An engine injection valve detection method, device, equipment and storage medium

Abstract

The application provides an engine injection valve detection method, device, equipment and storage medium, comprising: determining that the engine opens any one injection valve contained by the engine in a preset working condition, and obtaining an air-fuel ratio closed loop correction coefficient corresponding to the any one injection valve after the engine completes a preset working cycle; determining a difference value between the air-fuel ratio closed loop correction coefficient corresponding to the any one injection valve and a preset air-fuel ratio closed loop correction coefficient; and determining whether the any one injection valve corresponding to the difference value fails according to the difference value. The actual performance of the single injection valve can be directly observed and evaluated, so that the wear and blockage degree of the single injection valve can be more accurately judged, and the detection efficiency is improved.

Description

Technical Field

[0001] This application relates to the field of engine testing, and more particularly to a method, apparatus, equipment, and storage medium for testing engine injection valves. Background Technology

[0002] As a key component, the condition of the natural gas injection valve directly affects the engine's performance and emissions. During the repair and maintenance of natural gas engines, mechanics need to confirm the injection status. Current methods for determining whether the injection valves in the engine are worn or clogged use a method of sequentially closing each valve and assessing the situation by observing the changes in other still-operating valves. This method can only indirectly determine the degree of wear and clogging of each valve. It relies on the performance of the remaining injection valves to infer the status of the closed valves, which is relatively complex and not direct enough. It also requires a comprehensive analysis of the influence of multiple variables to reach a conclusion. Summary of the Invention

[0003] This application provides a method, apparatus, device, and storage medium for testing engine injection valves, which can directly observe and evaluate the actual performance of a single injection valve, thereby more accurately determining its wear and blockage level and improving testing efficiency.

[0004] In a first aspect, this application provides a method for detecting an engine injection valve, including:

[0005] When the engine is under a preset operating condition, open any one of the injection valves included in the engine, and obtain the air-fuel ratio closed-loop correction coefficient corresponding to any one of the injection valves after the engine completes a preset number of working cycles.

[0006] Determine the difference between the air-fuel ratio closed-loop correction coefficient corresponding to any one of the injection valves and the preset air-fuel ratio closed-loop correction coefficient;

[0007] Based on the difference, determine whether any one of the injection valves corresponding to the difference is malfunctioning.

[0008] In one or more possible embodiments, determining whether any one of the injection valves corresponding to the difference has malfunctioned based on the difference includes:

[0009] Determine whether the difference falls within a preset difference range;

[0010] If so, then it is determined that none of the injection valves corresponding to the difference is faulty;

[0011] If not, then it is determined that any one of the injection valves corresponding to the difference is faulty.

[0012] In one or more possible embodiments, the engine is determined to be in a preset operating condition in the following manner:

[0013] When the throttle opening is close to zero and the engine is running smoothly, and / or when the engine speed falls within a preset idle speed range and the engine is running smoothly, the engine is determined to be in a preset operating condition.

[0014] In one or more possible embodiments, the preset air-fuel ratio closed-loop correction coefficient is determined in the following manner:

[0015] When the engine is under preset operating conditions, according to the preset injection valve opening rules, only one injection valve in the engine is opened in sequence. After the engine completes a preset number of working cycles, the preset air-fuel ratio closed-loop correction coefficient is obtained.

[0016] In one or more possible embodiments, the air-fuel ratio closed-loop correction factor is determined based on the output signal of the oxygen sensor.

[0017] In one or more possible embodiments, the method further includes: when it is determined that any one of the injection valves has malfunctioned, outputting an alarm message indicating that any one of the injection valves has malfunctioned.

[0018] Secondly, this application provides an engine injection valve detection device, comprising:

[0019] The air-fuel ratio closed-loop correction coefficient acquisition module is used to determine that when the engine is in a preset operating condition, any one of the injection valves in the engine is opened, and after the engine completes a preset number of working cycles, the air-fuel ratio closed-loop correction coefficient corresponding to the arbitrary injection valve is acquired.

[0020] The difference determination module is used to determine the difference between the air-fuel ratio closed-loop correction coefficient corresponding to any one of the injection valves and the preset air-fuel ratio closed-loop correction coefficient.

[0021] The injection valve fault determination module is used to determine whether any injection valve corresponding to the difference has malfunctioned based on the difference value.

[0022] In one or more possible embodiments, the injection valve fault determination module is specifically used for:

[0023] Determine whether the difference falls within a preset difference range;

[0024] If so, then it is determined that none of the injection valves corresponding to the difference is faulty;

[0025] If not, then it is determined that any one of the injection valves corresponding to the difference is faulty.

[0026] Thirdly, this application provides an engine injection valve testing device, comprising:

[0027] At least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor to enable the at least one processor to perform any of the methods in the first aspect.

[0028] Fourthly, this application provides a computer storage medium storing a computer program for causing a computer to perform any of the methods described in the first aspect.

[0029] According to the engine injection valve testing method, apparatus, equipment and storage medium provided in this application, the actual performance of a single injection valve can be directly observed and evaluated, thereby more accurately determining its wear and blockage degree and improving testing efficiency. Attached Figure Description

[0030] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application, and do not constitute an undue limitation of this application.

[0031] Figure 1 This is a flowchart of an engine injection valve testing method according to an embodiment;

[0032] Figure 2 This is a detailed flowchart of an engine injection valve testing method provided according to an embodiment;

[0033] Figure 3 This is a block diagram of an engine injection valve detection device according to an embodiment;

[0034] Figure 4 This is a block diagram of an engine injection valve testing device according to an embodiment;

[0035] Figure 5 This is a schematic diagram of a computer storage medium provided according to an embodiment. Detailed Implementation

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

[0037] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this disclosure are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this disclosure described herein can be implemented in orders other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure as detailed in the appended claims.

[0038] Furthermore, in the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0039] As a key component, the condition of the natural gas injection valve directly affects the engine's performance and emissions. During the repair and maintenance of natural gas engines, mechanics need to confirm the injection status. Current methods for determining whether the injection valves in the engine are worn or clogged use a method of sequentially closing each valve and assessing the situation by observing the changes in other still-operating valves. This method can only indirectly determine the degree of wear and clogging of each valve. It relies on the performance of the remaining injection valves to infer the status of the closed valves, which is relatively complex and not direct enough. It also requires a comprehensive analysis of the influence of multiple variables to reach a conclusion.

[0040] Therefore, in view of the above problems, this application provides an engine injection valve testing method, device, equipment and storage medium, which can directly observe and evaluate the actual performance of a single injection valve, thereby more accurately judging its wear and blockage degree and improving testing efficiency.

[0041] For ease of understanding, the terms used in the embodiments of this invention are explained below:

[0042] An oxygen sensor, commonly known as a lambda sensor, is a key component installed in a car's exhaust system. Its primary function is to monitor the oxygen content in the exhaust gas and feed this information back to the engine control unit (ECU) to adjust fuel injection, thereby optimizing combustion and reducing harmful emissions. The lambda sensor detects the oxygen content in the exhaust gas to infer the engine's current air-fuel ratio. The oxygen sensor (AFR) helps the engine control system achieve closed-loop control by monitoring the oxygen content in the exhaust gas in real time. This means that the ECU can dynamically adjust the fuel injection quantity based on the data provided by the sensor to maintain combustion conditions close to the ideal air-fuel ratio. The aforementioned oxygen sensors generally include narrow-band Lambda sensors and wide-band Lambda sensors. Traditional narrow-band Lambda sensors output a simple voltage signal (typically between 0 and 1 volt) indicating whether the current air-fuel ratio is rich or lean. When the mixture is rich (full fuel state), the sensor output voltage is higher; when the mixture is lean (lean fuel state), the output voltage is lower. This type of sensor is mainly used to detect whether the mixture is close to the stoichiometric ratio. Wide-band Lambda sensors can more accurately measure the oxygen content under different air-fuel ratios, not just near the stoichiometric ratio, providing a wider measurement range and higher accuracy. They are suitable for various operating conditions requiring precise control of the air-fuel ratio, such as high load or lean combustion modes. The oxygen sensor in this application is located before the catalytic converter and is used to monitor the composition of the exhaust gas emitted by the engine in real time and adjust the fuel injection quantity accordingly.

[0043] Single Point Injection for Natural Gas Engines (SPI): Natural gas is injected into the intake system through an injector (or nozzle) located near the throttle body. When air enters the intake manifold through the throttle, natural gas is sprayed out from the injector and mixes with the air to form a combustible mixture, which is then distributed to each cylinder for combustion. The engine control unit (ECU) adjusts the opening and closing time and frequency of the injector based on information provided by sensors (such as engine speed, load, etc.) to ensure that an appropriate amount of natural gas is provided and to maintain an ideal air-fuel ratio.

[0044] Lambda Closed-Loop Correction Factor: This is a key parameter in the engine management system used to optimize the combustion process. Based on feedback signals from the oxygen sensor (Lambda sensor), it dynamically adjusts the fuel injection quantity through a closed-loop control system to ensure that the engine maintains an ideal air-fuel ratio under various operating conditions. The air-fuel ratio (AFR) can be obtained using the following method: First, a target air-fuel ratio is set: the ECU sets a target air-fuel ratio (usually Lambda = 1) based on driving conditions, load, or emission requirements. Second, the oxygen sensor continuously monitors the oxygen content in the exhaust gas and feeds this information back to the ECU as a voltage signal. The ECU compares the oxygen sensor's feedback signal with the target air-fuel ratio to determine if the current air-fuel ratio meets expectations. Finally, the closed-loop correction coefficient for the air-fuel ratio is determined. If the actual air-fuel ratio deviates from the target value, the ECU calculates a correction coefficient to adjust the fuel injection quantity. This correction coefficient is the closed-loop correction coefficient for the air-fuel ratio. When the mixture is lean (Lambda > 1), the ECU increases the fuel injection quantity, and the correction coefficient is greater than 1. When the mixture is rich (Lambda < 1), the ECU decreases the fuel injection quantity. The correction factor is less than 1. The correction process is as follows: The ECU applies the correction factor to adjust the fuel injection pulse width and continues to monitor the output signal of the oxygen sensor, further fine-tuning the correction factor to ensure that the air-fuel ratio is stable near the target value. Assuming the target air-fuel ratio is Lambda = 1, and the current oxygen sensor reading is 0.6V (the mixture is rich, Lambda < 1), the ECU will adjust according to the following steps: First, determine that the current mixture is rich (Lambda < 1). The ECU calculates the amount of fuel that needs to be reduced based on the feedback signal from the oxygen sensor and the preset target value. Assuming the current correction factor is 0.95 (meaning that the amount of fuel needs to be reduced by 5%), the fuel injection is adjusted according to the calculated correction factor to make the mixture leaner. At the same time, the ECU continues to monitor the output signal of the oxygen sensor and further adjusts the correction factor based on the new reading until the air-fuel ratio is stable near the target value. Specifically, the air-fuel ratio closed-loop correction coefficient is a dynamically adjusted parameter used to ensure that the engine can maintain an ideal air-fuel ratio under various operating conditions. Through real-time feedback provided by the oxygen sensor, the ECU can accurately control the fuel injection quantity, thereby ensuring the overall performance of the engine and its consistency and reliability under different operating conditions.

[0045] Example 1

[0046] It should be noted that the embodiments of this disclosure may include multiple steps. For ease of description, these steps are numbered, but these numbers are not a limitation on the execution time slots or execution order between the steps; these steps can be implemented in any order, and the embodiments of this disclosure do not limit this.

[0047] This application provides a method for detecting engine injection valves, such as... Figure 1 As shown, it includes:

[0048] Step 101: Determine that when the engine is in a preset operating condition, open any one of the N injection valves included in the engine and obtain the air-fuel ratio closed-loop correction coefficient corresponding to any one injection valve.

[0049] In one or more possible embodiments, the aforementioned preset operating condition refers to the engine idling condition, which refers to the state in which the engine operates at the lowest stable speed under no load. In this state, the vehicle is usually stationary, such as when parked, waiting at a traffic light, or when the engine is warming up. Generally speaking, when the throttle opening is close to zero and the engine is running smoothly, and / or when the engine speed falls within a preset idle speed range and the engine is running smoothly, the engine can be determined to be in a preset operating condition. Specifically, when the engine speed is generally between 600 and 1000 revolutions per minute (RPM), the engine can be determined to be in an idling condition. The specific value depends on the engine design and model, and no specific limit is made here. The low engine speed is to ensure that the engine can run smoothly with the lowest energy consumption. When the vehicle has no external load, the transmission is usually in neutral (N) or park (P), and the engine only needs to maintain the minimum power output required for its own operation, which also indicates that the current engine may be in the above-mentioned idling condition. When the throttle is almost completely closed, allowing only a small amount of air to enter to maintain the minimum air-fuel mixture required for operation, it also indicates that the current engine is in the above-mentioned idling condition.

[0050] In one or more possible embodiments, the engine in this application is a single-point injection natural gas engine. A single-point injection engine does not have only one injection valve; rather, only one injection valve is open and working at any given time. For ease of description, this application uses a 6-cylinder engine with 6 injection valves and a preset working cycle as one cycle. One working cycle of the engine (i.e., the four strokes of a four-stroke engine: intake, compression, power, and exhaust) corresponds to two rotations of the crankshaft, or 720 degrees. Opening any one of the injection valves in the aforementioned engine completes one working cycle. This means that one injection valve needs to inject six times, with each injection corresponding to a crankshaft rotation of 120 degrees, to finally complete one working cycle. Taking injection valve 1 out of the six injection valves as an example, the specific states of each injection valve are shown in Table 1 below:

[0051]

[0052]

[0053] Table 1

[0054] After the engine completes the preset working cycle, the air-fuel ratio closed-loop correction coefficient corresponding to injection valve 1 is determined based on the output signal of the oxygen sensor. Similarly, the air-fuel ratio closed-loop correction coefficients corresponding to the remaining injection valves 2-6 can also be obtained. The specific method will not be elaborated here.

[0055] In one or more possible embodiments, in order to obtain a more accurate air-fuel ratio closed-loop correction coefficient, the ECU needs to frequently obtain data from the oxygen sensor to calculate the air-fuel ratio closed-loop correction coefficient. Although the oxygen sensor can respond quickly to changes, it also needs a certain amount of time to provide a stable and reliable reading. Therefore, in actual operation, it is necessary to calculate the average value corresponding to each working cycle after multiple engine working cycles, and use the calculated average value as the corresponding air-fuel ratio closed-loop correction coefficient. At the same time, in order to ensure the effectiveness and stability of the air-fuel ratio closed-loop correction coefficient, the ECU often calculates and adjusts based on data from multiple engine cycles. This not only helps to improve the correction accuracy, but also avoids frequent adjustments caused by short-term fluctuations, thereby achieving smoother and more efficient engine operation.

[0056] Step 102: Determine the difference between the air-fuel ratio closed-loop correction coefficient corresponding to any of the above injection valves and the preset air-fuel ratio closed-loop correction coefficient.

[0057] In one or more possible embodiments, the preset air-fuel ratio closed-loop correction coefficient is determined as follows: When the engine is under preset operating conditions, according to the preset injection valve opening rules, only one injection valve in the engine is opened sequentially. After the engine completes a preset number of working cycles, the preset air-fuel ratio closed-loop correction coefficient is obtained. Again, taking a 6-cylinder engine with 6 injection valves and a preset number of working cycles as an example, the engine needs to rotate the crankshaft 720 degrees to complete one working cycle. This is evenly distributed among the 6 injection valves, meaning one injection valve corresponds to a crankshaft rotation of 120 degrees. Each injection valve only needs to inject once. Once all 6 injection valves have injected, the engine has completed one working cycle. When injection valve 1 is open, the other injection valves are closed. After a predetermined time or crankshaft rotation angle, injection valve 1 is closed, and injection valve 2 is opened, while the other injection valves remain closed. This process continues until injection valve 6 is also opened in the same manner. It is worth noting that only one injection valve is open at any given time during the entire process of the engine completing one working cycle. The specific state of each injection valve is shown in Table 2 below.

[0058]

[0059] Table 2

[0060] Based on the above examples, it is clear that the preset injection valve opening rule is determined according to the crankshaft rotation angle. The preset injection valve opening rule can be that when the angle difference between the current crankshaft rotation angle and the previous crankshaft rotation angle is 120 degrees, the currently open injection valve is closed and the next injection valve is opened; or, the preset injection valve opening rule can also be that the current injection valve opening time exceeds a fixed time. The specific operation can be carried out according to the actual situation, and no specific restrictions are made here.

[0061] In one or more possible embodiments, the preset air-fuel ratio closed-loop correction coefficient obtained in this application is fac0, and the air-fuel ratio closed-loop correction coefficients corresponding to injection valves 1-6 are fac1, fac2, fac3, fac4, fac5, and fac6, respectively. The difference between fac1 and fac0 is obtained as delta1, and delta1 is used as the difference value corresponding to injection valve 1. Similarly, the differences corresponding to injection valves 2-6 are obtained as delta2, delta3, delta4, delta5, and delta6, respectively.

[0062] Step 103: Determine whether any one of the injection valves corresponding to the above difference is faulty based on the above difference.

[0063] In one or more possible embodiments, determining whether any one of the injection valves corresponding to the above difference has malfunctioned based on the above difference includes: determining whether the above difference falls within a preset difference range; if yes, then determining that any one of the injection valves corresponding to the above difference has not malfunctioned; if no, then determining that any one of the injection valves corresponding to the above difference has malfunctioned; the above preset difference range is (thres1, thres2). Determining whether the difference corresponding to any one injection valve falls within the above preset difference range, for example, if the difference delta1 corresponding to injection valve 1 falls within the above preset difference range (thres1, thres2), it means that injection valve 1 has not malfunctioned; if the difference delta1 corresponding to injection valve 1 does not fall within the above preset difference range (thres1, thres2), it means that injection valve 1 has malfunctioned. After determining that the injection valve has malfunctioned, an alarm message can be issued to indicate that the corresponding injection valve 1 has malfunctioned and needs to be repaired or replaced. The same applies to other injection valves, which will not be described in detail here.

[0064] In one or more possible embodiments, such as Figure 2 The diagram shown is a flowchart of a method for detecting an engine injection valve provided in this application, including:

[0065] Step 201: Confirm that the engine is idling, with a stable speed, is operating normally, and no other faults are reported.

[0066] Step 202: According to the preset injection valve opening rules, open only one injection valve in the engine in sequence. After the engine completes a preset number of working cycles, obtain the preset air-fuel ratio closed-loop correction coefficient fac0.

[0067] Step 203: Open any one of the injection valves in the engine. After the engine completes a preset number of working cycles, obtain the air-fuel ratio closed-loop correction coefficient corresponding to any one of the injection valves. Finally, obtain the air-fuel ratio closed-loop correction coefficients fac1, fac2, fac3... corresponding to all the injection valves in the engine.

[0068] Step 204: Calculate the differences between fac1, fac2, fac3... and fac0 respectively to obtain delta1, delta2, delta3...;

[0069] Step 205: Sequentially determine whether delta1, delta2, delta3... fall within the preset difference range (thres1, thres2). If yes, proceed to step 206; otherwise, proceed to step 207.

[0070] Step 206: All injection valves in the engine are functioning correctly and require no repair.

[0071] Step 207: Determine the injection valve corresponding to the difference value exceeding the preset difference value range, and output the corresponding injection valve fault reminder.

[0072] According to the engine injection valve testing method provided in this application, the actual performance of a single injection valve can be directly observed and evaluated, thereby more accurately determining its wear or blockage degree and improving testing efficiency.

[0073] Example 2

[0074] Corresponding to the aforementioned engine injection valve detection method, this invention also proposes an engine injection valve detection device. Since the device embodiment of this invention corresponds to the aforementioned method embodiment, details not disclosed in the device embodiment can be referred to in the aforementioned method embodiment, and will not be repeated here.

[0075] This application provides an engine injection valve detection device, such as... Figure 3 As shown, it includes:

[0076] The air-fuel ratio closed-loop correction coefficient acquisition module 301 is used to determine that when the engine is in a preset operating condition, any one of the injection valves included in the engine is opened, and after the engine completes a preset number of working cycles, the air-fuel ratio closed-loop correction coefficient corresponding to any one of the injection valves is acquired.

[0077] The difference determination module 302 is used to determine the difference between the air-fuel ratio closed-loop correction coefficient corresponding to any of the above injection valves and the preset air-fuel ratio closed-loop correction coefficient.

[0078] The injection valve fault determination module 303 is used to determine whether any injection valve corresponding to the above difference has malfunctioned based on the above difference.

[0079] In one or more possible embodiments, the above-described injection valve fault determination module 303 is specifically used for:

[0080] Determine whether the above difference falls within the preset difference range;

[0081] If so, then it is determined that none of the injection valves corresponding to the above differences are faulty;

[0082] If not, then it is determined that any one of the injection valves corresponding to the above difference is faulty.

[0083] Example 3

[0084] This application also provides an electronic device, including at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform the above-described engine injection valve detection method.

[0085] like Figure 4 As shown, the device includes a processor 401, a memory 402, a communication interface 403, and a bus 404. The processor 401, memory 402, and communication interface 403 are interconnected via the bus 404.

[0086] Processor 401 is configured to read and execute instructions from memory 402, so that at least one processor can execute the engine injection valve detection method provided in the above embodiments.

[0087] The memory 402 is used to store various instructions and programs for the engine injection valve detection method provided in the above embodiments.

[0088] Bus 404 can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be divided into address buses, data buses, control buses, etc. For ease of representation, Figure 4 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0089] Processor 401 can be a central processing unit (CPU), a network processor (NP), a graphics processing unit (GPU), or any combination of CPU, NP, and GPU. It can also be a hardware chip. The aforementioned hardware chip can be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The aforementioned PLD can be a complex programmable logic device (CPLD), a field-programmable gate array (FPGA), a generic array logic (GAL), or any combination thereof.

[0090] In addition, this application also provides a computer-readable storage medium, such as Figure 5 As shown, the computer storage medium stores a computer program that is used to cause the computer to perform any of the methods described in the above embodiments.

[0091] The memory may include readable media in the form of volatile memory, such as random access memory (RAM) 501 and / or cache memory 502, and may further include read-only memory (ROM) 503.

[0092] The memory may also include a program / utility 505 having a set (at least one) of program modules 504, including but not limited to: an operating system, one or more application programs, other program modules, and program data, each or some combination of these examples may include an implementation of a network environment.

[0093] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0094] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to this application. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0095] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0096] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0097] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A method for detecting an engine injection valve, characterized in that, include: For any one of the injection valves included in the engine, determine that the engine opens the injection valve under a preset operating condition, and obtain the air-fuel ratio closed-loop correction coefficient corresponding to the injection valve after the engine completes a preset number of working cycles. Determine the difference between the air-fuel ratio closed-loop correction coefficient corresponding to the injection valve and the preset air-fuel ratio closed-loop correction coefficient; The difference is used to determine whether the injection valve is malfunctioning. The engine is determined to be in a preset operating condition by the following methods: when the throttle opening is close to zero and the engine is running smoothly, and / or when the engine speed falls within a preset idle speed range and the engine is running smoothly, the engine is determined to be in a preset operating condition. The preset air-fuel ratio closed-loop correction coefficient is determined in the following way: when the engine is under preset operating conditions, according to the preset injection valve opening rules, only one injection valve in the engine is opened in sequence, and the preset air-fuel ratio closed-loop correction coefficient is obtained after the engine completes a preset number of working cycles. The preset injection valve opening rules include: when the angle difference between the current crankshaft rotation angle and the previous crankshaft rotation angle is 120 degrees, the currently open injection valve is closed and the next injection valve is opened; or, when the opening time of the current injection valve exceeds a fixed time.

2. The method according to claim 1, characterized in that, The step of determining whether any one of the injection valves corresponding to the difference has malfunctioned based on the difference includes: Determine whether the difference falls within a preset difference range; If so, then it is determined that none of the injection valves corresponding to the difference is faulty; If not, then it is determined that any one of the injection valves corresponding to the difference is faulty.

3. The method according to claim 1, characterized in that, The air-fuel ratio closed-loop correction coefficient is determined based on the output signal of the oxygen sensor.

4. The method according to any one of claims 1 to 3, characterized in that, Also includes: When it is determined that any one of the injection valves has malfunctioned, an alarm message is output to indicate that any one of the injection valves has malfunctioned.

5. An engine injection valve detection device, characterized in that, The device includes: The air-fuel ratio closed-loop correction coefficient acquisition module is used to determine the air-fuel ratio closed-loop correction coefficient corresponding to any injection valve included in the engine when the engine is in a preset operating condition and after the engine completes a preset number of working cycles. The difference determination module is used to determine the difference between the air-fuel ratio closed-loop correction coefficient corresponding to the injection valve and the preset air-fuel ratio closed-loop correction coefficient. The injection valve fault determination module is used to determine whether the injection valve has malfunctioned based on the difference. The engine is determined to be in a preset operating condition by the following methods: when the throttle opening is close to zero and the engine is running smoothly, and / or when the engine speed falls within a preset idle speed range and the engine is running smoothly, the engine is determined to be in a preset operating condition. The preset air-fuel ratio closed-loop correction coefficient is determined in the following way: when the engine is under preset operating conditions, according to the preset injection valve opening rules, only one injection valve in the engine is opened in sequence, and the preset air-fuel ratio closed-loop correction coefficient is obtained after the engine completes a preset number of working cycles. The preset injection valve opening rules include: when the angle difference between the current crankshaft rotation angle and the previous crankshaft rotation angle is 120 degrees, the currently open injection valve is closed and the next injection valve is opened; or, when the opening time of the current injection valve exceeds a fixed time.

6. The apparatus according to claim 5, characterized in that, The injection valve fault determination module is specifically used for: Determine whether the difference falls within a preset difference range; If so, then it is determined that none of the injection valves corresponding to the difference is faulty; If not, then it is determined that any one of the injection valves corresponding to the difference is faulty.

7. An engine injection valve testing device, characterized in that, The device includes: At least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor to enable the at least one processor to perform the method of any one of claims 1-4.

8. A computer storage medium, characterized in that, The computer storage medium stores a computer program that causes the computer to perform any one of the methods claimed in claims 1-4.

Images