An oil path transient compensation method and device, an engine and a vehicle

Abstract

The application discloses an oil path transient compensation method and device, an engine and a vehicle. The oil path transient compensation method comprises the following steps: obtaining a target air-fuel ratio and an actual air-fuel ratio under a current working condition; calculating a deviation of the target air-fuel ratio and the actual air-fuel ratio; when the absolute value of the deviation is greater than a preset threshold, correcting a rail pressure to obtain a dynamic rail pressure and correcting an injection advance angle to obtain a dynamic injection advance angle; according to an actual value of the deviation, taking one of the dynamic rail pressure and an initial rail pressure as an output rail pressure and taking one of the dynamic injection advance angle and an initial injection advance angle as an output injection advance angle; wherein, the target air-fuel ratio, the initial rail pressure and the initial injection advance angle are pre-calibrated. According to the air-fuel ratio deviation when the engine is running, the rail pressure and the injection advance angle are corrected, accurate cooperation of oil and gas is realized, and emission and fuel consumption are reduced.

Description

Technical Field

[0001] This invention relates to the field of engine control technology, and in particular to a method, device, engine, and vehicle for transient compensation of oil circuit. Background Technology

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

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

[0004] This invention provides a method, device, engine, and vehicle for transient oil circuit compensation. The transient oil circuit compensation method corrects the rail pressure and injection advance angle based on the air-fuel ratio deviation during engine operation, thereby achieving precise oil-air coordination and reducing emissions and fuel consumption.

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

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

[0007] Calculate the 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 dynamic rail pressure, and the injection advance angle is corrected to obtain dynamic injection advance angle.

[0009] Based on the actual value of the deviation, one of the dynamic rail pressure and the initial rail pressure is taken as the output rail pressure, and one of the dynamic injection advance angle and the initial injection advance angle is taken 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 dynamic rail pressure, including:

[0014] Calculate positive deviation rail pressure correction and negative deviation rail pressure correction based on the operating point, actual air-fuel ratio, and air-fuel ratio deviation.

[0015] The reference rail pressure is calculated and corrected 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 the dynamic injection advance angle, including:

[0018] Calculate the positive deviation injection advance angle correction and the negative deviation injection advance angle correction based on the operating point, actual air-fuel ratio, and air-fuel ratio deviation.

[0019] The reference injection advance angle is calculated and corrected based on the operating point, ambient pressure, temperature, water temperature, and intake air temperature.

[0020] The dynamic injection advance angle is calculated using 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, one of the dynamic rail pressure and the initial rail pressure is used as the output rail pressure, including:

[0022] When the deviation is positive, 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 negative, 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, one of the dynamic injection advance angle and the initial injection advance angle is used as the output injection advance angle, including:

[0025] When the deviation is positive, if the dynamic injection advance angle is greater than the initial injection advance angle, then 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, then the initial injection advance angle is used as the output injection advance angle.

[0026] When the deviation is negative, 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, a transient compensation device for an oil circuit is provided, comprising:

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

[0029] A calculation module is used to calculate the deviation between the target air-fuel ratio and the actual air-fuel ratio;

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

[0031] The control module is used to take one of the dynamic rail pressure and the initial rail pressure as the output rail pressure, and take one of the dynamic injection advance angle and the initial injection advance angle as the output injection advance angle, based on the 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 another aspect of the present invention, an engine is provided, including the above-described oil circuit transient compensation device.

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

[0036] The transient compensation method for the fuel system provided in this invention first obtains the target air-fuel ratio and the actual air-fuel ratio under the current operating condition. The target air-fuel ratio for each operating condition can be pre-calibrated and stored, while the actual air-fuel ratio can be calculated based on the engine's operating signal. Then, the deviation between the target and actual air-fuel ratios is calculated, where the deviation can be obtained by subtracting the actual air-fuel ratio from the target. When the absolute value of the deviation exceeds 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. 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, thus achieving transient compensation of the fuel system. The initial rail pressure and the initial injection advance angle are pre-calibrated. This technical solution of the present invention corrects the rail pressure and injection advance angle based on the air-fuel ratio deviation during engine operation, achieving precise fuel-air coordination and reducing emissions and fuel consumption.

[0037] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0038] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0039] Figure 1 A schematic flowchart of a transient compensation method for an oil circuit provided in an embodiment of the present invention;

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

[0041] Figure 3 This is a schematic diagram of the structure of a transient compensation device for an oil circuit provided in an embodiment of the present invention. Detailed Implementation

[0042] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0043] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0044] Figure 1This is a flowchart illustrating a transient compensation method for an oil circuit according to an embodiment of the present invention. This transient compensation method can be applied to engines, such as diesel engines. (Refer to...) Figure 1 The transient compensation method for the oil circuit includes:

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

[0046] The target air-fuel ratio can be calibrated for each operating condition based on a theoretical model. 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. In specific implementation, the engine ECU can collect various signals from the engine sensors, including air flow, fuel injection quantity, 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] Once 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, the transient correction method can be selected via a selector switch. This includes correction based on air-fuel ratio and air-fuel ratio deviation, and correction based on intake manifold pressure and intake manifold pressure deviation. When correction is based on intake manifold pressure and intake manifold pressure deviation, the target rail pressure correction value is the sum of the positive intake manifold pressure deviation correction and the negative intake manifold pressure deviation correction.

[0050] The positive deviation correction value for intake manifold pressure is obtained by multiplying the base table of positive deviation for intake manifold pressure and the correction table of positive deviation for manifold pressure. The inputs to the base table are engine speed and fuel injection quantity, while the inputs to the correction table are actual intake manifold pressure and intake manifold pressure deviation. The negative deviation correction value for intake manifold pressure is obtained by multiplying the base table of negative deviation for intake manifold pressure and the correction table of negative deviation for manifold pressure. The inputs to the base table are engine speed and fuel injection quantity, while the inputs to the correction table are actual intake manifold pressure and intake manifold pressure deviation.

[0051] In addition, transient compensation also employs ambient temperature and pressure corrections. The corrected values ​​are obtained by looking up tables for ambient temperature and ambient pressure, and then multiplied by the transient correction value before being output. To avoid abrupt changes in the correction results, filtering is also required after correction.

[0052] When accelerating or approaching the engine's smoke limit (air-fuel ratio less than a certain value), the rail pressure and injection advance angle are increased; when decelerating, the engine rail pressure and injection advance angle are decreased. The acceleration or deceleration is calculated by comparing the actual air-fuel ratio with the target air-fuel ratio and the deviation threshold. Furthermore, to prevent frequent switching of transient compensation states, hysteresis is applied to the air-fuel ratio deviation.

[0053] S130. When the absolute value of the deviation is greater than the 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.

[0054] When the absolute value of the deviation exceeds a preset threshold, corrections to the rail pressure and injection advance angle are triggered. The preset threshold can be designed based on actual conditions. Optionally, the rail pressure is corrected to obtain dynamic rail pressure, including:

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

[0056] The positive deviation rail pressure correction is obtained by multiplying the positive rail pressure deviation base table and the positive rail pressure deviation correction table. The inputs to the base table are engine speed and fuel injection quantity, and the inputs to the correction table are actual air-fuel ratio and air-fuel ratio deviation. The negative deviation rail pressure correction is obtained by multiplying the negative rail pressure deviation base table and the negative rail pressure deviation correction table. The inputs to the base table are engine speed and fuel injection quantity, and the inputs to the correction table are actual air-fuel ratio and air-fuel ratio deviation.

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

[0058] The reference rail pressure can be a rail pressure pre-calibrated according to 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 looking up the acquired parameters in a table or by calculation.

[0059] The dynamic rail pressure is determined by the following formula: Reference rail pressure + Positive deviation rail pressure correction + Negative deviation rail pressure correction = Dynamic rail pressure.

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

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

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

[0063] The positive deviation injection advance angle correction is obtained by multiplying the positive injection advance angle base table and the positive injection advance angle correction table. The inputs to the base table are engine speed and injection quantity, and the inputs to the correction table are actual air-fuel ratio and air-fuel ratio deviation. The negative deviation injection advance angle correction is obtained by multiplying the negative injection advance angle base table and the negative injection advance angle correction table. The inputs to the base table are engine speed and injection quantity, and the inputs to the correction table are actual air-fuel ratio and air-fuel ratio deviation.

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

[0065] The reference injection advance angle can be a pre-calibrated injection advance angle based on the model. Under the calibrated injection advance angle, there are corresponding operating points, ambient pressure, temperature, water temperature, and intake air temperature. During implementation, the reference injection advance angle can be obtained by looking up the obtained parameters in a table or by calculation.

[0066] The dynamic injection advance angle is calculated using 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 the various quantities, the dynamic injection advance angle can be determined using the above formula.

[0068] S140. Based on the actual value of the deviation, take either the dynamic rail pressure or the initial rail pressure as the output rail pressure, and take either the dynamic injection advance angle or the initial injection advance angle as the output injection advance angle.

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

[0070] When a driver suddenly accelerates while the vehicle is in motion, the fuel injection volume increases with the increase in throttle, while the intake volume increases more slowly, resulting in the current actual air-fuel ratio being less than the target air-fuel ratio. When the air-fuel ratio deviation exceeds a certain value, the target rail pressure and target injection advance angle are corrected.

[0071] Since the target air-fuel ratio deviates positively from the actual air-fuel ratio, a positive deviation correction is required. This involves adding a certain value to the base rail pressure and injection advance angle. The magnitude of this increase is obtained by looking up the air-fuel ratio deviation (manifold pressure deviation) table. When the deviation is relatively small, the combined correction of rail pressure and injection advance angle is smaller; when the air-fuel ratio deviation is large, the combined correction of rail pressure and injection advance angle is larger. The dynamic rail pressure and dynamic injection advance angle are obtained after the original base rail pressure and injection advance angle are corrected. Finally, compared with the original base rail pressure, during acceleration (when the air-fuel ratio deviation exceeds a certain threshold), the base rail pressure, injection advance angle, and dynamic rail pressure and injection advance angle are set to their maximum (MAX) output.

[0072] Conversely, during deceleration (when the air-fuel ratio deviation is less than a certain threshold), the base rail pressure, injection advance angle, and dynamic rail pressure and injection advance angle are minimized (MIN).

[0073] Optionally, one of the dynamic rail pressure and the initial rail pressure can be used as the output rail pressure, including:

[0074] When the deviation is positive, if the dynamic rail pressure is greater than the initial rail pressure, the dynamic rail pressure will be used as the output rail pressure; if the dynamic rail pressure is less than the 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 will be MAX output.

[0075] When the deviation is negative, if the dynamic rail pressure is greater than the initial rail pressure, the initial rail pressure will be used as the output rail pressure; if the dynamic rail pressure is less than the initial rail pressure, the dynamic rail pressure will be used as the output rail pressure. That is, when the deviation is negative, the rail pressure will be MIN output.

[0076] Optionally, one of the dynamic injection advance angle and the initial injection advance angle can be used as the output injection advance angle, including:

[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 taken as the MAX output.

[0078] When the deviation is negative, 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. That is, when the deviation is negative, the injection advance angle is taken as the MIN output.

[0079] Figure 2 This is a flowchart illustrating another oil circuit transient compensation method provided in an embodiment of the present invention, referred to... Figure 2 The transient compensation method for the oil circuit 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. 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 This is a schematic diagram of the structure of a transient compensation device for an oil circuit according to an embodiment of the present invention. (Refer to...) Figure 3 The transient compensation device for the oil circuit includes:

[0085] The module 10 is used to acquire the target air-fuel ratio and the actual air-fuel ratio under the current operating conditions; the calculation module 20 is used to calculate the deviation between the target air-fuel ratio and the actual air-fuel ratio; the correction module 30 is used to correct the rail pressure to obtain the dynamic rail pressure and the injection advance angle to obtain the dynamic injection advance angle when the absolute value of the deviation is greater than a preset threshold; the control module 40 is used to take 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 the actual value of the deviation; wherein, 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 also used 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 this embodiment of the 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 effect.

[0088] This invention also provides an engine, including the oil circuit transient compensation device provided in the above embodiments.

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

[0090] This invention also provides a vehicle including the engine provided in the above embodiments.

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

[0092] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A method for transient compensation of oil circuits, characterized in that, include: Obtain the target air-fuel ratio and the actual air-fuel ratio under the current operating conditions; Calculate the 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 dynamic rail pressure, and the injection advance angle is corrected to obtain dynamic injection advance angle. Based on the actual value of the deviation, one of the dynamic rail pressure and the initial rail pressure is taken as the output rail pressure, and one of the dynamic injection advance angle and the initial injection advance angle is taken 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 transient compensation method for oil circuits 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 transient compensation method for oil circuits according to claim 1, characterized in that, The dynamic rail pressure is obtained by correcting the rail pressure, including: Calculate positive deviation rail pressure correction and negative deviation rail pressure correction based on the operating point, actual air-fuel ratio, and air-fuel ratio deviation. The reference rail pressure is calculated and corrected 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 transient compensation method for oil circuits according to claim 1, characterized in that, The dynamic injection advance angle is obtained by correcting the injection advance angle, including: Calculate the positive deviation injection advance angle correction and the negative deviation injection advance angle correction based on the operating point, actual air-fuel ratio, and air-fuel ratio deviation. The reference injection advance angle is calculated and corrected based on the operating point, ambient pressure, temperature, water temperature, and intake air temperature. The dynamic injection advance angle is calculated using 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 transient compensation method for oil circuits according to claim 1, characterized in that, Using either the dynamic rail pressure or the initial rail pressure as the output rail pressure includes: When the deviation is positive, 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 negative, 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 transient compensation method for oil circuits according to claim 1, characterized in that, Using either the dynamic injection advance angle or the initial injection advance angle as the output injection advance angle includes: When the deviation is positive, if the dynamic injection advance angle is greater than the initial injection advance angle, then 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, then the initial injection advance angle is used as the output injection advance angle. When the deviation is negative, 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. A transient compensation device for an oil circuit, characterized in that, include: The acquisition module is used to obtain the target air-fuel ratio and the actual air-fuel ratio under the current operating conditions; A calculation module is used to calculate the deviation between the target air-fuel ratio and the actual air-fuel ratio; The correction module is used to correct the rail pressure to obtain dynamic rail pressure and correct the injection advance angle to obtain dynamic injection advance angle when the absolute value of the deviation is greater than a preset threshold. The control module is used to take one of the dynamic rail pressure and the initial rail pressure as the output rail pressure, and take one of the dynamic injection advance angle and the initial injection advance angle as the output injection advance angle, based on the 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 also used to take 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 as described in claim 7 or 8.

10. A vehicle, characterized in that, Includes the engine as described in claim 9.

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