure, and the target injection end time as a second moment; wherein, the second moment is the moment when the piston moves to a second position before top dead center; if the current gas pressure is less than the second preset pressure, but greater than or equal to a third preset pressure, determine... The target injection pressure is the third target pressure, and the target injection end time is the third moment; wherein, the third moment is the moment when the piston moves to the third position before the top dead center; if the current gas pressure is less than the third preset pressure and greater than or equal to the fourth preset pressure, the target injection pressure is determined to be the fourth target pressure, and the target injection end time is the fourth moment; wherein, the fourth moment is the moment when the piston moves to the fourth position before the top dead center; wherein, the first target pressure is greater than the second target pressure, the second target pressure is greater than the third target pressure, and the third target pressure is greater than the fourth target pressure; the first position is higher than the second position; the second position is higher than the third position; and the third position is higher than the fourth position.

[0022] In one possible implementation, the determining module is also used to determine the state of the target valve and the number of injections based on the current gas pressure.

[0023] In one possible implementation, the determining module is specifically configured to: if the current gas pressure is greater than or equal to a first preset pressure, determine that the target valve is in a closed state and the number of injections is a first preset number; if the current gas pressure is less than the first preset pressure but greater than or equal to a second preset pressure, determine that the target valve is in a closed state and the number of injections is a second preset number, wherein the second preset number is less than the first preset number; if the current gas pressure is less than the second preset pressure but greater than or equal to a third preset pressure, determine that the target valve is in an open state and the number of injections is a second preset number; if the current gas pressure is less than the third preset pressure but greater than or equal to a fourth preset pressure, determine that the target valve is in an open state and the number of injections is a second preset number.

[0024] In one possible implementation, the control module is further configured to control the target valve to switch to a closed state if the current gas pressure is less than a second preset pressure and greater than or equal to a third preset pressure, after a preset duration of hydrogen injection into the hydrogen engine and before the target injection end time.

[0025] In one possible implementation, the determining module is specifically used to determine whether an indication message is detected if the current gas pressure is less than a second preset pressure and greater than or equal to a third preset pressure; wherein the indication message carries a preset injection mode; if the indication message is detected, the preset injection mode is determined as the target injection mode.

[0026] Thirdly, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the methods of the first aspect or any possible implementation thereof.

[0027] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0028] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of a hydrogen injection device in a related art provided in an embodiment of this application;

[0030] Figure 2 This is a schematic flowchart of an engine control method provided in an embodiment of this application;

[0031] Figure 3 This is a schematic diagram of the state of an intake valve provided in an embodiment of this application;

[0032] Figure 4 This is a schematic flowchart of another engine control method provided in an embodiment of this application;

[0033] Figure 5 This is a schematic diagram of a spraying mode provided in an embodiment of this application;

[0034] Figure 6 This is a schematic diagram of the structure of an engine control device provided in an embodiment of this application;

[0035] Figure 7 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0036] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0037] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0038] Before introducing the embodiments of this application, the relevant terms involved in this application are first defined as follows:

[0039] (1) Top Dead Center (TDC): In the working cycle of an internal combustion engine, the position where the piston reaches the highest point of its stroke within the cylinder is called top dead center. At top dead center, the gas in the cylinder is compressed to its maximum, preparing for the subsequent combustion or exhaust process. Top dead center is usually determined by the crankshaft angle of the engine. The vicinity of top dead center is the optimal time to ignite the air-fuel mixture (gasoline or a mixture of hydrogen and air) because the gas in the cylinder is highly compressed at this time, allowing for more complete combustion and thus improving combustion efficiency.

[0040] (2) Intake Valve: Also known as the intake valve; in a hydrogen engine (or any internal combustion engine), the intake valve is a key component controlling the intake of air into the cylinder. It is a movable valve, usually located on the cylinder head and connected to the intake manifold. The main function of the intake valve is to open at specific stages of the engine's working cycle, allowing outside air (and possibly hydrogen in a hydrogen engine) to enter the cylinder. Then, it closes at the appropriate time to seal the cylinder and prepare it for the compression and combustion processes. During the hydrogen injection process in a hydrogen engine, the state of the intake valve (open or closed) is one of the important factors affecting the injection timing and method, including: closed-valve injection and open-valve injection.

[0041] (a) Closed-valve injection: This refers to the method of injecting hydrogen after the intake valve of the hydrogen engine is completely closed. At this time, the intake process of the cylinder has ended, and the injected hydrogen will not interfere with the intake of air, so it will not affect the engine's power.

[0042] (b) Open-valve injection: This refers to a method where hydrogen injection begins or is completed before the intake valve of the hydrogen engine is closed. In other words, hydrogen injection and air intake occur simultaneously in the cylinder. Open-valve injection can be used when the hydrogen injection pressure is low. When the hydrogen pressure is insufficient to support closed-valve injection, open-valve injection ensures that hydrogen can smoothly enter the cylinder.

[0043] (3) Crank Angle (CA): A parameter used to describe the rotation angle of the crankshaft in an internal combustion engine. It is an important indicator used to measure the piston's position in the cylinder during the engine's working cycle. The crankshaft angle refers to the angle traversed by the crankshaft from a specific position on the crankshaft (usually called top dead center, when the piston reaches the highest point of its stroke in the cylinder). This angle is usually expressed in degrees (°).

[0044] In this design, crankshaft angle can be used to represent the piston's position within the cylinder. For example, at top dead center (TDC), the piston is at the very top of the cylinder; at bottom dead center (BDC), the piston is at the very bottom of the cylinder. 30°CA before TDC means 30 degrees of crankshaft angle before the piston reaches the top of the cylinder (i.e., TDC).

[0045] (4) Piston stroke: This refers to the distance the piston moves from one dead center to another; for example, the distance between the bottom dead center and the top dead center. A complete working cycle of an internal combustion engine includes the intake stroke, compression stroke, power stroke, and exhaust stroke. The piston completes reciprocating linear motion between the top and bottom dead centers during these four strokes. In this scheme, the intake stroke and compression stroke are described in detail.

[0046] (a) Intake stroke: The piston moves from top dead center to bottom dead center; the crankshaft angle ranges from top dead center (0°) to bottom dead center (180°). At this time, the intake valve is open, the piston moves downward to create a vacuum, and air can be drawn into the cylinder.

[0047] (b) Compression stroke: The piston moves from bottom dead center to top dead center; the crankshaft angle ranges from bottom dead center (180°) to top dead center (0°). At this time, the intake valve is closed, and the piston moves upward to compress the air in the cylinder and the hydrogen injected into the cylinder.

[0048] Currently, the energy crisis is intensifying; the goal of carbon neutrality further demands that the internal combustion engine industry reduce fuel consumption and carbon emissions. To address these challenges, a solution using hydrogen fuel in engines has been proposed. As a green and clean fuel, hydrogen's combustion product is only water, causing no environmental pollution. Compared to traditional fuels, hydrogen engines offer higher energy efficiency and lower emissions, making them a crucial pathway to achieving a green transformation in the internal combustion engine industry.

[0049] To reduce fuel consumption in vehicle internal combustion engines, the industry has proposed using hydrogen fuel to alleviate the energy crisis. A hydrogen engine is an engine that uses hydrogen as its fuel source; because hydrogen is a green and clean fuel, its combustion product is only water, which does not pollute the environment. Compared to traditional fuels, hydrogen engines have higher energy efficiency and lower emissions, making them one of the important ways to achieve a green transformation in the internal combustion engine industry. The specific principle of a hydrogen engine is to inject hydrogen from a hydrogen storage tank into the engine cylinder, causing the hydrogen to burn and generate energy, which is then converted into mechanical energy to drive the equipment.

[0050] For example, such as Figure 1 As shown, Figure 1 This is a schematic diagram of a hydrogen injection device in a related art provided in an embodiment of this application. Scenario 100 includes: a hydrogen storage tank 110, a pipeline 120, a pressure regulating valve 130, a hydrogen rail 140, a hydrogen injector 150, and a cylinder 160 of a hydrogen engine.

[0051] For example, hydrogen storage tank 110 is used to store hydrogen. When the hydrogen engine needs hydrogen as fuel, hydrogen can be transported from hydrogen storage tank 110 through pipeline 120 to cylinder 160 of the hydrogen engine. The hydrogen transported through pipeline 120 passes through pressure regulating valve 130, which adjusts the hydrogen pressure to a suitable range for the operation of the hydrogen engine. The pressure-regulated hydrogen is then introduced into hydrogen rail 140. Hydrogen rail 140 delivers hydrogen to hydrogen injector 150 installed on hydrogen rail 140, which injects the hydrogen into cylinder 160 of the hydrogen engine, thereby enabling the normal operation of the hydrogen engine.

[0052] However, since the hydrogen injection unit lacks a pressure pump, it cannot actively increase the injection pressure of hydrogen through a pressure pump. The injection pressure of the hydrogen injection unit mainly depends on the gas pressure of the hydrogen storage tank itself, and is appropriately adjusted through a pressure regulating valve. In other words, because the hydrogen injection unit does not have a pressure pump, the injection pressure of hydrogen varies with the gas pressure in the hydrogen storage tank.

[0053] Currently, the injection pattern for injecting hydrogen from the storage tank into the cylinder is relatively fixed; for example, hydrogen is injected into the cylinder at fixed times and in a fixed manner. Since the gas pressure in the storage tank decreases with use, and the injection pressure required to inject hydrogen into the cylinder is affected by the storage tank's gas pressure, using only a single injection pattern cannot adapt to changes in the storage tank's gas pressure, thus reducing the combustion efficiency of the hydrogen engine.

[0054] Therefore, improving the combustion efficiency of hydrogen engines is a pressing technical problem that needs to be solved.

[0055] In view of this, this application provides an engine control method, device, vehicle, and storage medium, which injects hydrogen from a hydrogen storage tank into a hydrogen engine based on a target injection pressure determined by the current gas pressure and a target injection end time, and controls the operation of the hydrogen engine based on the hydrogen in the hydrogen engine after injection to ensure complete combustion of hydrogen; this solution can improve the combustion efficiency of the hydrogen engine.

[0056] To illustrate the technical solution described in this application, specific embodiments are provided below. Figures 2 to 5 The engine control method provided in the embodiments of this application will be described in detail.

[0057] It should be understood that the embodiments of this application do not specifically limit the executing entity of the engine control method, as long as communication can be performed according to the engine control method of this application by running a program that records the code of the engine control method of this application. For example, the executing entity of the engine control method provided in the embodiments of this application can be a vehicle, or an engine control device applied in a vehicle, such as a chip.

[0058] Figure 2 This is a schematic flowchart of an engine control method provided in an embodiment of this application.

[0059] S201. Obtain the current gas pressure in the hydrogen storage tank of the vehicle.

[0060] For example, the current gas pressure of the hydrogen storage tank can be determined by a pressure sensor installed on the hydrogen storage tank.

[0061] For example, the current gas pressure can be used to reflect the amount of hydrogen remaining in the current hydrogen storage tank.

[0062] It should be understood that since the injection pressure of the hydrogen injection system mainly depends on the gas pressure of the hydrogen storage tank itself, the current gas pressure of the hydrogen storage tank will gradually decrease as the hydrogen storage tank in the vehicle continuously outputs hydrogen; thus affecting the combustion efficiency of hydrogen after it is injected into the cylinder.

[0063] S202. Based on the current gas pressure, determine the target injection mode for injecting hydrogen into the hydrogen engine.

[0064] The target injection mode includes the target injection pressure and the target injection end time.

[0065] It should be noted that the embodiments of this application can inject hydrogen into the cylinders of a hydrogen engine. For a description of the cylinders, please refer to the above. Figure 2 The description of the cylinder.

[0066] For example, the target injection pressure can be a desired hydrogen injection pressure value determined based on the current gas pressure in the hydrogen storage tank. For instance, when the gas pressure in the storage tank is high, a higher target injection pressure can be set to fully utilize the injection capacity provided by the high-pressure hydrogen; conversely, when the current gas pressure decreases, the target injection pressure will be adjusted accordingly to adapt to lower injection pressure conditions while ensuring stable hydrogen injection. In this way, the full rate of hydrogen injection into the storage tank can be improved, thereby increasing the hydrogen combustion efficiency.

[0067] For example, when the current gas pressure is 400 bar, the injection pressure range can be between 0 and 400 bar, such as 140 bar; when the current gas pressure is 30 bar, the injection pressure range can be between 0 and 30 bar, such as 20 bar.

[0068] In addition, the target injection pressure can be flexibly adjusted according to the current gas pressure to ensure that the target injection pressure is not higher than the current gas pressure, so that the hydrogen in the hydrogen tank can be effectively injected into the cylinder of the hydrogen engine.

[0069] For example, the target injection end time can represent the end time of the hydrogen injection process into a hydrogen engine. By targeting the injection end time, it is possible to ensure that the hydrogen and air are fully mixed, thereby optimizing the combustion process and improving combustion efficiency.

[0070] For example, the target injection end time can be represented by the moment corresponding to the piston position in the hydrogen engine. The piston position can be represented by the corresponding crankshaft angle (e.g., the crankshaft angle relative to top dead center or the lower crankshaft angle). For instance, the target injection end time could be when the piston moves to a position where the injection ends at a crankshaft angle (CA) 30 degrees before reaching top dead center.

[0071] Optionally, the target injection end time can also be represented by a time parameter. For example, the target injection end time can be represented as 0.005 seconds after the start time of hydrogen injection.

[0072] For example, because the current gas pressure is different, the target injection pressure for injecting hydrogen into the hydrogen engine is different, so different target injection termination times can be determined; for example, when the target injection pressure is high, the injection can be terminated when the piston is closer to the top dead center of the cylinder (where the gas in the cylinder of the hydrogen engine is highly compressed); when the target injection pressure is low, the injection can be terminated earlier to ensure that the hydrogen can diffuse sufficiently.

[0073] Optionally, the target injection mode may also include the start time of hydrogen injection, the state of the target valve at the start time of hydrogen injection, and the number of injections.

[0074] For a detailed description of S202, please refer to the following embodiments, which will not be repeated here.

[0075] S203. Based on the target injection mode, inject hydrogen from the hydrogen storage tank into the hydrogen engine.

[0076] For example, after determining the target injection mode for the current hydrogen injection, the hydrogen pressure in the hydrogen rail can be adjusted by a pressure regulating valve to reach the target injection pressure; then, hydrogen from the hydrogen storage tank is injected into the hydrogen engine; and the hydrogen injection ends at the target injection end time.

[0077] S204. Control the operation of the hydrogen engine based on the hydrogen in the hydrogen engine after injection.

[0078] For example, after hydrogen is injected into the hydrogen engine, the hydrogen injected into the engine cylinder can be controlled to mix with air to form a combustible mixture. Then, the combustible mixture can be ignited to achieve normal operation of the hydrogen engine, providing power output to the vehicle and enabling normal vehicle operation.

[0079] In the embodiments of this application, the current gas pressure of the hydrogen storage tank is obtained, and a target injection mode for injecting hydrogen into the hydrogen engine is determined based on the current gas pressure. The target injection mode includes a target injection pressure and a target injection end time. This allows the target injection pressure and target injection end time to be determined based on the current gas pressure, enabling different target injection pressures and target injection end times to be determined under different current gas pressures. Based on the target injection pressure and target injection end time, hydrogen from the hydrogen storage tank is injected into the hydrogen engine, and the operation of the hydrogen engine is controlled based on the hydrogen in the hydrogen engine after injection, thereby achieving complete combustion of hydrogen and improving the combustion efficiency of the hydrogen engine. Therefore, this solution can improve the combustion efficiency of the hydrogen engine.

[0080] Furthermore, it should be noted that the gas pressure of the hydrogen storage tank itself decreases with use, and the injection pressure required to inject hydrogen from the storage tank into the cylinder is affected by the gas pressure of the storage tank. Related technologies that use only a single injection pressure also lead to a decrease in the utilization rate of the hydrogen tank; for example, the current hydrogen utilization rate in the storage tank is only 70%. However, in this embodiment, the target injection pressure for injecting hydrogen into the hydrogen engine can be determined based on the current gas pressure of the storage tank. For example, when the gas pressure in the storage tank is high, a higher target injection pressure can be set to fully utilize the injection capability provided by the high-pressure hydrogen. When the current gas pressure decreases, the target injection pressure will also be adjusted accordingly to adapt to lower injection pressure conditions while ensuring stable hydrogen injection. Through this embodiment, the hydrogen utilization rate of the storage tank can be increased to between 90% and 97%; for example, a hydrogen utilization rate of 90%, 96.8%, or 97%.

[0081] In one possible embodiment of this application, S202 above includes the following cases:

[0082] Case 1: If the current gas pressure is greater than or equal to the first preset pressure, the target injection pressure is determined as the first target pressure, and the target injection end time is determined as the first moment. The first moment is the moment when the piston in the hydrogen engine moves to its first position before reaching top dead center.

[0083] For example, the first preset pressure can be a value pre-configured by the engine or a value set manually; this application embodiment does not impose specific limitations on this. In practical application scenarios, the first preset pressure can be 150 bar.

[0084] For example, the first target pressure can be a pressure value lower than a first preset pressure to enable hydrogen in the hydrogen storage tank to be injected from the storage tank into the hydrogen engine. In practical applications, the first target pressure is 140 bar. It should be understood that with a target injection pressure of 140 bar, the target injection pressure is a relatively high injection pressure, capable of overcoming the high-pressure environment inside the cylinder of the hydrogen engine.

[0085] In practical applications, the piston's position can be represented by the corresponding crankshaft angle. The first position can be 30°CA before the piston moves to top dead center in a hydrogen engine, indicating that hydrogen injection ends when the piston moves to top dead center.

[0086] It's important to explain that the pressure inside the cylinder gradually increases as the piston in a hydrogen engine moves towards top dead center; the pressure reaches its peak near top dead center. Hydrogen, as a gaseous fuel, needs to overcome the cylinder pressure before being injected. If the target injection pressure is insufficient, hydrogen may not be injected smoothly, or the injection volume may be limited, affecting combustion efficiency and engine performance. A higher target injection pressure overcomes the high pressure generated inside the cylinder as the piston moves towards top dead center, ensuring that a sufficient amount of hydrogen is injected into the cylinder in a short time and that hydrogen and air are mixed.

[0087] For example, if the target injection pressure is the first injection pressure, since the target injection pressure is higher, hydrogen can be injected into the cylinder when the cylinder pressure of the hydrogen engine is higher. Therefore, the injection can be performed at a position closer to the top dead center of the piston (e.g., 30°CA before top dead center), so as to achieve better mixing of hydrogen and air and improve the combustion efficiency of the hydrogen engine.

[0088] Case 2: If the current gas pressure is less than the first preset pressure and greater than or equal to the second preset pressure, the target injection pressure is determined as the second target pressure, and the target injection end time is determined as the second time.

[0089] The second moment is the moment when the piston moves to the second position before reaching the top dead center.

[0090] For example, the second preset pressure can be a value pre-configured by the engine or a value set manually; this application embodiment does not impose specific limitations on this. In practical application scenarios, the second preset pressure can be 30 bar.

[0091] For example, the second target pressure can be a pressure value lower than a second preset pressure to enable the injection of hydrogen from the hydrogen storage tank into the hydrogen engine. In practical applications, the second target pressure can be 20 bar. It should be understood that as the current gas pressure in the hydrogen storage tank decreases, the target injection pressure also decreases. With a target injection pressure of 20 bar, the target injection pressure is a relatively low value; compared to a target injection pressure of 140 bar, the ability to overcome the pressure inside the cylinder is reduced at a target injection pressure of 20 bar.

[0092] In practical applications, the piston's position can be represented by the corresponding crankshaft angle. The second position can be 40°CA before the piston moves to top dead center in a hydrogen engine, indicating that hydrogen injection ends when the piston moves to 40°CA before top dead center.

[0093] Understandably, given the current drop in gas pressure, the target injection pressure and the timing of the target injection termination can be adjusted appropriately to ensure the efficient utilization of hydrogen and high combustion efficiency while maintaining the normal operation of the hydrogen engine.

[0094] Case 3: If the current gas pressure is less than the second preset pressure and greater than or equal to the third preset pressure, the target injection pressure is determined to be the third target pressure, and the target injection end time is determined to be the third time.

[0095] The third moment is the moment when the piston moves to the third position before reaching the top dead center.

[0096] For example, the third preset pressure can be a value pre-configured by the engine or a value set manually; this application embodiment does not impose specific limitations on this. In practical application scenarios, the third preset pressure can be 10 bar.

[0097] For example, the third target pressure can be equal to or lower than a third preset pressure to enable the injection of hydrogen from the hydrogen storage tank into the hydrogen engine. In practical applications, the third target pressure can be 10 bar. It should be understood that as the current gas pressure in the hydrogen storage tank decreases further, the target injection pressure also decreases further. When the second target pressure is 10 bar, hydrogen can be injected into the cylinder to ensure that the hydrogen can enter the cylinder and participate in combustion.

[0098] In practical applications, the piston's position can be represented by the corresponding crankshaft rotation angle. The third position can be 100°CA before the piston reaches top dead center in a hydrogen engine, indicating that hydrogen injection ends 100°CA before the piston reaches top dead center. This allows for successful hydrogen injection into the cylinder even when the cylinder pressure is relatively low.

[0099] Case 4: If the current gas pressure is less than the third preset pressure and greater than or equal to the fourth preset pressure, the target injection pressure is determined to be the fourth target pressure, and the target injection end time is determined to be the fourth time.

[0100] The fourth moment is the moment when the piston moves to the fourth position before reaching the top dead center.

[0101] For example, the fourth preset pressure can be a value pre-configured by the engine or a value set manually; this application embodiment does not impose specific limitations on this. In practical application scenarios, the second preset pressure can be 5 bar.

[0102] For example, the fourth target pressure can be a pressure value equal to or lower than a fourth preset pressure to enable the injection of hydrogen from the hydrogen storage tank into the hydrogen engine. In practical applications, the fourth target pressure can be 5 bar. It should be understood that, given a current gas pressure of 5 bar, considering the need to successfully inject hydrogen into the cylinder, a target injection pressure of 5 bar can be used to achieve successful injection of hydrogen into the cylinder even when the current gas pressure in the hydrogen storage tank is extremely low.

[0103] In practical applications, the piston's position can be represented by the corresponding crankshaft angle. The third position can be 180°CA before the piston moves to top dead center in a hydrogen engine, indicating that hydrogen injection ends when the piston moves to top dead center.

[0104] It is understandable that, since the hydrogen injection ends 180°CA before the piston reaches top dead center, the hydrogen engine is in the intake stroke when hydrogen is injected into the cylinder; and when the piston reaches 180°CA before top dead center, the hydrogen engine begins to perform the compression stroke.

[0105] It should be explained that when the current gas pressure is less than the third preset pressure but greater than or equal to the fourth preset pressure, an extremely low target injection pressure is used to achieve the vehicle's basic driving capability. Hydrogen injection ends at the fourth position before the piston reaches top dead center. At this point, the amount of air in the cylinder is significantly reduced, and the hydrogen engine's power output drops drastically to about one-fifth of normal. Optionally, in this situation, the vehicle can notify the user to slowly drive the vehicle to a nearby destination (e.g., a hydrogen refueling station) when the hydrogen engine's power output is reduced.

[0106] As an example, the first target pressure is greater than the second target pressure, the second target pressure is greater than the third target pressure, and the third target pressure is greater than the fourth target pressure; the first position is higher than the second position; the second position is higher than the third position; and the third position is higher than the fourth position.

[0107] Understandably, as the current gas pressure in the hydrogen storage tank decreases, the target injection pressure also gradually decreases; at the same time, the injection end time is also advanced accordingly to ensure that hydrogen can be effectively injected into the cylinder under different gas pressures in the hydrogen storage tank.

[0108] For example: the first target pressure is 150 bar; the second target pressure is 20 bar; the third target pressure is 10 bar; and the fourth target pressure can be 5 bar. The first position is 30°CA before the piston reaches top dead center; the second position is 40°CA before the piston reaches top dead center; the third position is 100°CA before the piston reaches top dead center; and the fourth position is 180°CA before the piston reaches top dead center.

[0109] It should be noted that the various values ​​provided in the embodiments of this application, such as the first target pressure of 140 bar, can be determined by actual measurement or simulation testing. The embodiments of this application do not limit the specific values ​​of each parameter or the method of data acquisition.

[0110] In the embodiments of this application, by determining the target injection pressure and the target injection end time corresponding to the current gas pressure under different pressure values, the target injection pressure and the target injection end time can be flexibly adjusted to improve the combustion efficiency of the hydrogen engine.

[0111] In one possible embodiment of this application, the target injection mode further includes the state of the target valve and the number of injections at the start time of hydrogen injection; the method provided in this application embodiment further includes: determining the state of the target valve and the number of injections based on the current gas pressure.

[0112] For example, the target valve could be the intake valve in a hydrogen engine. The state of the target valve (intake valve) could include an open state and a closed state. When the intake valve is in the open state, air can be drawn into the cylinder of the hydrogen engine. When the intake valve is in the closed state, air cannot be drawn into the cylinder of the hydrogen engine.

[0113] Understandably, if the intake valve is open, it means that open-valve injection can be used at the initial moment of hydrogen injection into the cylinders of the hydrogen engine. If the intake valve is closed, it means that closed-valve injection can be used at the initial moment of hydrogen injection into the cylinders of the hydrogen engine.

[0114] Of course, optionally, at the initial moment of injecting hydrogen into the cylinder of the hydrogen engine, the intake valve can be switched to the closed state within a preset time after the hydrogen is injected using the closed valve injection method.

[0115] For example, such as Figure 3 As shown, Figure 3 This is a schematic diagram of the state of an intake valve provided in an embodiment of this application. Figure 3The shaded area in the figure represents the process of injecting hydrogen into the cylinder; where the time between the end of injection and the beginning of injection is the duration of injecting hydrogen into the cylinder.

[0116] like Figure 3 As shown in (a), if the initial injection time and the end injection time are both located between the intake valve opening time and the intake valve closing time, it can be said that the process of injecting hydrogen into the cylinder is carried out when the intake valve is in the open state; that is, the open valve injection method is used to inject hydrogen into the cylinder of the hydrogen engine.

[0117] like Figure 3 As shown in (b), if the initial injection time falls between the intake valve opening and closing times, and the injection end time falls after the intake valve closing time, it indicates that the intake valve is in the open state at the initial moment of hydrogen injection into the cylinder; during the process of hydrogen injection into the cylinder, the intake valve is switched to the closed state, and the remaining hydrogen continues to be injected into the cylinder. This process can also be called: using a transition injection method to inject hydrogen into the cylinder of a hydrogen engine.

[0118] like Figure 3 As shown in (c), if both the initial injection time and the end injection time are after the intake valve closing time, it can be said that the process of injecting hydrogen into the cylinder is carried out when the intake valve is closed; that is, the closed valve injection method is used to inject hydrogen into the cylinder of the hydrogen engine.

[0119] For example, the number of injections can refer to the number of times hydrogen is injected into the cylinder of a hydrogen engine during one working cycle. Taking two injections as an example: dividing the injected hydrogen into two injections allows for a more uniform mixing of hydrogen and air in the cylinder, thus further improving the combustion efficiency of hydrogen.

[0120] The embodiments of this application do not impose specific limitations on the relationship between the amount of hydrogen injected in the first injection and the amount of hydrogen injected in the second injection.

[0121] Regarding how to determine the state of the target valve and the number of injections based on the current gas pressure, please refer to the following embodiments, which will not be repeated here.

[0122] In the embodiments of this application, the state of the target valve and the number of injections at the start time of hydrogen injection can be flexibly adjusted based on the current gas pressure, which can further improve the combustion efficiency of the hydrogen engine.

[0123] In one possible embodiment of this application, determining the state of the target valve and the number of injections based on the current gas pressure may include the following cases:

[0124] Case 1: If the current gas pressure is greater than or equal to the first preset pressure, the target valve is determined to be in the closed state, and the number of injections is the first preset number.

[0125] For example, the first preset number of times can be a value pre-configured by the engine or a value set manually; this application embodiment does not impose specific limitations on this. For instance, the first preset number of times can be 2 times.

[0126] For example, when the current gas pressure is greater than or equal to a first preset pressure (e.g., 150 bar), the target valve (intake valve) can be determined to be in a closed state. This allows for the use of a closed-valve injection method at the initial moment of hydrogen injection into the cylinder of the hydrogen engine. This reduces the reduction in the amount of air in the cylinder due to excessively high target injection pressure (e.g., 140 bar) during hydrogen injection. Furthermore, the number of injections can be determined to be a first preset number, for example, 2 times. By injecting hydrogen into the cylinder of the hydrogen engine multiple times, the uniform mixing of hydrogen and air can be promoted, thereby improving the combustion efficiency of the hydrogen engine.

[0127] Understandably, when the target injection pressure is high, if the intake valve is open, the hydrogen injected into the cylinder of the hydrogen engine at this pressure will expand rapidly due to the reduced pressure of the injected hydrogen. This will severely reduce the volume of air in the cylinder, decreasing the amount of air that can be drawn into the cylinder per cycle and thus lowering the combustion efficiency of the hydrogen engine. Therefore, when the target injection pressure is high, a closed-valve injection method should be used at the initial moment of hydrogen injection into the cylinder. This ensures that the injected hydrogen does not affect the amount of air drawn into the cylinder, thus guaranteeing sufficient air in the cylinder and improving the combustion efficiency and power of the hydrogen engine.

[0128] As an example, if the current gas pressure is greater than or equal to the first preset pressure, the first preset number of injections is two; the injection volume of the first injection in the injection count is the first hydrogen volume, and the injection volume of the second injection in the injection count is the second hydrogen volume; the first hydrogen volume is greater than the second hydrogen volume.

[0129] For example, when the current gas pressure is greater than or equal to a first preset pressure (e.g., 150 bar), hydrogen can be injected into the cylinder twice. By injecting hydrogen in a stratified manner, uniform mixing of hydrogen and air can be promoted, thereby improving the combustion efficiency of the hydrogen engine. For instance, when hydrogen is injected into the cylinder for the first time, the first amount of hydrogen can be 80% of the total injection amount; when hydrogen is injected into the cylinder for the second time, the second amount of hydrogen can be 20% of the total injection amount.

[0130] Optionally, the first hydrogen injection can begin 160°CA before the piston reaches top dead center and end 100°CA before the piston reaches top dead center; then, the second hydrogen injection can begin 60°CA before the piston reaches top dead center and end 30°CA before the piston reaches top dead center.

[0131] It is understandable that if the current gas pressure is greater than or equal to the first preset pressure, injecting hydrogen into the cylinder twice can promote the uniform mixing of hydrogen and air, thereby improving the combustion efficiency of the hydrogen engine.

[0132] Case 2: If the current gas pressure is less than the first preset pressure and greater than or equal to the second preset pressure, determine that the target valve is in the closed state and the number of injections is the second preset number.

[0133] The second preset number of times is less than or equal to the first preset number of times.

[0134] For example, the second preset number of times can be a value pre-configured by the engine or a value set manually; this application embodiment does not impose specific limitations on this. For instance, the second preset number of times can be 1 time.

[0135] Understandably, as the current gas pressure decreases, the target injection pressure also decreases; for example, the second target pressure (20 bar) is less than the first target pressure (140 bar). Given the same amount of hydrogen injected, the injection duration based on the second target pressure is less than the injection duration based on the first target pressure; therefore, the second preset number of injections can be less than the first preset number of injections.

[0136] For example, when the current gas pressure is less than a first preset pressure (e.g., 150 bar) and greater than or equal to a second preset pressure (e.g., 30 bar), the target valve (intake valve) can be determined to be in a closed state. This allows for the use of a closed-valve injection method at the initial moment of hydrogen injection into the cylinder of the hydrogen engine, thereby providing sufficient air for the subsequent normal operation of the hydrogen engine and improving its combustion efficiency. Furthermore, the number of injections can be determined to be a second preset number, for example, one injection. This ensures timely hydrogen injection into the cylinder, preventing insufficient hydrogen from being injected at the end of the injection process, which would otherwise affect the combustion efficiency of the hydrogen engine.

[0137] Case 3: If the current gas pressure is less than the second preset pressure and greater than or equal to the third preset pressure, determine that the target valve is in the open state and the number of injections is the second preset number.

[0138] Understandably, when the target injection pressure is the third target pressure (e.g., 10 bar), if the valve-closed injection method is still used at this point, the minimum pressure required for valve-closed injection cannot be met, resulting in insufficient hydrogen injection and affecting the combustion efficiency of the hydrogen engine. Therefore, an open-valve injection method can be used to inject pressure into the cylinder; this ensures that hydrogen can be successfully injected into the cylinder based on the third target pressure.

[0139] For example, when the current gas pressure is less than a second preset pressure (e.g., 30 bar) and greater than or equal to a third preset pressure (e.g., 10 bar), the target valve (intake valve) can be determined to be in the open state. This allows for the use of an open-valve injection method to inject hydrogen into the cylinder of the hydrogen engine at the initial moment of hydrogen injection, thereby ensuring that hydrogen is effectively injected into the cylinder. Furthermore, the number of injections can be determined to be a second preset number, for example, once. This ensures timely injection of hydrogen into the cylinder, avoiding insufficient hydrogen injection at the end of the injection process, which would affect the combustion efficiency of the hydrogen engine.

[0140] As an example, the method provided in this application embodiment further includes: if the current gas pressure is less than a second preset pressure and greater than or equal to a third preset pressure, after a preset duration of hydrogen injection into the hydrogen engine and before the target injection end time, controlling the state of the target valve to switch to a closed state.

[0141] For example, the preset duration can be a value pre-configured by the engine or a value set manually, and this application embodiment does not specifically limit it in this way.

[0142] For example, when the current gas pressure is less than a second preset pressure (e.g., 30 bar) and greater than or equal to a third preset pressure (e.g., 10 bar), hydrogen is injected using an open-valve injection method at the initial moment of injecting hydrogen into the cylinder of the hydrogen engine. Then, after a preset time has elapsed and before the target injection end time (e.g., 100°CA before the piston reaches top dead center), the intake valve is switched to a closed state; this enables effective hydrogen injection even at a low target injection pressure.

[0143] It is understandable that when the current gas pressure is less than the second preset pressure and greater than or equal to the third preset pressure, by controlling the state of the intake valve to switch to the closed state, it is possible to inject a portion of hydrogen when the intake valve is open and inject another portion of hydrogen when the intake valve is closed, thereby achieving effective hydrogen injection.

[0144] Case 4: If the current gas pressure is less than the third preset pressure and greater than or equal to the fourth preset pressure, determine that the target valve is in the open state and the number of injections is the second preset number.

[0145] Understandably, when the target injection pressure is the fourth target pressure (e.g., 5 bar), since the fourth target pressure is too low, based on the above description, a development injection method can be adopted to inject hydrogen into the cylinder; this can ensure that the hydrogen can be effectively injected into the cylinder.

[0146] For example, when the current gas pressure is less than a third preset pressure (e.g., 10 bar) and greater than or equal to a fourth preset pressure (e.g., 5 bar), the target valve (intake valve) can be determined to be in the open state. This allows for the use of an open-valve injection method to inject hydrogen into the cylinder of the hydrogen engine at the initial moment of hydrogen injection, thereby ensuring that hydrogen can be effectively injected into the cylinder. Furthermore, the number of injections can be determined to be a second preset number, for example, once. This ensures that hydrogen is injected into the cylinder in a timely manner, avoiding insufficient hydrogen injection at the end of the injection, which would affect the combustion efficiency of the hydrogen engine.

[0147] In the embodiments of this application, the state of the target valve and the number of injections are flexibly adjusted when the current gas pressure is at different pressure values, thereby achieving the goal of charging the cylinder with an appropriate amount of hydrogen and air, and improving the combustion efficiency of the hydrogen engine.

[0148] In one possible embodiment of this application, S202 includes: if the current gas pressure is less than a second preset pressure and greater than or equal to a third preset pressure, determining whether an indication message is detected; if an indication message is detected, determining the preset injection mode as the target injection mode.

[0149] The instruction information includes a preset spray mode.

[0150] For example, in the preset injection mode, the target injection pressure is the fourth target pressure, the target injection end time is the fourth time, the target valve is in the open state at the start time of hydrogen injection, and the number of injections is the second preset number.

[0151] For example, the instructions could be given by the user on the vehicle's central control display screen.

[0152] Optionally, a prompt message can be sent to the user before determining whether an indication message has been detected; the prompt message indicates whether to switch the target injection mode to the injection mode corresponding to when the current gas pressure is less than the second preset pressure and greater than or equal to the third preset pressure.

[0153] For example, when the target injection pressure is the fourth target pressure, the target injection end time is the fourth time, the target valve is in the open state at the start time of hydrogen injection, and the number of injections is the second preset number, the target injection pressure can also be referred to as limp mode. In limp mode, due to insufficient hydrogen in the hydrogen storage tank, the hydrogen engine will not be able to maintain normal operation. In limp mode, the vehicle speed is below 10 km / h.

[0154] In the embodiments of this application, if the current gas pressure is less than the second preset pressure and greater than or equal to the third preset pressure, the user can determine whether to enter the preset injection mode according to the actual situation; this can save hydrogen usage when the hydrogen in the hydrogen storage tank is insufficient, thereby improving the user experience.

[0155] Figure 4 This is a schematic flowchart of another engine control method provided in the embodiments of this application.

[0156] For example, Figure 4 The engine control method shown can be executed by the vehicle or by an engine control device in the vehicle, such as a chip.

[0157] like Figure 4 As shown, the engine control method includes S401 to S411, and S401 to S412 are described in detail below.

[0158] S401. Obtain the current gas pressure of the hydrogen storage tank through a pressure sensor.

[0159] It should be understood that since the injection pressure of the hydrogen injection system mainly depends on the gas pressure of the hydrogen storage tank itself, the current gas pressure of the hydrogen storage tank will gradually decrease as the hydrogen storage tank in the vehicle continuously outputs hydrogen; thus affecting the combustion efficiency of hydrogen after it is injected into the cylinder.

[0160] S402. Determine if the current gas pressure is greater than 150 bar. If yes, proceed to S403; otherwise, proceed to S404.

[0161] S403. Determine injection mode A as the target injection mode.

[0162] like Figure 5As shown, when the current gas pressure is greater than 150 bar, injection mode A can be used: injecting hydrogen at a target injection pressure of 140 bar. Because the target injection pressure is relatively high, a closed-valve injection method can be used; this does not affect the charging efficiency and improves engine power. The injection can be performed twice. The first injection can be 80% of the total hydrogen volume, starting 160°CA before top dead center and ending 100°CA before top dead center. The second injection can be 20% of the total hydrogen volume, ending 30°CA before top dead center. This achieves a stratified injection effect, improving the combustion efficiency of the hydrogen engine.

[0163] S404. Determine if the current gas pressure is greater than 30 bar. If yes, proceed to S405; otherwise, proceed to S406.

[0164] S405. Determine injection mode B as the target injection mode.

[0165] like Figure 5 As shown, when the current gas pressure is greater than 30 bar and less than or equal to 150 bar, injection mode B can be used: hydrogen is injected at a target injection pressure of 20 bar. In this case, the closed-valve injection method can still be used to inject hydrogen, avoiding a reduction in engine power; the injection can be performed once, and the injection ends at 40°CA before top dead center.

[0166] S406. Determine if the current gas pressure is greater than 10 bar. If yes, proceed to S407; otherwise, proceed to S409.

[0167] S407. Determine whether a user control command has been received. If yes, proceed to S408; otherwise, proceed to S410.

[0168] If the current gas pressure is less than 30 bar, the user needs to select whether to enter injection mode C based on the actual situation. If a user control command is received, injection mode C is selected. If no user control command is received, injection mode D, also known as limp mode, is selected.

[0169] S408. Determine injection mode C as the target injection mode.

[0170] like Figure 5As shown, when the current gas pressure is greater than 10 bar and less than or equal to 30 bar, injection mode C can be used: hydrogen is injected at a target injection pressure of 10 bar. In this case, a transitional injection method is used, i.e., a portion of hydrogen is injected before the intake valve closes; and another portion is injected after the intake valve closes. The injection can be performed once, and the injection ends at 100°CA before top dead center.

[0171] S409. Determine if the current gas pressure is greater than 5 bar. If yes, proceed to S410.

[0172] S410. Determine injection mode D as the target injection mode.

[0173] like Figure 5 As shown, when the current gas pressure is greater than 5 bar and less than or equal to 10 bar, injection mode D can be used: hydrogen is injected at a target injection pressure of 5 bar. In this case, hydrogen is injected using an open valve injection method; the injection can be performed once, and the injection ends 180°CA before the top dead center. The purpose of injection mode D is to slowly drive the vehicle to the hydrogen refueling station.

[0174] S411. Based on the target injection mode, inject hydrogen from the hydrogen storage tank into the cylinder.

[0175] S412. Control the operation of the hydrogen engine based on the hydrogen in the cylinder after injection.

[0176] For detailed descriptions of S401 to S412, please refer to Figures 2 to 3 Related descriptions will not be repeated here.

[0177] In the embodiments of this application, a target injection mode corresponding to the current gas pressure is determined based on the current gas pressure of the hydrogen storage tank. The target injection mode includes the target injection pressure, the injection end time, the state of the target valve, and the number of injections. This allows for the determination of different target injection modes under different current gas pressures. Based on the target injection pressure and the target injection end time, hydrogen from the hydrogen storage tank is injected into the hydrogen engine. Based on the hydrogen in the hydrogen engine after injection, the operation of the hydrogen engine is controlled, thereby achieving complete combustion of hydrogen and improving the combustion efficiency of the hydrogen engine. Therefore, this solution can improve the combustion efficiency of the hydrogen engine.

[0178] The above text combined Figures 2 to 5 The engine control method provided in the embodiments of this application has been described in detail; the following will be combined with Figure 6 and Figure 7The apparatus embodiments of this application are described in detail below. It should be understood that the apparatus in the embodiments of this application can perform the various methods described in the foregoing embodiments of this application, that is, the specific working processes of the various products described below can be referred to the corresponding processes in the foregoing method embodiments.

[0179] The following is combined Figure 6 The engine control device provided in the embodiments of this application will be described in detail.

[0180] like Figure 6 As shown, Figure 6 This is a schematic diagram of the structure of an engine control device provided in an embodiment of this application.

[0181] For example, such as Figure 6 As shown, the device includes:

[0182] The acquisition module 610 is used to acquire the current gas pressure of the hydrogen storage tank in the vehicle;

[0183] The determination module 620 is used to determine the target injection mode for injecting hydrogen into the hydrogen engine based on the current gas pressure; wherein, the target injection mode includes the target injection pressure and the target injection end time;

[0184] Injection module 630 is used to inject hydrogen from the hydrogen storage tank into the hydrogen engine based on a target injection pattern;

[0185] The control module 640 is used to control the operation of the hydrogen engine based on the hydrogen in the hydrogen engine after injection.

[0186] In one possible implementation, the determining module 620 is specifically configured to: if the current gas pressure is greater than or equal to a first preset pressure, determine the target injection pressure as the first target pressure, and the target injection end time as the first moment; wherein, the first moment is the moment when the piston in the hydrogen engine moves to a first position before top dead center; if the current gas pressure is less than the first preset pressure, but greater than or equal to a second preset pressure, determine the target injection pressure as the second target pressure, and the target injection end time as the second moment; wherein, the second moment is the moment when the piston moves to a second position before top dead center; if the current gas pressure is less than the second preset pressure, but greater than or equal to a third preset pressure, determine... The target injection pressure is defined as the third target pressure, and the target injection end time is defined as the third time. The third time is the moment before the piston reaches the third position at top dead center. If the current gas pressure is less than the third preset pressure but greater than or equal to the fourth preset pressure, the target injection pressure is defined as the fourth target pressure, and the target injection end time is defined as the fourth time. The fourth time is the moment before the piston reaches the fourth position at top dead center. The first target pressure is greater than the second target pressure, the second target pressure is greater than the third target pressure, and the third target pressure is greater than the fourth target pressure. The first position is higher than the second position; the second position is higher than the third position; and the third position is higher than the fourth position.

[0187] In one possible implementation, the determining module 620 is also used to determine the state of the target valve and the number of injections based on the current gas pressure.

[0188] In one possible implementation, the determining module 620 is specifically configured to: if the current gas pressure is greater than or equal to a first preset pressure, determine that the target valve is in a closed state and the number of injections is a first preset number; if the current gas pressure is less than the first preset pressure but greater than or equal to a second preset pressure, determine that the target valve is in a closed state and the number of injections is a second preset number, wherein the second preset number is less than the first preset number; if the current gas pressure is less than the second preset pressure but greater than or equal to a third preset pressure, determine that the target valve is in an open state and the number of injections is a second preset number; if the current gas pressure is less than the third preset pressure but greater than or equal to a fourth preset pressure, determine that the target valve is in an open state and the number of injections is a second preset number.

[0189] In one possible implementation, the control module 640 is further configured to control the target valve to switch to a closed state if the current gas pressure is less than a second preset pressure and greater than or equal to a third preset pressure, after a preset duration of hydrogen injection into the hydrogen engine and before the target injection end time.

[0190] In one possible implementation, the determining module 620 is specifically used to determine whether an indication message is detected if the current gas pressure is less than a second preset pressure and greater than or equal to a third preset pressure; wherein the indication message carries a preset injection mode; if the indication message is detected, the preset injection mode is determined as the target injection mode.

[0191] It should be noted that the engine control device provided in the above embodiments is only illustrated by the division of the above functional modules when executing the engine control method. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0192] Furthermore, the engine control device and engine control method embodiments provided in the above embodiments belong to the same concept. Therefore, for details not disclosed in the device embodiments of this specification, please refer to the engine control method embodiments described above in this specification, which will not be repeated here.

[0193] Figure 7 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0194] For example, such as Figure 7 As shown, the vehicle 700 includes a memory 701 and a processor 702, wherein the memory 701 stores executable program code 703, and the processor 702 is used to call and execute the executable program code 703 to perform an engine control method.

[0195] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform an engine control method provided in embodiments of this application.

[0196] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0197] When each functional module is divided according to its corresponding function, the device may further include an acquisition module, a detection module, a processing module, and a control module. It should be noted that all relevant content regarding the steps involved in the above method embodiments can be referenced to the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0198] It should be understood that the device provided in this embodiment is used to execute the engine control method described above, and therefore can achieve the same effect as the implementation method described above.

[0199] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant program code.

[0200] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0201] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute an engine control method provided in the above embodiments.

[0202] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement an engine control method provided in the above embodiment.

[0203] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement an engine control method provided in the above embodiment.

[0204] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0205] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0206] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0207] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. An engine control method, characterized in that, The method includes: Obtain the current gas pressure in the hydrogen storage tank of the vehicle; Based on the current gas pressure, a target injection mode for injecting hydrogen into the hydrogen engine is determined. The target injection mode includes a target injection pressure, a target injection end time, the state of the target valve at the start time of hydrogen injection, and the number of injections. The target injection pressure and the target injection end time are determined based on the relationship between the current gas pressure and a preset pressure range. The preset pressure range is determined by sequentially decreasing first, second, third, and fourth preset pressures. Different preset pressure ranges correspond to different target injection pressures, target injection end times, target valve states, and the number of injections. The target injection pressure is positively correlated with the current gas pressure. Based on the target injection pattern, hydrogen from the hydrogen storage tank is injected into the hydrogen engine; The operation of the hydrogen engine is controlled based on the hydrogen gas in the injected hydrogen engine.

2. The method according to claim 1, characterized in that, The step of determining the target injection mode for injecting hydrogen into the hydrogen engine based on the current gas pressure includes: If the current gas pressure is greater than or equal to the first preset pressure, the target injection pressure is determined as the first target pressure, and the target injection end time is determined as the first moment; wherein, the first moment is the moment when the piston in the hydrogen engine moves to the first position before the top dead center; If the current gas pressure is less than the first preset pressure and greater than or equal to the second preset pressure, the target injection pressure is determined to be the second target pressure, and the target injection end time is determined to be the second time; wherein, the second time is the time when the piston moves to the second position before the top dead center; If the current gas pressure is less than the second preset pressure and greater than or equal to the third preset pressure, the target injection pressure is determined to be the third target pressure, and the target injection end time is determined to be the third moment; wherein, the third moment is the moment when the piston moves to the third position before the top dead center; If the current gas pressure is less than the third preset pressure and greater than or equal to the fourth preset pressure, the target injection pressure is determined to be the fourth target pressure, and the target injection end time is determined to be the fourth moment; wherein, the fourth moment is the moment when the piston moves to the fourth position before the top dead center; Wherein, the first target pressure is greater than the second target pressure, the second target pressure is greater than the third target pressure, and the third target pressure is greater than the fourth target pressure; The first position is higher than the second position; the second position is higher than the third position; the third position is higher than the fourth position.

3. The method according to claim 1 or 2, characterized in that, The method further includes: Based on the current gas pressure, the state and number of injections of the target valve are determined.

4. The method according to claim 3, characterized in that, The state and number of injections of the target valve based on the current gas pressure include: If the current gas pressure is greater than or equal to the first preset pressure, the target valve is determined to be in a closed state, and the number of injections is determined to be the first preset number. If the current gas pressure is less than the first preset pressure and greater than or equal to the second preset pressure, the target valve is determined to be in a closed state, and the number of injections is determined to be the second preset number; wherein the second preset number is less than the first preset number; If the current gas pressure is less than the second preset pressure and greater than or equal to the third preset pressure, the target valve is determined to be in the open state, and the number of injections is the second preset number. If the current gas pressure is less than the third preset pressure and greater than or equal to the fourth preset pressure, the target valve is determined to be in the open state, and the number of injections is the second preset number.

5. The method according to claim 4, characterized in that, If the current gas pressure is greater than or equal to the first preset pressure, the first preset number of times is two; the first injection volume in the number of injections is the first hydrogen volume, and the second injection volume in the number of injections is the second hydrogen volume; the first hydrogen volume is greater than the second hydrogen volume.

6. The method according to claim 4, characterized in that, The method further includes: If the current gas pressure is less than the second preset pressure and greater than or equal to the third preset pressure, after a preset duration of hydrogen injection into the hydrogen engine and before the target injection end time, the target valve is controlled to switch to the closed state.

7. The method according to claim 1 or 2, characterized in that, Based on the current gas pressure, determine the target injection mode for injecting hydrogen into the hydrogen engine, including: If the current gas pressure is less than the second preset pressure and greater than or equal to the third preset pressure, determine whether an indication message has been detected; wherein the indication message carries a preset injection mode; If the indication information is detected, the preset injection mode will be determined as the target injection mode.

8. An engine control device, characterized in that, The device includes: The acquisition module is used to acquire the current gas pressure in the hydrogen storage tank of the vehicle; A determining module is used to determine a target injection mode for injecting hydrogen into a hydrogen engine based on the current gas pressure. The target injection mode includes a target injection pressure, a target injection end time, the state of the target valve at the start time of hydrogen injection, and the number of injections. The target injection pressure and the target injection end time are determined based on the relationship between the current gas pressure and a preset pressure range. The preset pressure range is determined by sequentially decreasing first, second, third, and fourth preset pressures. Different preset pressure ranges correspond to different target injection pressures, target injection end times, target valve states, and the number of injections. The target injection pressure is positively correlated with the current gas pressure. An injection module is used to inject hydrogen from the hydrogen storage tank into the hydrogen engine based on the target injection pattern. A control module is used to control the operation of the hydrogen engine based on the hydrogen gas in the hydrogen engine after injection.

9. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the method as described in any one of claims 1 to 7.

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