Oil way transient compensation method and device, engine and vehicle

Abstract

The invention discloses an oil way transient compensation method and device, an engine and a vehicle. The oil way transient compensation method comprises the steps that the target air-fuel ratio and the actual air-fuel ratio under the current working condition are obtained; the deviation between the target air-fuel ratio and the actual air-fuel ratio is calculated; when the absolute value of the deviation is larger than a preset threshold value, the rail pressure is corrected to obtain dynamic rail pressure, and the fuel injection advance angle is corrected to obtain a dynamic fuel injection advance angle; according to the actual value of the deviation, one of the dynamic rail pressure and the initial rail pressure serves as the output rail pressure, and one of the dynamic fuel injection advance angle and the initial fuel injection advance angle serves as the output fuel injection advance angle; wherein the target air-fuel ratio, the initial rail pressure and the initial fuel injection advance angle are calibrated in advance. The rail pressure and the fuel injection advance angle are corrected according to the air-fuel ratio deviation during operation of the engine, accurate matching of oil and gas is achieved, and emission and fuel consumption are reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of engine control, and in particular to an oil circuit transient compensation method, device, engine and vehicle. Background Art

[0002] Rail pressure in a diesel engine refers to the injection pressure of the fuel within the common rail (high-pressure fuel rail). The injection advance angle refers to the crankshaft angle between the top of the piston and top dead center when the injection pump begins spraying fuel into the cylinder. The control accuracy of rail pressure and injection advance angle directly affects the engine's power, fuel economy, and emissions performance.

[0003] However, in the existing technology, when controlling the operation of a diesel engine, the fuel supply and air intake cannot be effectively coordinated, which affects the power performance. For example, it cannot assist in smoke control during rapid acceleration, and it also affects emissions and fuel consumption. Therefore, it is very necessary to design a fuel supply transient compensation algorithm. Summary of the Invention

[0004] Embodiments of the present invention provide an oil circuit transient compensation method, device, engine, and vehicle. The oil circuit transient compensation method corrects rail pressure and injection advance angle according to the air-fuel ratio deviation during engine operation, achieving precise oil and gas coordination and reducing emissions and fuel consumption.

[0005] According to one aspect of the present invention, there is provided an oil circuit transient compensation method, comprising:

[0006] Obtain the target air-fuel ratio and actual air-fuel ratio under current working conditions;

[0007] calculating a deviation between the target air-fuel ratio and the actual air-fuel ratio;

[0008] When the absolute value of the deviation is greater than a preset threshold, the rail pressure is corrected to obtain a dynamic rail pressure, and the injection advance angle is corrected to obtain a dynamic injection advance angle;

[0009] According to the actual value of the deviation, one of the dynamic rail pressure and the initial rail pressure is used as the output rail pressure, and one of the dynamic injection advance angle and the initial injection advance angle is used as the output injection advance angle;

[0010] The target air-fuel ratio, the initial rail pressure and the initial injection advance angle are pre-calibrated.

[0011] Optionally, after calculating the deviation between the target air-fuel ratio and the actual air-fuel ratio, the method further includes:

[0012] When the absolute value of the deviation is less than or equal to the preset threshold, the initial rail pressure is used as the output rail pressure, and the initial injection advance angle is used as the output injection advance angle.

[0013] Optionally, the rail pressure is corrected to obtain a dynamic rail pressure, including:

[0014] Calculate positive deviation rail pressure correction and negative deviation rail pressure correction according to the operating point, actual air-fuel ratio and air-fuel ratio deviation;

[0015] Correct the calculated reference rail pressure based on the operating point, ambient pressure, temperature, water temperature, and intake air temperature;

[0016] The dynamic rail pressure is determined according to the following formula: reference rail pressure+positive deviation rail pressure correction+negative deviation rail pressure correction=dynamic rail pressure.

[0017] Optionally, the injection advance angle is corrected to obtain a dynamic injection advance angle, including:

[0018] Calculate positive deviation injection advance angle correction and negative deviation injection advance angle correction according to the operating point, actual air-fuel ratio and air-fuel ratio deviation;

[0019] Correct and calculate the reference injection advance angle based on the operating point, ambient pressure, temperature, water temperature and intake air temperature;

[0020] The dynamic injection advance angle is calculated according to the following formula: reference injection advance angle + positive deviation injection advance angle correction + negative deviation injection advance angle correction = dynamic injection advance angle.

[0021] Optionally, using one of the dynamic rail pressure and the initial rail pressure as the output rail pressure includes:

[0022] When the deviation is a positive value, if the dynamic rail pressure is greater than the initial rail pressure, the dynamic rail pressure is used as the output rail pressure; if the dynamic rail pressure is less than the initial rail pressure, the initial rail pressure is used as the output rail pressure;

[0023] When the deviation is a negative value, if the dynamic rail pressure is greater than the initial rail pressure, the initial rail pressure is used as the output rail pressure; if the dynamic rail pressure is less than the initial rail pressure, the dynamic rail pressure is used as the output rail pressure.

[0024] Optionally, using one of the dynamic injection advance angle and the initial injection advance angle as the output injection advance angle includes:

[0025] When the deviation is a positive value, if the dynamic injection advance angle is greater than the initial injection advance angle, the dynamic injection advance angle is used as the output injection advance angle; if the dynamic injection advance angle is less than the initial injection advance angle, the initial injection advance angle is used as the output injection advance angle;

[0026] When the deviation is a negative value, if the dynamic injection advance angle is greater than the initial injection advance angle, the initial injection advance angle is used as the output injection advance angle; if the dynamic injection advance angle is less than the initial injection advance angle, the dynamic injection advance angle is used as the output injection advance angle.

[0027] According to another aspect of the present invention, there is provided an oil circuit transient compensation device, comprising:

[0028] An acquisition module is used to obtain the target air-fuel ratio and the actual air-fuel ratio under the current working conditions;

[0029] a calculation module, configured to calculate a deviation between the target air-fuel ratio and the actual air-fuel ratio;

[0030] a correction module, configured to correct the rail pressure to obtain a dynamic rail pressure and correct the injection advance angle to obtain a dynamic injection advance angle when the absolute value of the deviation is greater than a preset threshold;

[0031] a control module configured to use one of the dynamic rail pressure and the initial rail pressure as the output rail pressure and one of the dynamic injection advance angle and the initial injection advance angle as the output injection advance angle according to an actual value of the deviation;

[0032] The target air-fuel ratio, the initial rail pressure and the initial injection advance angle are pre-calibrated.

[0033] Optionally, the control module is further configured to use the initial rail pressure as the output rail pressure and the initial injection advance angle as the output injection advance angle when the absolute value of the deviation is less than or equal to the preset threshold.

[0034] According to yet another aspect of the present invention, an engine is provided, comprising the above-mentioned oil circuit transient compensation device.

[0035] According to yet another aspect of the present invention, a vehicle is provided, comprising the above-mentioned engine.

[0036] The fuel circuit transient compensation method provided by an embodiment of the present invention first obtains the target air-fuel ratio and the actual air-fuel ratio under the current operating condition. The target air-fuel ratio corresponding to each operating condition can be pre-calibrated and stored, and the actual air-fuel ratio can be calculated based on the engine operating signal. The deviation between the target air-fuel ratio and the actual air-fuel ratio is then calculated, where the deviation is obtained by subtracting the actual air-fuel ratio from the target air-fuel ratio. When the absolute value of the deviation is greater than a preset threshold, the rail pressure is corrected to obtain the dynamic rail pressure, and the injection advance angle is corrected to obtain the dynamic injection advance angle. Then, based on the actual value of the deviation, one of the dynamic rail pressure and the initial rail pressure is used as the output rail pressure, and one of the dynamic injection advance angle and the initial injection advance angle is used as the output injection advance angle, thereby achieving transient compensation for the fuel circuit. The initial rail pressure and the initial injection advance angle are pre-calibrated. The technical solution of the embodiment of the present invention corrects the rail pressure and the injection advance angle based on the air-fuel ratio deviation during engine operation, achieving precise fuel and gas coordination and reducing emissions and fuel consumption.

[0037] It should be understood that the content described in this section is not intended to identify the key or important features of the embodiments of the present invention, nor is it intended to limit the scope of the present invention. Other features of the present invention will become readily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0039] Figure 1 A schematic flow chart of an oil circuit transient compensation method provided by an embodiment of the present invention;

[0040] Figure 2 A schematic flow chart of another oil circuit transient compensation method provided by an embodiment of the present invention;

[0041] Figure 3 A schematic structural diagram of an oil circuit transient compensation device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0042] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0043] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0044] Figure 1A flow chart of a method for transient compensation of an oil circuit provided by an embodiment of the present invention is provided. The method for transient compensation of an oil circuit can be applied to an engine, such as a diesel engine. Figure 1 , the oil circuit transient compensation method includes:

[0045] S110: Obtain a target air-fuel ratio and an actual air-fuel ratio under current operating conditions.

[0046] Among them, the target air-fuel ratio can be calibrated for each operating condition according to the theoretical model, and then the correspondence between each operating condition and the air-fuel ratio is recorded and stored in the engine in advance. The actual air-fuel ratio is the air-fuel ratio when the engine is actually running. During specific implementation, the engine ECU can collect various signals from the engine sensors, which may include air flow, injection amount, intake manifold pressure, rail pressure, injection advance angle, ambient pressure, ambient temperature, etc.

[0047] S120: Calculate the deviation between the target air-fuel ratio and the actual air-fuel ratio.

[0048] After the target air-fuel ratio and the actual air-fuel ratio are obtained, the deviation can be calculated based on the difference between the target air-fuel ratio and the actual air-fuel ratio.

[0049] In practice, a selector switch can be used to select a transient correction method. These include corrections based on air-fuel ratio, air-fuel ratio deviation, and intake manifold pressure, intake manifold pressure deviation. When using intake manifold pressure, intake manifold pressure deviation, the target rail pressure correction value is the sum of the correction for positive intake manifold pressure deviation and the correction for negative intake manifold pressure deviation.

[0050] The intake manifold pressure positive deviation correction value is calculated by multiplying the intake manifold pressure positive deviation base table by the manifold pressure positive deviation correction value. The base table inputs are speed and injection amount, respectively, while the correction table inputs are actual intake manifold pressure and intake manifold pressure deviation. The intake manifold pressure negative deviation correction value is calculated by multiplying the intake manifold pressure negative deviation base table by the manifold pressure negative deviation correction table. The base table inputs are speed and injection amount, respectively, while the correction table inputs are actual intake manifold pressure and intake manifold pressure deviation.

[0051] In addition, transient compensation uses ambient temperature and pressure corrections. The correction values obtained by looking up the ambient temperature and pressure tables are multiplied with the transient correction value and output as a product. To avoid sudden changes in the correction results, filtering is required after the correction.

[0052] When accelerating or approaching the engine smoke limit (air-fuel ratio less than a certain value), rail pressure and injection advance angle are increased; when decelerating, rail pressure and injection advance angle are reduced. Acceleration or deceleration is determined by comparing the actual air-fuel ratio with the target air-fuel ratio deviation and the deviation threshold. Furthermore, to prevent frequent switching between transient compensation states, hysteresis is implemented for the air-fuel ratio deviation.

[0053] S130 . When the absolute value of the deviation is greater than a preset threshold, the rail pressure is corrected to obtain a dynamic rail pressure, and the injection advance angle is corrected to obtain a dynamic injection advance angle.

[0054] When the absolute value of the deviation is greater than a preset threshold, the rail pressure and injection advance angle are corrected, wherein the preset threshold can be designed according to the actual situation. Optionally, the rail pressure is corrected to obtain a dynamic rail pressure, including:

[0055] Positive deviation rail pressure correction and negative deviation rail pressure correction are calculated based on the operating point, actual air-fuel ratio and air-fuel ratio deviation.

[0056] The positive deviation rail pressure correction is calculated by multiplying the positive rail pressure deviation base table by the positive rail pressure deviation correction table. The base table's inputs are engine speed and injection amount, while the correction table's inputs are the actual air-fuel ratio and air-fuel ratio deviation. The negative deviation rail pressure correction is calculated by multiplying the negative rail pressure deviation base table by the negative rail pressure deviation correction table. The base table's inputs are engine speed and injection amount, while the correction table's inputs are the actual air-fuel ratio and air-fuel ratio deviation.

[0057] The reference rail pressure is calculated based on the operating point, ambient pressure, temperature, water temperature and intake air temperature.

[0058] The reference rail pressure can be a pre-calibrated rail pressure based on the model. Under the calibrated rail pressure, there are corresponding operating points, ambient pressure, temperature, water temperature, and intake air temperature. During implementation, the reference rail pressure can be obtained by querying a table or calculating the obtained parameters.

[0059] The dynamic rail pressure is determined according to the following formula: reference rail pressure + positive deviation rail pressure correction + negative deviation rail pressure correction = dynamic rail pressure.

[0060] After obtaining each quantity, the dynamic rail pressure can be determined using the above formula.

[0061] Optionally, the injection advance angle is corrected to obtain a dynamic injection advance angle, including:

[0062] Positive deviation injection advance angle correction and negative deviation injection advance angle correction are calculated based on the operating point, actual air-fuel ratio and air-fuel ratio deviation.

[0063] The positive deviation injection advance angle correction is calculated by multiplying the positive injection advance angle base table by the positive injection advance angle correction table. The base table's inputs are engine speed and injection amount, respectively, while the correction table's inputs are the actual air-fuel ratio and air-fuel ratio deviation. The negative deviation injection advance angle correction is calculated by multiplying the negative injection advance angle base table by the negative injection advance angle correction table. The base table's inputs are engine speed and injection amount, respectively, while the correction table's inputs are the actual air-fuel ratio and air-fuel ratio deviation.

[0064] The reference injection advance angle is calculated and corrected according to the operating point, ambient pressure, temperature, water temperature and intake air temperature.

[0065] The reference injection advance angle may be a pre-calibrated injection advance angle based on a model. The calibrated injection advance angle corresponds to a corresponding operating point, ambient pressure, temperature, water temperature, and intake air temperature. During implementation, the reference injection advance angle may be obtained by querying a table or calculating the obtained parameters.

[0066] The dynamic injection advance angle is calculated according to the following formula: reference injection advance angle + positive deviation injection advance angle correction + negative deviation injection advance angle correction = dynamic injection advance angle.

[0067] After obtaining each quantity, the dynamic injection advance angle can be determined using the above formula.

[0068] S140 : Based on the actual value of the deviation, one of the dynamic rail pressure and the initial rail pressure is used as the output rail pressure, and one of the dynamic injection advance angle and the initial injection advance angle is used as the output injection advance angle.

[0069] Among them, the initial rail pressure and the initial injection advance angle are pre-calibrated.

[0070] When the driver suddenly steps on the accelerator while the vehicle is driving, the fuel injection amount increases as the accelerator increases, and the intake amount increases slowly, making the current actual air-fuel ratio less than the target air-fuel ratio. When the air-fuel ratio deviation is greater than a certain value, the target rail pressure and target injection advance angle are corrected.

[0071] Since the deviation between the target air-fuel ratio and the actual air-fuel ratio is positive at this time, a positive deviation correction is applied. A certain value is added to the base rail pressure and injection advance angle. The size of the added value is determined by looking up the air-fuel ratio deviation (manifold pressure deviation) table. When the deviation is relatively small, the correction of the rail pressure and injection advance angle is small. When the air-fuel ratio deviation is large, the correction of the rail pressure and injection advance angle is large. The original base rail pressure and injection advance angle are superimposed and corrected to obtain the dynamic rail pressure and dynamic advance angle. Finally, they are compared with the original base rail pressure. During acceleration (when the air-fuel ratio deviation is greater than a certain threshold), the base rail pressure, injection advance angle, and dynamic rail pressure and injection advance angle are output at their maximum (MAX).

[0072] On the contrary, when decelerating (the air-fuel ratio deviation is less than a certain threshold), the basic rail pressure, injection advance angle and dynamic rail pressure and injection advance angle take the minimum (MIN) output.

[0073] Optionally, using one of the dynamic rail pressure and the initial rail pressure as the output rail pressure includes:

[0074] When the deviation is positive, if the dynamic rail pressure > initial rail pressure, the dynamic rail pressure will be used as the output rail pressure; if the dynamic rail pressure < initial rail pressure, the initial rail pressure will be used as the output rail pressure; that is, when the deviation is positive, the rail pressure takes the MAX output.

[0075] When the deviation is a negative value, if the dynamic rail pressure > initial rail pressure, the initial rail pressure will be used as the output rail pressure; if the dynamic rail pressure < initial rail pressure, the dynamic rail pressure will be used as the output rail pressure. That is, when the deviation is a negative value, the rail pressure is output as MIN.

[0076] Optionally, using one of the dynamic injection advance angle and the initial injection advance angle as the output injection advance angle includes:

[0077] When the deviation is positive, if the dynamic injection advance angle is greater than the initial injection advance angle, the dynamic injection advance angle is used as the output injection advance angle; if the dynamic injection advance angle is less than the initial injection advance angle, the initial injection advance angle is used as the output injection advance angle; that is, when the deviation is positive, the injection advance angle is output as MAX.

[0078] When the deviation is a negative value, if the dynamic injection advance angle is greater than the initial injection advance angle, the initial injection advance angle will be used as the output injection advance angle; if the dynamic injection advance angle is less than the initial injection advance angle, the dynamic injection advance angle will be used as the output injection advance angle. That is, when the deviation is a negative value, the injection advance angle is output as MIN.

[0079] Figure 2 A flow chart of another oil circuit transient compensation method provided by an embodiment of the present invention is shown in FIG. Figure 2 , the oil circuit transient compensation method includes:

[0080] S210: Obtain the target air-fuel ratio and the actual air-fuel ratio under the current operating conditions.

[0081] S220: Calculate the deviation between the target air-fuel ratio and the actual air-fuel ratio.

[0082] S230: When the absolute value of the deviation is less than or equal to the preset threshold, the initial rail pressure is used as the output rail pressure, and the initial injection advance angle is used as the output injection advance angle.

[0083] When the absolute value of the deviation is less than or equal to the preset threshold, no correction adjustment will be triggered, and the initial rail pressure will be directly used as the output rail pressure, and the initial injection advance angle will be used as the output injection advance angle to achieve engine control.

[0084] Figure 3 A schematic diagram of the structure of an oil circuit transient compensation device provided by an embodiment of the present invention, referring to Figure 3 , the oil circuit transient compensation device includes:

[0085] An acquisition module 10 is configured to acquire a target air-fuel ratio and an actual air-fuel ratio under current operating conditions. A calculation module 20 is configured to calculate a deviation between the target air-fuel ratio and the actual air-fuel ratio. A correction module 30 is configured to correct the rail pressure to obtain a dynamic rail pressure and the injection advance angle to obtain a dynamic injection advance angle when the absolute value of the deviation is greater than a preset threshold. A control module 40 is configured to use, based on the actual value of the deviation, one of the dynamic rail pressure and the initial rail pressure as the output rail pressure and one of the dynamic injection advance angle and the initial injection advance angle as the output injection advance angle. The target air-fuel ratio, the initial rail pressure, and the initial injection advance angle are pre-calibrated.

[0086] Optionally, the control module 40 is further configured to use the initial rail pressure as the output rail pressure and the initial injection advance angle as the output injection advance angle when the absolute value of the deviation is less than or equal to a preset threshold.

[0087] The oil circuit transient compensation device provided in the embodiment of the present invention can be used to execute any of the oil circuit transient compensation methods provided in the above embodiments, has corresponding functional modules, and has the same technical effects.

[0088] An embodiment of the present invention further provides an engine, comprising the oil circuit transient compensation device provided by the above embodiment.

[0089] Since the engine provided by the embodiment of the present invention includes the oil circuit transient compensation device provided by the above embodiment, it has the same or corresponding technical effects as the oil circuit transient compensation device and will not be described in detail here.

[0090] An embodiment of the present invention further provides a vehicle, comprising the engine provided by the above embodiment.

[0091] Since the vehicle provided by the embodiment of the present invention includes the engine provided by the above embodiment and has the same or corresponding technical effects as the engine, it will not be described in detail here.

[0092] The above specific embodiments do not limit the scope of protection of the present invention. Those skilled in the art will appreciate that various modifications, combinations, sub-combinations, and substitutions may be made based on design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention are intended to be included within the scope of protection of the present invention.

Claims

1. A method for transient compensation of an oil circuit, characterized in that: include: Obtain the target air-fuel ratio and actual air-fuel ratio under current working conditions; calculating a deviation between the target air-fuel ratio and the actual air-fuel ratio; When the absolute value of the deviation is greater than a preset threshold, the rail pressure is corrected to obtain a dynamic rail pressure, and the injection advance angle is corrected to obtain a dynamic injection advance angle; According to the actual value of the deviation, one of the dynamic rail pressure and the initial rail pressure is used as the output rail pressure, and one of the dynamic injection advance angle and the initial injection advance angle is used as the output injection advance angle; The target air-fuel ratio, the initial rail pressure and the initial injection advance angle are pre-calibrated.

2. The oil circuit transient compensation method according to claim 1, characterized in that: After calculating the deviation between the target air-fuel ratio and the actual air-fuel ratio, the method further includes: When the absolute value of the deviation is less than or equal to the preset threshold, the initial rail pressure is used as the output rail pressure, and the initial injection advance angle is used as the output injection advance angle.

3. The oil circuit transient compensation method according to claim 1, characterized in that: Correcting the rail pressure to obtain dynamic rail pressure includes: Calculate positive deviation rail pressure correction and negative deviation rail pressure correction according to the operating point, actual air-fuel ratio and air-fuel ratio deviation; Correct the calculated reference rail pressure based on the operating point, ambient pressure, temperature, water temperature, and intake air temperature; The dynamic rail pressure is determined according to the following formula: reference rail pressure+positive deviation rail pressure correction+negative deviation rail pressure correction=dynamic rail pressure.

4. The oil circuit transient compensation method according to claim 1, characterized in that: The injection advance angle is corrected to obtain the dynamic injection advance angle, including: Calculate positive deviation injection advance angle correction and negative deviation injection advance angle correction according to the operating point, actual air-fuel ratio and air-fuel ratio deviation; The reference injection advance angle is calculated and corrected according to the operating point, ambient pressure, temperature, water temperature and intake air temperature; The dynamic injection advance angle is calculated according to the following formula: reference injection advance angle + positive deviation injection advance angle correction + negative deviation injection advance angle correction = dynamic injection advance angle.

5. The oil circuit transient compensation method according to claim 1, characterized in that: Using one of the dynamic rail pressure and the initial rail pressure as the output rail pressure includes: When the deviation is a positive value, if the dynamic rail pressure is greater than the initial rail pressure, the dynamic rail pressure is used as the output rail pressure; if the dynamic rail pressure is less than the initial rail pressure, the initial rail pressure is used as the output rail pressure; When the deviation is a negative value, if the dynamic rail pressure is greater than the initial rail pressure, the initial rail pressure is used as the output rail pressure; if the dynamic rail pressure is less than the initial rail pressure, the dynamic rail pressure is used as the output rail pressure.

6. The oil circuit transient compensation method according to claim 1, characterized in that: Using one of the dynamic injection advance angle and the initial injection advance angle as the output injection advance angle includes: When the deviation is a positive value, if the dynamic injection advance angle is greater than the initial injection advance angle, the dynamic injection advance angle is used as the output injection advance angle; if the dynamic injection advance angle is less than the initial injection advance angle, the initial injection advance angle is used as the output injection advance angle; When the deviation is a negative value, if the dynamic injection advance angle is greater than the initial injection advance angle, the initial injection advance angle is used as the output injection advance angle; if the dynamic injection advance angle is less than the initial injection advance angle, the dynamic injection advance angle is used as the output injection advance angle.

7. An oil circuit transient compensation device, characterized in that: include: An acquisition module is used to obtain the target air-fuel ratio and the actual air-fuel ratio under the current working conditions; a calculation module, configured to calculate a deviation between the target air-fuel ratio and the actual air-fuel ratio; a correction module, configured to correct the rail pressure to obtain a dynamic rail pressure and correct the injection advance angle to obtain a dynamic injection advance angle when the absolute value of the deviation is greater than a preset threshold; a control module configured to use one of the dynamic rail pressure and the initial rail pressure as the output rail pressure and one of the dynamic injection advance angle and the initial injection advance angle as the output injection advance angle according to an actual value of the deviation; The target air-fuel ratio, the initial rail pressure and the initial injection advance angle are pre-calibrated.

8. The oil circuit transient compensation device according to claim 7, characterized in that: The control module is further configured to use the initial rail pressure as the output rail pressure and the initial injection advance angle as the output injection advance angle when the absolute value of the deviation is less than or equal to the preset threshold.

9. An engine, characterized in that: Includes the oil circuit transient compensation device according to claim 7 or 8.

10. A vehicle, characterized in that: Including the engine described in claim 9.

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