Engine oil injection control method, controller, engine and vehicle

Abstract

The invention relates to an engine oil injection control method, a controller, an engine and a vehicle. The engine oil injection control method comprises the steps that the running state of the engine is determined; if the engine is in the second state, the operation sub-state of the engine in the second state is determined; the operation sub-state in the second state comprises a third sub-state and a fourth sub-state; if the engine is in the first state, the pre-combustion chamber oil injector is controlled to inject oil based on the preset injection pressure and the preset injection duration in the air inlet stroke after the exhaust valve is closed; if the engine is in the fourth sub-state, the pre-combustion chamber oil injector is controlled to inject oil based on the first injection pressure and the first injection duration in the air inlet stroke after the exhaust valve is closed; the preset injection pressure is greater than the first injection pressure, and the preset injection duration is greater than the first injection duration. Therefore, the possibility that gas is coked in the spray hole of the pre-combustion chamber fuel injector is avoided, the problem of blockage of the spray hole is effectively solved, and a guarantee is provided for stable operation of an engine.

Description

Technical Field

[0001] The present application relates to the field of engine technology, and in particular to an engine fuel injection control method, a controller, an engine, and a vehicle. Background Art

[0002] The active pre-combustion chamber is an ignition mechanism used in internal combustion engines, especially in the ignition and combustion technology of fuel engines. It can effectively ignite and control the combustion process of lean mixtures, aiming to effectively expand the dilution of stable combustion, reduce knock tendency and cooling loss, and thus improve engine thermal efficiency.

[0003] However, due to the influence of temperature during operation, coking is likely to occur in the spray hole of the pre-combustion chamber injector, causing blockage of the spray hole and causing problems for the stable operation of the engine. Summary of the Invention

[0004] In view of this, the present application is dedicated to providing an engine fuel injection control method, controller, engine and vehicle, which can effectively solve the problem of nozzle blockage and ensure the stable operation of the engine.

[0005] A first aspect of the present application provides an engine fuel injection control method, which is applied to an engine controller, the method comprising:

[0006] Determining an operating state of the engine; the operating state includes a first state and a second state; when the load is the same, the speed of the engine in the first state is greater than the speed in the second state, and when the speed is the same, the load in the first state is greater than the load in the second state;

[0007] If the engine is in the second state, determining an operating sub-state of the engine in the second state; the operating sub-states in the second state include a third sub-state and a fourth sub-state; the load of the engine in the third sub-state is less than the load in the fourth sub-state;

[0008] If the engine is in the first state, controlling the pre-combustion chamber injector to inject fuel based on a preset injection pressure and a preset injection duration during the intake stroke after the exhaust valve is closed;

[0009] If the engine is in the fourth sub-state, the pre-combustion chamber injector is controlled to inject fuel based on a first injection pressure and a first injection duration during the intake stroke after the exhaust valve is closed; the preset injection pressure is greater than the first injection pressure, and the preset injection duration is greater than the first injection duration.

[0010] In the above embodiment, the engine operating states are divided based on speed and load. The first state can represent a high-speed, high-load state, the third sub-state can represent a low-speed, low-load state, and the fourth sub-state can represent a low-speed, high-load state. First, from a load perspective, in both the high-speed, high-load and low-speed, high-load states, i.e., the high-load state, the pre-chamber injector is controlled to inject fuel during the intake stroke after the exhaust valve closes. This allows fuel to lubricate and clean the pre-chamber injector tip and, through fuel atomization, lower the pre-chamber ambient temperature / pre-chamber tip temperature, thereby preventing nozzle blockage caused by fuel coking within the injector. Furthermore, from a speed perspective, in the first state, i.e., the high-speed, high-load state, the thermal load on the pre-chamber injector increases more rapidly. Compared to the low-speed, high-load state, using a higher injection pressure and a longer injection duration can achieve faster cooling, further preventing gas coking within the pre-chamber injector nozzle, effectively resolving the nozzle blockage issue and ensuring stable engine operation.

[0011] Optionally, the preset injection pressure includes a second injection pressure and a third injection pressure; the preset injection duration includes a second injection duration and a third injection duration;

[0012] The controlling the pre-combustion chamber injector to inject fuel based on a preset injection pressure and a preset injection duration during the intake stroke after the exhaust valve is closed includes:

[0013] detecting whether a current speed of the engine is greater than a third threshold and whether a current load of the engine is greater than a fourth threshold; if the current speed of the engine is greater than the third threshold and the current load of the engine is greater than the fourth threshold, controlling the pre-combustion chamber injector to inject fuel based on the second injection pressure and the second injection duration during an intake stroke after exhaust valve closing; otherwise, controlling the pre-combustion chamber injector to inject fuel based on the third injection pressure and the third injection duration during an intake stroke after exhaust valve closing;

[0014] The values ​​of the second injection pressure, the third injection pressure and the first injection pressure decrease in sequence; the values ​​of the second injection duration, the third injection duration and the first injection duration decrease in sequence.

[0015] In the above embodiment, the second, third, and first injection pressures are arranged in descending order, i.e., the second injection pressure is greater than the third injection pressure, which in turn is greater than the first injection pressure. The second, third, and first injection durations are arranged in descending order, i.e., the second injection duration is greater than the third injection duration, which in turn is greater than the first injection duration. This arrangement allows for a more appropriate injection strategy to be configured for the engine based on speed and load, ensuring rapid cooling within the pre-combustion chamber injector, thereby preventing gas coking within the pre-combustion chamber injector orifice, effectively resolving the problem of orifice blockage and ensuring stable engine operation.

[0016] Optionally, the second injection pressure ranges from 25 to 35 MPa; the second injection duration ranges from 0.5 to 1 ms;

[0017] And / or, the third injection pressure ranges from 20 to 30 MPa; the third injection duration ranges from 0.3 to 0.8 ms;

[0018] And / or, the first injection pressure ranges from 10 to 25 MPa; the first injection duration ranges from 0.1 to 0.4 ms.

[0019] In the above embodiment, for higher speed and higher load conditions, the second injection pressure is set in the range of 25-35 MPa; the second injection duration is set in the range of 0.5-1 ms, which can prioritize the need to clean the pre-combustion chamber injector nozzle, thereby avoiding the occurrence of nozzle clogging problems. For higher speed and higher load conditions, the thermal load of the pre-combustion chamber injector is lower than that of higher speed and higher load conditions, and the third injection pressure is set in the range of 20-30 MPa; the third injection duration is set in the range of 0.3-0.8 ms. While achieving temperature reduction, it can also take into account the need to clean the pre-combustion chamber injector nozzle, thereby avoiding insufficient fuel mixing and worsening fuel consumption and emissions. For low speed and high load conditions (the fourth sub-state), the first injection pressure is set in the range of 10-25 MPa; the first injection duration is set in the range of 0.1-0.4 ms. This can meet the need to clean the pre-combustion chamber injector nozzle and avoid excessive fuel injection into the pre-combustion chamber at low speeds, resulting in insufficient fuel mixing and worsening fuel consumption and emissions.

[0020] Optionally, a knock sensor is further provided on the cylinder of the engine; and the method further comprises:

[0021] obtaining a knock signal value through the knock sensor, and detecting whether the knock signal value exceeds a preset knock signal value;

[0022] If the knock signal value exceeds a preset knock signal value, the pre-combustion chamber injector is controlled to inject fuel in the intake stroke after the exhaust valve is closed until the knock signal value does not exceed the preset knock signal value.

[0023] In the above embodiment, effective monitoring and response to the blockage of the pre-combustion chamber injector nozzle hole can be achieved, further avoiding the problem of blockage of the pre-combustion chamber injector nozzle hole and ensuring the stable operation of the engine.

[0024] Optionally, controlling the pre-combustion chamber injector to inject fuel in the intake stroke after the exhaust valve is closed comprises:

[0025] The pre-combustion chamber injector is controlled to inject fuel based on a target injection pressure during the intake stroke after the exhaust valve is closed; wherein the target injection pressure ranges from 20 to 35 MPa.

[0026] In the above embodiment, in order to solve the problem of clogging of the spray hole of the pre-combustion chamber injector, the target injection pressure is controlled at 20-35 MPa. A larger injection pressure can be used to impact the clogged area, thereby solving the clogging problem more promptly and efficiently, and further ensuring the stable operation of the engine.

[0027] Optionally, determining the operating state of the engine includes:

[0028] Obtaining the current speed and current load of the engine, and detecting whether the current speed and current load of the engine meet a first operating condition; the first operating condition includes: the speed is greater than a first threshold, and the load is greater than a second threshold;

[0029] If the current speed and current load of the engine meet the first operating condition, it is determined that the engine is in the first state; otherwise, it is determined that the engine is in the second state.

[0030] In the above embodiment, the operating state of the engine can be adaptively divided according to user needs or engine performance requirements, and corresponding control strategies can be configured for the problem of pre-combustion chamber injector nozzle blockage that may occur under different working conditions, thereby ensuring stable operation of the engine.

[0031] Optionally, determining the operating sub-state of the engine in the second state includes:

[0032] determining a current load of the engine, and detecting whether the current load of the engine is greater than a second threshold;

[0033] If the current load of the engine is greater than the second threshold, determining that the engine is in the fourth sub-state;

[0034] If the current load of the engine is less than or equal to the second threshold, it is determined that the engine is in the third sub-state.

[0035] In the above embodiment, based on the current load and the second threshold value, the operating sub-states of the engine in the second state can be distinguished, so that the operating sub-states of the engine can be adaptively divided according to user needs or engine performance requirements, providing a basis for further identifying working conditions that may have the problem of pre-combustion chamber injector nozzle blockage, thereby laying the foundation for ensuring the stable operation of the engine.

[0036] A second aspect of the present application provides an engine fuel injection control device, comprising:

[0037] a first determining module, configured to determine an operating state of the engine; the operating state includes a first state and a second state; when the load is the same, the speed of the engine in the first state is greater than the speed in the second state, and when the speed is the same, the load in the first state is greater than the load in the second state;

[0038] a second determining module, configured to, if the engine is in the second state, determine an operating sub-state of the engine in the second state; the operating sub-states in the second state include a third sub-state and a fourth sub-state; and a load of the engine in the third sub-state is less than a load in the fourth sub-state;

[0039] a control module, configured to control the pre-combustion chamber injector to inject fuel based on a preset injection pressure and a preset injection duration during an intake stroke after the exhaust valve is closed, if the engine is in the first state;

[0040] The control module is also used to control the pre-combustion chamber injector to inject fuel based on a first injection pressure and a first injection duration during the intake stroke after the exhaust valve is closed if the engine is in the fourth sub-state; the preset injection pressure is greater than the first injection pressure, and the preset injection duration is greater than the first injection duration.

[0041] A third aspect of the present application provides a controller, comprising:

[0042] a processor, and a memory connected to the processor;

[0043] The memory is used to store computer programs;

[0044] The processor is used to call and execute the computer program in the memory to perform the engine fuel injection control method as described in the first aspect of the present application.

[0045] A fourth aspect of the present application provides an engine comprising the controller as described in the third aspect of the present application.

[0046] A fifth aspect of the present application provides a vehicle comprising the engine as described in the fourth aspect of the present application.

[0047] A sixth aspect of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the engine fuel injection control method as described in any one of the first aspects above is implemented.

[0048] A seventh aspect of the present application provides a computer program product comprising instructions, which, when executed by a computer, causes the computer to execute the engine fuel injection control method as described in the first aspect above.

[0049] In the scheme of the present application, the operating state of the engine is first determined; the operating state includes a first state and a second state; at the same load, the speed of the engine in the first state is greater than the speed in the second state, and at the same speed, the load in the first state is greater than the load in the second state; if the engine is in the second state, the operating sub-state of the engine in the second state is determined; the operating sub-states in the second state include a third sub-state and a fourth sub-state; the load of the engine in the third sub-state is less than the load in the fourth sub-state; if the engine is in the first state, the pre-combustion chamber injector is controlled to inject fuel based on a preset injection pressure and a preset injection duration within the intake stroke after the exhaust valve is closed; if the engine is in the fourth sub-state, the pre-combustion chamber injector is controlled to inject fuel based on a first injection pressure and a first injection duration within the intake stroke after the exhaust valve is closed; the preset injection pressure is greater than the first injection pressure, and the preset injection duration is greater than the first injection duration.

[0050] Thus, the engine operating states are divided based on speed and load. The first state represents a high-speed, high-load state, the third sub-state represents a low-speed, low-load state, and the fourth sub-state represents a low-speed, high-load state. First, from a load perspective, in both the high-speed, high-load and low-speed, high-load states, i.e., the high-load state, the pre-chamber injector is controlled to inject fuel during the intake stroke after the exhaust valve closes. This allows fuel to lubricate and clean the pre-chamber injector tip. Furthermore, fuel atomization reduces the pre-chamber ambient temperature and pre-chamber tip temperature, thereby preventing nozzle blockage caused by fuel coking within the injector. Furthermore, from a speed perspective, in the first state (high-speed, high-load), the thermal load on the pre-chamber injector increases rapidly. Compared to the low-speed, high-load state, using a higher injection pressure and longer injection duration can achieve faster cooling, further preventing gas coking within the pre-chamber injector tip, effectively resolving the nozzle blockage issue and ensuring stable engine operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0052] Figure 1 It is a flow chart of an engine fuel injection control method provided in one embodiment of the present application.

[0053] Figure 2 This is a schematic diagram of the operating status distribution of an engine provided by an embodiment of the present application.

[0054] Figure 3 This is a structural diagram of an engine fuel injection control device provided by an embodiment of the present application.

[0055] Figure 4 This is a schematic diagram of the structure of a controller provided in one embodiment of the present application. DETAILED DESCRIPTION

[0056] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0057] The active pre-combustion chamber is an ignition mechanism used in internal combustion engines, especially in the ignition and combustion technology of fuel engines. It can effectively ignite and control the combustion process of lean mixtures, aiming to accelerate the combustion rate, reduce the tendency of knock and cooling loss, and thus improve the thermal efficiency of the engine.

[0058] However, the inventors have found that due to the combustion of a relatively rich mixture inside the active pre-combustion chamber cavity, there is a continuous high-temperature environment inside the pre-combustion chamber cavity, which can easily cause the thermal load of the pre-combustion chamber injector to increase, and then cause the gasoline in the pre-combustion chamber injector to coke. The spray hole of the pre-combustion chamber injector is easily blocked, and the efficient and stable operation of the engine cannot be ensured.

[0059] To this end, the embodiment of the present application provides an engine fuel injection control method, which can be applied to an engine controller, such as Figure 1 As shown, the engine fuel injection control method may include at least the following steps:

[0060] S101. Determine an operating state of the engine; the operating state includes a first state and a second state; at the same load, the engine speed in the first state is greater than the speed in the second state, and at the same speed, the load in the first state is greater than the load in the second state.

[0061] Specifically, the engine's operating state can be divided in advance based on the engine's speed and load. The division conditions may include: when the load is the same, the engine's speed in the first state is greater than the speed in the second state, and when the speed is the same, the engine's load in the first state is greater than the load in the second state. In this way, the engine's operating state can be divided into the first state and the second state based on the above division conditions, such as Figure 2 As shown in FIG, T1 is the first state and T2 is the second state. Since the speed is higher in the first state at the same load, and the load is higher in the first state at the same speed, the first state can be used to represent a high-speed, high-load state, and the second state can be used to represent a low-speed, low-load state or a low-speed, high-load state.

[0062] Based on this, after obtaining the engine speed and load, the current operating state of the engine can be determined based on the pre-divided operating state, laying the foundation for subsequent corresponding engine control based on the actual operating conditions of the engine, and avoiding blockage of the spray hole of the pre-combustion chamber injector.

[0063] S102: If the engine is in the second state, determine the operating sub-state of the engine in the second state; the operating sub-state in the second state includes a third sub-state and a fourth sub-state; the load of the engine in the third sub-state is less than the load in the fourth sub-state.

[0064] The engine is in the second state, that is, the engine is in a low speed and low load or low speed and high load state. In order to solve the problem of blockage of the pre-combustion chamber injector nozzle according to specific working conditions, the second state can be further refined.

[0065] Specifically, the second state can be further refined based on the load level. Since the engine load in the third sub-state is less than that in the fourth sub-state, the third sub-state can be used to represent a low-speed, high-load state, while the fourth sub-state can be used to represent a low-speed, low-load state.

[0066] Based on this, after determining that the engine is in the second state, the operating sub-state of the engine in the second operating state can be determined according to the current load of the engine. In this way, by further subdividing the engine operating conditions, the foundation can be laid for solving the problem of blockage of the pre-combustion chamber injector nozzle under specific working conditions.

[0067] S103: If the engine is in the first state, control the pre-combustion chamber injector to inject fuel based on a preset injection pressure and a preset injection duration during the intake stroke after the exhaust valve is closed.

[0068] The engine is in the first state, that is, the engine is in a high-speed and high-load state. Under this working condition, the engine speed and load are both high, which leads to an increase in the thermal load of the pre-combustion chamber injector. The pre-combustion chamber is in a high-temperature state, and the pre-combustion chamber injector nozzle hole is prone to clogging. For this reason, the pre-combustion chamber injector is controlled to spray fuel based on a preset injection pressure and a preset injection duration within the intake stroke after the exhaust valve is closed. On the one hand, the fuel can be used to lubricate and clean the pre-combustion chamber injector head; on the other hand, the fuel atomization can be used to reduce the pre-combustion chamber ambient temperature / pre-combustion chamber head temperature, thereby avoiding the problem of nozzle clogging caused by fuel coking in the pre-combustion chamber injector due to high temperature.

[0069] Among them, the preset spray pressure and the preset spray duration can be set according to the actual needs of achieving cooling and cleaning effects, and are not specifically limited here.

[0070] S104. If the engine is in the fourth sub-state, the pre-combustion chamber injector is controlled to inject fuel based on a first injection pressure and a first injection duration during the intake stroke after the exhaust valve is closed; the preset injection pressure is greater than the first injection pressure, and the preset injection duration is greater than the first injection duration.

[0071] Considering that when the engine is in the third sub-state, that is, when the engine is in a low speed and low load state, the pre-combustion chamber will not be in a high temperature state due to the low load. Therefore, when the engine is in the third sub-state, the pre-combustion chamber injector nozzle hole will not be blocked.

[0072] In contrast, when the engine is in the fourth sub-state, that is, the engine is in a low-speed and high-load state, the engine load is relatively high, which leads to an increase in the thermal load of the pre-combustion chamber injector and an increase in the temperature of the pre-combustion chamber. The spray hole of the pre-combustion chamber injector is easily clogged due to high temperature. For this reason, the pre-combustion chamber injector is controlled to spray fuel based on the first injection pressure and the first injection duration during the intake stroke after the exhaust valve is closed. On the one hand, the fuel can be used to lubricate and clean the pre-combustion chamber injector head; on the other hand, the fuel atomization can be used to reduce the pre-combustion chamber ambient temperature / pre-combustion chamber head temperature, thereby avoiding the problem of spray hole clogging caused by coking of fuel in the pre-combustion chamber injector due to high temperature.

[0073] Among them, the first spray pressure and the first spray duration can be set according to the actual requirements of achieving cooling and cleaning effects, and are not specifically limited here.

[0074] It should be noted that for the first state and the fourth sub-state, that is, the high-speed and high-load state and the low-speed and high-load state, from the perspective of speed, the thermal load of the pre-combustion chamber injector increases faster in the first state than in the fourth sub-state. Therefore, setting the preset injection pressure to be greater than the first injection pressure and the preset injection duration to be greater than the first injection duration can enable the pre-combustion chamber injector to cool down faster in the first state, and promptly avoid the problem of nozzle blockage caused by high temperature.

[0075] In this embodiment, the operating state of the engine is first determined; the operating state includes a first state and a second state; at the same load, the speed of the engine in the first state is greater than the speed in the second state, and at the same speed, the load in the first state is greater than the load in the second state; if the engine is in the second state, the operating sub-state of the engine in the second state is determined; the operating sub-states in the second state include a third sub-state and a fourth sub-state; the load of the engine in the third sub-state is less than the load in the fourth sub-state; if the engine is in the first state, the pre-combustion chamber injector is controlled to inject fuel based on a preset injection pressure and a preset injection duration within the intake stroke after the exhaust valve is closed; if the engine is in the fourth sub-state, the pre-combustion chamber injector is controlled to inject fuel based on a first injection pressure and a first injection duration within the intake stroke after the exhaust valve is closed; the preset injection pressure is greater than the first injection pressure, and the preset injection duration is greater than the first injection duration.

[0076] Thus, the engine operating states are divided based on speed and load. The first state represents a high-speed, high-load state, the third sub-state represents a low-speed, low-load state, and the fourth sub-state represents a low-speed, high-load state. First, from a load perspective, in both the high-speed, high-load and low-speed, high-load states, i.e., the high-load state, the pre-chamber injector is controlled to inject fuel during the intake stroke after the exhaust valve closes. This allows fuel to lubricate and clean the pre-chamber injector tip. Furthermore, fuel atomization reduces the pre-chamber ambient temperature and pre-chamber tip temperature, thereby preventing nozzle blockage caused by fuel coking within the injector. Furthermore, from a speed perspective, in the first state (high-speed, high-load), the thermal load on the pre-chamber injector increases rapidly. Compared to the low-speed, high-load state, using a higher injection pressure and longer injection duration can achieve faster cooling, further preventing gas coking within the pre-chamber injector tip, effectively resolving the nozzle blockage issue and ensuring stable engine operation.

[0077] Under different speeds and loads, the thermal load of the pre-combustion chamber injector is also different. In order to cope with the problem of pre-combustion chamber injector nozzle blockage caused by different thermal loads, in some embodiments, the preset injection pressure may include a second injection pressure and a third injection pressure; the preset injection duration may include a second injection duration and a third injection duration.

[0078] It should be noted that the engine is in the first state, that is, the engine is in a high-speed and high-load state. In this state, the thermal load of the pre-combustion chamber injector increases rapidly and the growth rate is deeply affected by the speed and load. In order to be able to timely and effectively avoid the blockage of the spray hole of the pre-combustion chamber injector, the first state can be further refined, and the injection strategy under different scenarios after refinement can be adjusted accordingly.

[0079] Specifically, when controlling the pre-combustion chamber injector to inject fuel based on a preset injection pressure and a preset injection duration during the intake stroke after the exhaust valve is closed, it is possible to detect whether the current speed of the engine is greater than a third threshold value, and whether the current load of the engine is greater than a fourth threshold value; if the current speed of the engine is greater than the third threshold value, and the current load of the engine is greater than the fourth threshold value, the pre-combustion chamber injector is controlled to inject fuel based on the second injection pressure and the second injection duration during the intake stroke after the exhaust valve is closed; otherwise, the pre-combustion chamber injector is controlled to inject fuel based on the third injection pressure and the third injection duration during the intake stroke after the exhaust valve is closed.

[0080] The values ​​of the second injection pressure, the third injection pressure and the first injection pressure decrease in sequence; the values ​​of the second injection duration, the third injection duration and the first injection duration decrease in sequence.

[0081] During implementation, the setting of the third threshold value can be considered as a standard for measuring whether the speed is higher or higher. In the embodiments of the present application, if the current speed is greater than the third threshold value, it can be considered as a higher speed; otherwise, it is considered as a higher speed. Similarly, the setting of the fourth threshold value can be considered as a standard for measuring whether the load is higher or higher. In the embodiments of the present application, if the current load is greater than the fourth threshold value, it can be considered as a higher load; otherwise, it is considered as a higher load. Specifically, the values ​​of the third and fourth threshold values ​​can be set according to actual needs and are not specifically limited here.

[0082] For example, the third threshold value may be 3000 rpm, and the fourth threshold value may be 12 bar. The current speed and the current load may be first obtained, and then the obtained current speed may be compared with the third threshold value, and the obtained current load may be compared with the fourth threshold value. If the current speed is greater than 3000 rpm, and the current load is greater than 12 bar, it indicates that the engine is in a higher speed and higher load state. In this case, an injection strategy with a longer injection duration and a higher injection pressure needs to be configured for this state, that is, the pre-combustion chamber injector is controlled to inject fuel based on the second injection pressure and the second injection duration during the intake stroke after the exhaust valve is closed. Conversely, if the current speed is less than or equal to 3000 rpm, or the current load is less than or equal to 12 bar, it indicates that the engine is in a higher speed and higher load state. In this case, the pre-combustion chamber injector may be controlled to inject fuel based on the third injection pressure and the third injection duration during the intake stroke after the exhaust valve is closed.

[0083] It should be understood that the values ​​of the second injection pressure, the third injection pressure, and the first injection pressure decrease in sequence, that is, the second injection pressure is greater than the third injection pressure, and the third injection pressure is greater than the first injection pressure; the values ​​of the second injection duration, the third injection duration, and the first injection duration decrease in sequence, that is, the second injection duration is greater than the third injection duration, and the third injection duration is greater than the first injection duration. This setting can configure a more appropriate injection strategy for the engine based on different speeds and loads, ensuring rapid cooling in the pre-combustion chamber injector, thereby avoiding the possibility of gas coking in the pre-combustion chamber injector nozzle, effectively solving the problem of nozzle blockage, and providing a guarantee for stable engine operation.

[0084] In specific implementation, the range of the second injection pressure may include 25~35Mpa; the range of the second injection duration may include 0.5~1ms; and / or, the range of the third injection pressure may include 20~30Mpa; the range of the third injection duration may include 0.3~0.8ms; and / or, the range of the first injection pressure may include 10~25Mpa; the range of the first injection duration may include 0.1~0.4ms.

[0085] For example, the second injection pressure can be 25Mpa, and the second injection duration can be 0.5ms; the third injection pressure can be 20Mpa; the third injection duration can be 0.3ms; the first injection pressure can be 10Mpa; the first injection duration can be 0.1ms; or, the second injection pressure can be 30Mpa, and the second injection duration can be 0.8ms; the third injection pressure can be 25Mpa; the third injection duration can be 0.5ms; the first injection pressure can be 20Mpa; the first injection duration can be 0.3ms; or, the second injection pressure can be 35Mpa, and the second injection duration can be 1ms; the third injection pressure can be 30Mpa; the third injection duration can be 0.8ms; the first injection pressure can be 25Mpa; the first injection duration can be 0.4ms; and so on.

[0086] In this way, for higher speed and higher load conditions, the second injection pressure is set in the range of 25 to 35 MPa; the second injection duration is set in the range of 0.5 to 1 ms, which can give priority to ensuring the need to clean the pre-combustion chamber injector nozzle, thereby avoiding the occurrence of nozzle blockage problems. For higher speed and higher load conditions, the thermal load of the pre-combustion chamber injector is lower than that of higher speed and higher load conditions, and the third injection pressure is set in the range of 20 to 30 MPa; the third injection duration is set in the range of 0.3 to 0.8 ms, which can achieve cooling while taking into account the need to clean the pre-combustion chamber injector nozzle, thereby avoiding insufficient fuel mixing and worsening fuel consumption and emissions. For low speed and high load conditions (the fourth sub-state), the first injection pressure is set in the range of 10 to 25 MPa; the first injection duration is set in the range of 0.1 to 0.4 ms, which can not only meet the need to clean the pre-combustion chamber injector nozzle, but also avoid excessive fuel injection into the pre-combustion chamber at low speeds, resulting in insufficient fuel mixing and worsening fuel consumption and emissions.

[0087] In some embodiments, in order to further solve the problem of clogging of the pre-combustion chamber injector spray hole, a knock sensor may also be provided on the engine cylinder; accordingly, the engine injection control method may also include: obtaining a knock signal value through the knock sensor, and detecting whether the knock signal value exceeds a preset knock signal value; if the knock signal value exceeds the preset knock signal value, controlling the pre-combustion chamber injector to inject fuel in the intake stroke after the exhaust valve is closed, until the knock signal value does not exceed the preset knock signal value.

[0088] Among them, the preset knock signal value can be used as a standard to measure whether a strong knock occurs. Its specific value can be set according to actual needs and is not specifically limited here.

[0089] During implementation, a knock signal value can be determined by a knock sensor and then compared with a preset knock signal value. If the knock signal value exceeds the preset knock signal value, it indicates that strong knock is currently occurring, and it can be determined that the spray hole of the pre-combustion chamber injector is clogged. The pre-combustion chamber injector can then be controlled to inject fuel during the intake stroke after the exhaust valve closes to resolve the pre-combustion chamber injector nozzle blockage problem. If the knock signal value does not exceed the preset knock signal value, it indicates that strong knock is currently not occurring and the pre-combustion chamber injector is not clogged.

[0090] In this way, effective monitoring and response to the blockage of the pre-combustion chamber injector nozzle hole can be achieved, further avoiding the problem of blockage of the pre-combustion chamber injector nozzle hole and ensuring the stable operation of the engine.

[0091] In specific implementation, when a blockage problem of the pre-combustion chamber injector is detected and a response is taken, that is, when the pre-combustion chamber injector is controlled to inject fuel during the intake stroke after the exhaust valve is closed, the pre-combustion chamber injector can be controlled to inject fuel based on the target injection pressure during the intake stroke after the exhaust valve is closed; wherein the target injection pressure ranges from 20 to 35 MPa.

[0092] For example, the target injection pressure can be 20 MPa, which can solve the nozzle blockage problem while using a smaller injection pressure to improve thermal efficiency; or the target injection pressure can be 30 MPa, which can solve the nozzle blockage problem in a timely manner while taking into account the engine thermal efficiency; or the target injection pressure can be 35 MPa, which can solve the nozzle blockage problem more quickly and promptly.

[0093] To address the problem of clogging of the spray holes of the pre-combustion chamber injector, the target injection pressure is controlled at 20-35 MPa. A larger injection pressure can be used to impact the clogged area, thereby solving the clogging problem more promptly and efficiently, and further ensuring the stable operation of the engine.

[0094] In some embodiments, in order to ensure the accuracy of engine control, when determining the operating state of the engine, the current speed and current load of the engine can be first obtained, and it can be detected whether the current speed and current load of the engine meet the first operating condition; the first operating condition may include: the speed is greater than a first threshold, and the load is greater than a second threshold; if the current speed and current load of the engine meet the first operating condition, it is determined that the engine is in the first state; otherwise, it is determined that the engine is in the second state.

[0095] The setting of the first threshold value can be used as a standard for measuring the speed. In the embodiments of the present application, if the current speed is greater than the first threshold value, it can be considered a high speed; otherwise, it is considered a low speed. Similarly, the setting of the second threshold value can be used as a standard for measuring the load. In the embodiments of the present application, if the current load is greater than the second threshold value, it can be considered a high load; otherwise, it is considered a low load. Specifically, the values ​​of the first threshold value and the second threshold value can be set according to actual needs and are not specifically limited here.

[0096] For example, the first threshold value may be 750 rpm and the second threshold value may be 2 bar. After obtaining the current speed and current load, the current speed may be compared with the first threshold value, and the current load may be compared with the second threshold value. If the current speed is greater than 750 rpm and the current load is greater than 2 bar, it indicates that the current speed and current load of the engine meet the first operating condition, and the engine can be determined to be in the first state. Correspondingly, if the current speed is less than or equal to 750 rpm, or the current load is less than or equal to 2 bar, it indicates that the current speed and current load of the engine do not meet the first operating condition, and the engine can be determined to be in the second state.

[0097] In this way, the engine's operating state can be adaptively divided according to user needs or engine performance requirements, and corresponding control strategies can be configured for the pre-combustion chamber injector nozzle blockage problem that may occur under different operating conditions, thereby ensuring the stable operation of the engine.

[0098] In some embodiments, in order to accurately determine the operating status of the engine, the above-mentioned acquisition of the current speed and current load of the engine may specifically include: acquiring the current speed and torque of the engine; determining the current load of the engine based on the current speed and torque, and obtaining the current speed and current load of the engine.

[0099] Engine load refers to the ratio of the actual torque output by the engine to the maximum torque that can be output at that speed.

[0100] During implementation, the correspondence between various speeds and maximum torque can be pre-determined. Based on this, the current maximum torque corresponding to the current speed can be determined. The current engine load can then be determined based on the torque and the current maximum torque. This provides a basis for accurately determining the engine's operating status and ensures stable engine operation.

[0101] In some embodiments, when determining the operating sub-state of the engine in the second state, the current load of the engine can be determined, and whether the current load of the engine is greater than a second threshold can be detected; if the current load of the engine is greater than the second threshold, the engine is determined to be in the fourth sub-state; if the current load of the engine is less than or equal to the second threshold, the engine is determined to be in the third sub-state.

[0102] In this way, based on the current load and the second threshold, the operating sub-states of the engine in the second state can be distinguished, so that the operating sub-states of the engine can be adaptively divided according to user needs or engine performance requirements, providing a basis for further identifying working conditions that may have the problem of pre-combustion chamber injector nozzle blockage, and thus laying the foundation for ensuring the stable operation of the engine.

[0103] As another optional implementation of the disclosure of this application, the embodiment of this application also provides an engine fuel injection control device, such as Figure 3 As shown, the engine injection control device may include at least: a first determination module 301, configured to determine an operating state of the engine; the operating state includes a first state and a second state; at the same load, the engine speed in the first state is greater than the speed in the second state, and at the same speed, the load in the first state is greater than the load in the second state; a second determination module 302, configured to determine an operating sub-state of the engine in the second state if the engine is in the second state; the operating sub-states in the second state include a third sub-state and a fourth sub-state; the load of the engine in the third sub-state is less than the load in the fourth sub-state; a control module 303, configured to control the pre-combustion chamber injector to inject fuel based on a preset injection pressure and a preset injection duration during an intake stroke after exhaust valve closing if the engine is in the first state; and the control module 303, further configured to control the pre-combustion chamber injector to inject fuel based on a first injection pressure and a first injection duration during an intake stroke after exhaust valve closing if the engine is in the fourth sub-state; the preset injection pressure is greater than the first injection pressure, and the preset injection duration is greater than the first injection duration.

[0104] Optionally, the preset injection pressure includes a second injection pressure and a third injection pressure; the preset injection duration includes a second injection duration and a third injection duration; accordingly, when controlling the pre-combustion chamber injector to inject fuel based on the preset injection pressure and the preset injection duration within the intake stroke after the exhaust valve is closed, the control module 303 can be specifically used to: detect whether the current speed of the engine is greater than a third threshold value, and whether the current load of the engine is greater than a fourth threshold value; if the current speed of the engine is greater than the third threshold value, and the current load of the engine is greater than the fourth threshold value, then control the pre-combustion chamber injector to inject fuel based on the second injection pressure and the second injection duration within the intake stroke after the exhaust valve is closed; otherwise, control the pre-combustion chamber injector to inject fuel based on the third injection pressure and the third injection duration within the intake stroke after the exhaust valve is closed; the values ​​of the second injection pressure, the third injection pressure and the first injection pressure decrease in sequence; the values ​​of the second injection duration, the third injection duration and the first injection duration decrease in sequence.

[0105] Optionally, the range of the second injection pressure may include 25~35Mpa; the range of the second injection duration may include 0.5~1ms; and / or, the range of the third injection pressure may include 20~30Mpa; the range of the third injection duration may include 0.3~0.8ms; and / or, the range of the first injection pressure may include 10~25Mpa; the range of the first injection duration may include 0.1~0.4ms.

[0106] Optionally, a knock sensor is also provided on the cylinder of the engine; the engine injection control device may further include a detection and control module, which may be used to: obtain a knock signal value through the knock sensor, and detect whether the knock signal value exceeds a preset knock signal value; if the knock signal value exceeds the preset knock signal value, control the pre-combustion chamber injector to inject fuel during the intake stroke after the exhaust valve is closed, until the knock signal value does not exceed the preset knock signal value.

[0107] Optionally, when controlling the pre-combustion chamber injector to inject fuel during the intake stroke after the exhaust valve is closed, the detection and control module can be specifically used to: control the pre-combustion chamber injector to inject fuel based on the target injection pressure during the intake stroke after the exhaust valve is closed; wherein the target injection pressure range includes 20~35Mpa.

[0108] Optionally, when determining the operating state of the engine, the first determination module 301 can be specifically used to: obtain the current speed and current load of the engine, and detect whether the current speed and current load of the engine meet the first operating condition; the first operating condition includes: the speed is greater than the first threshold, and the load is greater than the second threshold; if the current speed and current load of the engine meet the first operating condition, it is determined that the engine is in the first state; otherwise, it is determined that the engine is in the second state.

[0109] Optionally, when determining the operating sub-state of the engine in the second state, the second determination module 302 can be specifically used to: determine the current load of the engine and detect whether the current load of the engine is greater than a second threshold; if the current load of the engine is greater than the second threshold, determine that the engine is in the fourth sub-state; if the current load of the engine is less than or equal to the second threshold, determine that the engine is in the third sub-state.

[0110] The specific implementation of the engine fuel injection control device provided in the embodiments of the present application can refer to the implementation of the engine fuel injection control method described in any of the above embodiments, and will not be repeated here.

[0111] As another optional implementation of the disclosure of this application, an embodiment of this application further provides a controller, such as Figure 4 As shown, the controller may include: a memory 401 and a processor 402; wherein the memory 401 is connected to the processor 402 for storing programs; the processor 402 is used to implement the engine injection control method disclosed in any of the above embodiments by running the program stored in the memory 401.

[0112] Specifically, the controller may further include: a bus, a communication interface 403 , an input device 404 and an output device 405 .

[0113] The processor 402, the memory 401, the communication interface 403, the input device 404 and the output device 405 are interconnected via a bus.

[0114] A bus may include a pathway that transfers information between components of a computer system.

[0115] Processor 402 may be a general-purpose processor, such as a general-purpose central processing unit (CPU), a microprocessor, or the like, or an application-specific integrated circuit (ASIC), or one or more integrated circuits for controlling the execution of the program of the present application. It may also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic device, discrete gate or transistor logic device, or discrete hardware component.

[0116] The processor 402 may include a main processor, and may also include a baseband chip, a modem, etc.

[0117] The memory 401 stores a program for executing the technical solution of the present application, and may also store an operating system and other key services. Specifically, the program may include program code, and the program code may include computer operating instructions. More specifically, the memory 401 may include read-only memory (ROM), other types of static storage devices that can store static information and instructions, random access memory (RAM), other types of dynamic storage devices that can store information and instructions, disk storage, flash, etc.

[0118] The input device 404 may include a device for receiving data and information input by a user, such as a keyboard, a mouse, a camera, a scanner, a light pen, a voice input device, a touch screen, a pedometer, or a gravity sensor.

[0119] Output device 405 may include a device that allows information to be output to a user, such as a display screen, a printer, a speaker, etc.

[0120] The communication interface 403 may include any transceiver or similar device for communicating with other devices or communication networks, such as Ethernet, Radio Access Network (RAN), Wireless Local Area Network (WLAN), etc.

[0121] The processor 402 executes the program stored in the memory 401 and calls other devices, which can be used to implement each step of the engine injection control method provided in the above embodiment of the present application.

[0122] As another optional implementation of the contents disclosed in the present application, an embodiment of the present application further provides an engine, which includes a controller as described in any of the above embodiments.

[0123] As another optional implementation of the contents disclosed in the present application, an embodiment of the present application further provides a vehicle, which includes an engine as described in any of the above embodiments.

[0124] An embodiment of the present application further provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a computer, the computer executes the engine fuel injection control method in any of the above embodiments.

[0125] An embodiment of the present application further provides a computer program product comprising instructions, which, when executed by a computer, enables the computer to execute the engine fuel injection control method described in any of the above embodiments.

[0126] It should be understood that the specific examples herein are only intended to help those skilled in the art better understand the embodiments of this specification, rather than to limit the scope of the present invention.

[0127] It can be understood that in the various implementations of this specification, the size of the serial number of each process does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the implementation methods of this specification.

[0128] It can be understood that the various embodiments described in this specification can be implemented individually or in combination, and the embodiments in this specification are not limited to this.

[0129] Unless otherwise indicated, all technical and scientific terms used in the embodiments of this specification have the same meaning as those commonly understood by those skilled in the art in the technical field of this specification. The terms used in this specification are only for the purpose of describing specific embodiments and are not intended to limit the scope of this specification. The term "and / or" used in this specification includes any and all combinations of one or more related listed items. The singular forms "a", "above", and "the" used in the embodiments of this specification and the appended claims are also intended to include plural forms unless the context clearly indicates otherwise.

[0130] It is understood that the processor in the embodiments of this specification can be an integrated circuit chip with signal processing capabilities. During implementation, each step of the above method embodiment can be completed by hardware integrated logic circuits in the processor or software instructions. The above processor can be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. The various methods, steps, and logic block diagrams disclosed in the embodiments of this specification can be implemented or executed. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in the embodiments of this specification can be directly implemented as being executed by a hardware decoding processor, or by a combination of hardware and software modules in the decoding processor. The software module can be located in a storage medium mature in the art, such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, etc. The storage medium is located in the memory, and the processor reads the information in the memory and completes the steps of the above method in combination with its hardware.

[0131] It will be understood that the memory in the embodiments of this specification may be a volatile memory or a non-volatile memory, or may include both volatile and non-volatile memories. Among them, the non-volatile memory may be a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), or a flash memory. The volatile memory may be a random access memory (RAM). It should be noted that the memory of the systems and methods described herein is intended to include, but is not limited to, these and any other suitable types of memory.

[0132] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this specification.

[0133] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working processes of the above-described systems, devices and units can refer to the corresponding processes in the aforementioned method implementation methods and will not be repeated here.

[0134] In the several embodiments provided in this specification, it should be understood that the disclosed systems, devices, and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division of the units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0135] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of this embodiment.

[0136] In addition, each functional unit in each embodiment of this specification may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0137] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this specification, or the part that contributes to the prior art, or the part of the technical solution can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the method described in each embodiment of this specification. The aforementioned storage medium includes various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0138] The above description is merely a specific embodiment of this specification, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this specification should be included in the scope of protection of this specification. Therefore, the scope of protection of the present invention should be based on the scope of protection of the claims.

Claims

1. An engine fuel injection control method, characterized in that: include: Determining an operating state of the engine; the operating state includes a first state and a second state; At the same load, the engine speed in the first state is greater than the engine speed in the second state, and at the same speed, the load in the first state is greater than the load in the second state; If the engine is in the second state, determining an operating sub-state of the engine in the second state; the operating sub-states in the second state include a third sub-state and a fourth sub-state; the load of the engine in the third sub-state is less than the load in the fourth sub-state; If the engine is in the first state, controlling the pre-combustion chamber injector to inject fuel based on a preset injection pressure and a preset injection duration during the intake stroke after the exhaust valve is closed; If the engine is in the fourth sub-state, controlling the pre-combustion chamber injector to inject fuel based on a first injection pressure and a first injection duration during an intake stroke after the exhaust valve is closed; The preset injection pressure is greater than the first injection pressure, and the preset injection duration is greater than the first injection duration.

2. The method according to claim 1, characterized in that The preset injection pressure includes a second injection pressure and a third injection pressure; the preset injection duration includes a second injection duration and a third injection duration; The controlling the pre-combustion chamber injector to inject fuel based on a preset injection pressure and a preset injection duration during the intake stroke after the exhaust valve is closed includes: detecting whether a current speed of the engine is greater than a third threshold and whether a current load of the engine is greater than a fourth threshold; if the current speed of the engine is greater than the third threshold and the current load of the engine is greater than the fourth threshold, controlling the pre-combustion chamber injector to inject fuel based on the second injection pressure and the second injection duration during an intake stroke after exhaust valve closing; otherwise, controlling the pre-combustion chamber injector to inject fuel based on the third injection pressure and the third injection duration during an intake stroke after exhaust valve closing; The values ​​of the second injection pressure, the third injection pressure and the first injection pressure decrease in sequence; the values ​​of the second injection duration, the third injection duration and the first injection duration decrease in sequence.

3. The method according to claim 2, characterized in that The second injection pressure ranges from 25 to 35 MPa; the second injection duration ranges from 0.5 to 1 ms; And / or, the third injection pressure ranges from 20 to 30 MPa; the third injection duration ranges from 0.3 to 0.8 ms; And / or, the first injection pressure ranges from 10 to 25 MPa; the first injection duration ranges from 0.1 to 0.4 ms.

4. The method according to claim 1, wherein A knock sensor is also provided on the cylinder of the engine; and the method further comprises: obtaining a knock signal value through the knock sensor, and detecting whether the knock signal value exceeds a preset knock signal value; If the knock signal value exceeds a preset knock signal value, the pre-combustion chamber injector is controlled to inject fuel in the intake stroke after the exhaust valve is closed until the knock signal value does not exceed the preset knock signal value.

5. The method according to claim 4, characterized in that The controlling the pre-combustion chamber injector to inject fuel in the intake stroke after the exhaust valve is closed comprises: The pre-combustion chamber injector is controlled to inject fuel based on a target injection pressure during the intake stroke after the exhaust valve is closed; wherein the target injection pressure ranges from 20 to 35 MPa.

6. The method according to claim 1, characterized in that Determining the operating state of the engine includes: Obtaining the current speed and current load of the engine, and detecting whether the current speed and current load of the engine meet a first operating condition; the first operating condition includes: the speed is greater than a first threshold, and the load is greater than a second threshold; If the current speed and current load of the engine meet the first operating condition, it is determined that the engine is in the first state; otherwise, it is determined that the engine is in the second state.

7. The method according to claim 1, characterized in that Determining the operating sub-state of the engine in the second state includes: determining a current load of the engine, and detecting whether the current load of the engine is greater than a second threshold; If the current load of the engine is greater than the second threshold, determining that the engine is in the fourth sub-state; If the current load of the engine is less than or equal to the second threshold, it is determined that the engine is in the third sub-state.

8. A controller, characterized in that: include: a processor, and a memory connected to the processor; The memory is used to store computer programs; The processor is used to call and execute the computer program in the memory to perform the engine fuel injection control method according to any one of claims 1 to 7.

9. An engine, characterized in that: Comprising the controller as claimed in claim 8.

10. A vehicle, characterized in that: Comprising the engine of claim 9.

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