Engine fuel injection control method, controller, engine, and vehicle

Abstract

The application relates to an engine fuel injection control method, a controller, an engine and a vehicle. The engine fuel injection control method comprises the following steps: determining the running state of the engine; if the engine is in a second state, determining the running substate of the engine in the second state; the running substate in the second state comprises a third substate and a fourth substate; if the engine is in a first state, controlling the precombustion chamber fuel injector to spray fuel based on a preset injection pressure and a preset injection time length in the intake stroke after the exhaust valve is closed; if the engine is in the fourth substate, controlling the precombustion chamber fuel injector to spray fuel based on a first injection pressure and a first injection time length in the intake stroke after the exhaust valve is closed; the preset injection pressure is greater than the first injection pressure, and the preset injection time length is greater than the first injection time length. In this way, the possibility of gas coking in the precombustion chamber fuel injector nozzle is avoided, the problem of nozzle blockage is effectively solved, and the stable operation of the engine is ensured.

Description

Technical Field

[0001] This application relates to the field of engine technology, specifically to an engine fuel injection control method, controller, engine, and vehicle. Background Technology

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

[0003] However, due to the temperature during operation, coking can easily occur inside the nozzle of the pre-combustion chamber injector, leading to nozzle blockage and causing problems for the stable operation of the engine. Summary of the Invention

[0004] In view of this, this application aims to provide an engine fuel injection control method, controller, engine and vehicle that can effectively solve the problem of nozzle clogging and ensure stable engine operation.

[0005] The first aspect of this application provides an engine fuel injection control method applied to an engine controller, the method comprising:

[0006] The operating state of the engine is determined; the operating state includes a first state and a second state; under the same load, the engine speed in the first state is greater than the engine speed in the second state, and at the same engine speed, the load in the first state is greater than the load in the second state;

[0007] If the engine is in the second state, then the operating sub-state of the engine in the second state is determined; 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;

[0008] 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 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 the first injection pressure and the 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 embodiments, the engine operating states are divided from the perspective of 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. Firstly, from the perspective of load, in both the high-speed, high-load and low-speed, high-load states (i.e., the high-load state), controlling the pre-combustion chamber injector to inject fuel during the intake stroke after the exhaust valve closes serves two purposes: firstly, it lubricates and cleans the pre-combustion chamber injector head using fuel; secondly, it reduces the pre-combustion chamber ambient temperature / pre-combustion chamber head temperature through fuel atomization, thereby preventing nozzle clogging caused by fuel coking within the injector. Furthermore, from the perspective of speed, in the first state (high-speed, high-load state), the thermal load of the pre-combustion chamber injector increases rapidly. Compared to the low-speed, high-load state, using a higher injection pressure and a longer injection duration achieves faster cooling, further preventing the possibility of gas coking within the pre-combustion chamber injector nozzle, effectively solving the nozzle clogging problem 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 control of 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] The system detects whether the current engine speed is greater than a third threshold and whether the current engine load is greater than a fourth threshold. If the current engine speed is greater than the third threshold and the current engine load is greater than the fourth threshold, the system controls the pre-combustion chamber injector 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 system controls the pre-combustion chamber injector to inject fuel based on the third injection pressure and the third injection duration during the intake stroke after the exhaust valve is closed.

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

[0015] In the above embodiment, the values ​​of the second injection pressure, the third injection pressure, and the first injection pressure decrease sequentially, 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; similarly, the values ​​of the second injection duration, the third injection duration, and the first injection duration decrease sequentially, that is, the second injection duration is longer than the third injection duration, and the third injection duration is longer than the first injection duration. This configuration allows for a more suitable fuel injection strategy to be configured for the engine based on different engine speeds and loads, ensuring rapid cooling within the pre-combustion chamber injector. This avoids the possibility of gas coking within the pre-combustion chamber injector orifice, effectively solving the problem of orifice clogging 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 range of the third injection pressure includes 20 to 30 MPa; the range of the third injection duration includes 0.3 to 0.8 ms;

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

[0019] In the above embodiments, for higher speed and higher load conditions, the range of the second injection pressure is set to 25-35 MPa; the range of the second injection duration is set to 0.5-1 ms. This prioritizes the cleaning of the pre-combustion chamber injector orifices, thereby preventing orifice clogging. For higher speed and higher load conditions, where the thermal load of the pre-combustion chamber injector is lower than in higher speed and higher load conditions, the range of the third injection pressure is set to 20-30 MPa; the range of the third injection duration is set to 0.3-0.8 ms. This achieves cooling while simultaneously addressing the cleaning of the pre-combustion chamber injector orifices, preventing insufficient fuel mixing and resulting in worsened fuel consumption and emissions. For low speed and high load conditions (the fourth sub-state), the range of the first injection pressure is set to 10-25 MPa; the range of the first injection duration is set to 0.1-0.4 ms. This satisfies the need to clean the pre-combustion chamber injector orifices while avoiding excessive fuel injection into the pre-combustion chamber at low speeds, which could lead to insufficient fuel mixing and worsened fuel consumption and emissions.

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

[0021] The detonation signal value is obtained through the detonation sensor, and it is detected whether the detonation signal value exceeds a preset detonation signal value.

[0022] If the knock signal value exceeds the preset knock signal value, the pre-combustion chamber injector is controlled 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.

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

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

[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 embodiments, to address the problem of clogging of the nozzles of the pre-combustion chamber injector, the target injection pressure is controlled at 20-35 MPa. This allows for the use of a larger injection pressure to impact the clogged area, thereby resolving the clogging problem more promptly and efficiently, and further ensuring the stable operation of the engine.

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

[0028] The current speed and current load of the engine are obtained, and it is detected whether the current speed and current load of the engine meet the first operating conditions; the first operating conditions include: 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 conditions, the engine is determined to be in the first state; otherwise, the engine is determined to be in the second state.

[0030] In the above embodiments, the engine 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.

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

[0032] Determine the current load of the engine and detect 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, then the engine is determined to be in the fourth sub-state;

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

[0035] In the above implementation, based on the current load and the second threshold, the operating sub-states of the engine in the second state can be distinguished. This allows for adaptive division of the engine's operating sub-states according to user needs or engine performance requirements, providing a basis for further identifying operating conditions where pre-combustion chamber injector nozzle blockage may occur, thereby laying the foundation for ensuring stable engine operation.

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

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

[0038] The second determining module is used to determine the operating sub-state of the engine in the second state if the engine is 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;

[0039] The control module is used to 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, if the engine is in the first state.

[0040] The control module is further configured to, if the engine is in the fourth sub-state, 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; 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 this 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 this application.

[0045] A fourth aspect of this application provides an engine including a controller as described in the third aspect of this application.

[0046] A fifth aspect of this application provides a vehicle including an engine as described in the fourth aspect of this application.

[0047] The sixth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the engine fuel injection control method as described in any one of the first aspects above.

[0048] The seventh aspect of this application provides a computer program product containing instructions that, when executed by a computer, cause the computer to perform the engine fuel injection control method as described in the first aspect above.

[0049] In this application's solution, the engine's operating state is first determined; the operating state includes a first state and a second state; under 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; if the engine is in the second state, then the engine's operating sub-state in the second state is determined; 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; if the engine is in the first state, then the pre-combustion chamber injector is controlled 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, then 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.

[0050] Thus, from the perspective of engine speed and load, the engine's operating states are divided. The first state represents high-speed, high-load conditions; the third sub-state represents low-speed, low-load conditions; and the fourth sub-state represents low-speed, high-load conditions. Firstly, from a load perspective, in both high-speed, high-load and low-speed, high-load states (i.e., high-load conditions), controlling the pre-combustion chamber injector to inject fuel during the intake stroke after the exhaust valve closes serves two purposes: firstly, it lubricates and cleans the pre-combustion chamber injector head; secondly, it uses fuel atomization to lower the pre-combustion chamber ambient temperature / pre-combustion chamber head temperature, thereby preventing nozzle clogging caused by fuel coking within the injector. Furthermore, from a speed perspective, in the first state (high-speed, high-load conditions), the thermal load on the pre-combustion chamber injector increases rapidly. Compared to the low-speed, high-load conditions, using higher injection pressure and a longer injection duration achieves faster cooling, further preventing the possibility of gas coking within the pre-combustion chamber injector nozzle, effectively solving the nozzle clogging problem and ensuring stable engine operation. Attached Figure Description

[0051] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0052] Figure 1 This is a schematic flowchart of an engine fuel injection control method provided in one embodiment of this application.

[0053] Figure 2 This is a schematic diagram of the operating state distribution of an engine provided in one embodiment of this application.

[0054] Figure 3 This is a schematic diagram of the structure of an engine fuel injection control device provided in one embodiment of this application.

[0055] Figure 4 This is a schematic diagram of the structure of a controller provided in one embodiment of this application. Detailed Implementation

[0056] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0057] An active pre-combustion chamber is an ignition mechanism used in internal combustion engines, especially for fuel engines, to effectively ignite and control the combustion process of lean air-fuel mixtures. It aims to accelerate combustion, reduce knocking tendency and cooling loss, thereby improving engine thermal efficiency.

[0058] However, the inventors discovered that due to the richer combustion of the air-fuel mixture inside the active pre-combustion chamber, there is a continuous high-temperature environment inside the pre-combustion chamber, which easily increases the heat load of the pre-combustion chamber injector. This leads to gasoline coking inside the pre-combustion chamber injector, and the nozzle of the pre-combustion chamber injector is easily blocked, making it impossible to ensure the efficient and stable operation of the engine.

[0059] Therefore, embodiments of this application provide an engine fuel injection control method, which can be applied to an engine controller, such as... Figure 1 As shown, an engine fuel injection control method may include at least the following steps:

[0060] S101. Determine the engine's operating state; the operating state includes a first state and a second state; under 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 states can be pre-defined based on its speed and load. These pre-defined states can include: under 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 engine load in the first state is greater than the load in the second state. Thus, the engine's operating states can be divided into a first state and a second state based on these pre-defined conditions. Figure 2 As shown, T1 represents the first state, and T2 represents the second state. Since the first state has a higher rotational speed and a higher load at the same load, it can be used to characterize a high-speed, high-load state, while the second state can be used to characterize a low-speed, low-load or 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-defined operating states. This lays the foundation for subsequent engine control based on the actual operating conditions of the engine, thus preventing the nozzles of the pre-combustion chamber injectors from becoming clogged.

[0063] S102. If the engine is in the second state, then determine the operating sub-state of the engine in the second state; the operating sub-state in the second state includes the third sub-state and the 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, which is either low speed and low load or low speed and high load. In order to solve the problem of pre-combustion chamber injector nozzle blockage according to specific operating 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 the load in the fourth sub-state, the third sub-state can be used to characterize the low-speed, high-load state, and the fourth sub-state can be used to characterize the 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, a foundation can be laid for solving the problem of pre-combustion chamber injector nozzle blockage under specific operating conditions.

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

[0068] When the engine is in its first state, i.e., at high speed and high load, the engine speed and load are both high, leading to an increase in the thermal load on the pre-combustion chamber injector. The pre-combustion chamber is at a high temperature, which can easily cause the injector nozzles to become clogged. To address this, the pre-combustion chamber injector is controlled to inject fuel within the intake stroke after the exhaust valve is closed, based on a preset injection pressure and a preset injection duration. On the one hand, the fuel can be used to lubricate and clean the injector head; on the other hand, fuel atomization can be used to reduce the ambient temperature / head temperature of the pre-combustion chamber, thereby preventing fuel coking in the pre-combustion chamber injector due to high temperature and resulting nozzle clogging.

[0069] The preset spray pressure and preset spray duration can be set according to the actual cooling and cleaning effect required, and no specific limitations are made here.

[0070] S104. If the engine is in the fourth sub-state, the pre-combustion chamber injector is controlled to inject fuel based on the first injection pressure and the 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 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, it will not cause the pre-combustion chamber injector nozzle to become clogged.

[0072] Conversely, when the engine is in the fourth sub-state, that is, the engine is in a low speed and high load state, the high engine load leads to an increase in the thermal load of the pre-combustion chamber injector, and the pre-combustion chamber temperature rises. The nozzle of the pre-combustion chamber injector is prone to clogging due to high temperature. To address this, the pre-combustion chamber injector is controlled to inject 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 head of the pre-combustion chamber injector; on the other hand, fuel atomization can be used to reduce the ambient temperature / head temperature of the pre-combustion chamber, thereby avoiding the problem of nozzle clogging caused by fuel coking in the pre-combustion chamber injector due to high temperature.

[0073] The first spray pressure and the first spray duration can be set according to the actual cooling and cleaning effect required, and no specific limit is made here.

[0074] It should be noted that, for the first state and the fourth sub-state, namely 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 compared to 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 avoid the problem of nozzle blockage caused by high temperature.

[0075] In this embodiment, the engine's operating state is first determined; the operating state includes a first state and a second state; under 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; if the engine is in the second state, then the engine's operating sub-state in the second state is determined; 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; if the engine is in the first state, then the pre-combustion chamber injector is controlled 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, then 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.

[0076] Thus, from the perspective of engine speed and load, the engine's operating states are divided. The first state represents high-speed, high-load conditions; the third sub-state represents low-speed, low-load conditions; and the fourth sub-state represents low-speed, high-load conditions. Firstly, from a load perspective, in both high-speed, high-load and low-speed, high-load states (i.e., high-load conditions), controlling the pre-combustion chamber injector to inject fuel during the intake stroke after the exhaust valve closes serves two purposes: firstly, it lubricates and cleans the pre-combustion chamber injector head; secondly, it uses fuel atomization to lower the pre-combustion chamber ambient temperature / pre-combustion chamber head temperature, thereby preventing nozzle clogging caused by fuel coking within the injector. Furthermore, from a speed perspective, in the first state (high-speed, high-load conditions), the thermal load on the pre-combustion chamber injector increases rapidly. Compared to the low-speed, high-load conditions, using higher injection pressure and a longer injection duration achieves faster cooling, further preventing the possibility of gas coking within the pre-combustion chamber injector nozzle, effectively solving the nozzle clogging problem and ensuring stable engine operation.

[0077] The thermal load of the pre-combustion chamber injector varies under different speeds and loads. In order to cope with the problem of 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 when the engine is in the first state, that is, the engine is in a high speed and high load state, the thermal load of the pre-combustion chamber injector increases rapidly and the rate of increase is greatly affected by the speed and load. In order to avoid the pre-combustion chamber injector from becoming clogged in a timely and effective manner, the first state can be further refined, and the injection strategy can be adjusted accordingly for different scenarios after refinement.

[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 can detect whether the current engine speed is greater than a third threshold and whether the current engine load is greater than a fourth threshold. If the current engine speed is greater than the third threshold and the current engine load is greater than the fourth threshold, then the pre-combustion chamber injector is controlled to inject fuel based on a second injection pressure and a 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 a third injection pressure and a third injection duration during the intake stroke after the exhaust valve is closed.

[0080] Among them, 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] In implementation, the setting of the third threshold can be regarded as a standard for measuring higher and higher rotational speeds. In the embodiments of this application, a current rotational speed greater than the third threshold can be considered a higher rotational speed; conversely, a speed less than the third threshold is considered a higher rotational speed. Similarly, the setting of the fourth threshold can be regarded as a standard for measuring higher and higher loads. In the embodiments of this application, a current load greater than the fourth threshold can be considered a higher load; conversely, a load less than the fourth threshold is considered a higher load. Specifically, the values ​​of the third and fourth thresholds can be set according to actual needs, and no specific limitations are made here.

[0082] For example, if the third threshold is 3000 rpm and the fourth threshold is 12 bar, then the current engine speed and current load can be obtained first, and then the obtained current engine speed can be compared with the third threshold, and the obtained current load can be compared with the fourth threshold. If the current engine speed is greater than 3000 rpm and the current load is greater than 12 bar, it means that the engine is in a higher speed and higher load state. At this time, it is necessary to configure a fuel injection strategy with a longer injection duration and a higher injection pressure for this state. That is, control the pre-combustion chamber injector 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 engine speed is less than or equal to 3000 rpm, or the current load is less than or equal to 12 bar, it means that the engine is in a higher speed and higher load state. Then, the pre-combustion chamber injector can 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's important to understand that the values ​​of the second, third, and first injection pressures decrease sequentially, meaning the second injection pressure is greater than the third, and the third is greater than the first. Similarly, the values ​​of the second, third, and first injection durations decrease sequentially, meaning the second injection duration is longer than the third, and the third is longer than the first. This configuration allows for a more suitable fuel injection strategy based on different engine speeds and loads, ensuring rapid cooling within the pre-combustion chamber injector. This prevents the possibility of gas coking within the pre-combustion chamber injector orifice, effectively solving the problem of orifice clogging and ensuring stable engine operation.

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

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

[0086] Thus, 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. This prioritizes the cleaning of the pre-combustion chamber injector orifices, thereby preventing orifice clogging. For higher speed and higher load conditions, where the thermal load of the pre-combustion chamber injector is lower than in higher speed and higher load conditions, 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. This achieves cooling while simultaneously cleaning the pre-combustion chamber injector orifices, preventing insufficient fuel mixing and thus 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 satisfies the need to clean the pre-combustion chamber injector orifices while avoiding excessive fuel injection into the pre-combustion chamber at low speeds, which could lead to insufficient fuel mixing and worsened fuel consumption and emissions.

[0087] In some embodiments, in order to further solve the problem of pre-combustion chamber injector nozzle blockage, a knock sensor may be installed on the engine cylinder; correspondingly, 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 during the intake stroke after the exhaust valve is closed, until the knock signal value does not exceed the preset knock signal value.

[0088] The preset detonation signal value can be used as a standard to measure whether a strong detonation has occurred. Its specific value can be set according to actual needs, and no specific limit is made here.

[0089] During implementation, a knock signal value can be determined using a knock sensor, and then compared with a preset knock signal value. If the knock signal value exceeds the preset value, it indicates that strong knocking has occurred, confirming a blockage in the pre-combustion chamber injector's nozzle. In this case, the pre-combustion chamber injector can be controlled to inject fuel during the intake stroke after the exhaust valve closes to resolve the nozzle blockage. If the knock signal value does not exceed the preset value, it indicates that there is no strong knocking and the pre-combustion chamber injector is not blocked.

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

[0091] In specific implementation, when a blockage problem is detected in the pre-combustion chamber injector 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 could be 20 MPa, which can improve thermal efficiency while solving the nozzle clogging problem; or the target injection pressure could be 30 MPa, which can solve the nozzle clogging problem in a timely manner while taking into account engine thermal efficiency; or the target injection pressure could be 35 MPa, which can solve the nozzle clogging problem more quickly and in a timely manner.

[0093] To address the issue of clogging in the nozzles of the pre-combustion chamber injectors, the target injection pressure is controlled between 20 and 35 MPa. This allows for the use of higher injection pressure to impact the clogged area, thus resolving the clogging problem more promptly and efficiently, and further ensuring the stable operation of the engine.

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

[0095] The first threshold can be used as a standard to measure the speed. In this embodiment, a current speed greater than the first threshold is considered a high speed, and vice versa. Similarly, the second threshold can be used as a standard to measure the load. In this embodiment, a current load greater than the second threshold is considered a high load, and vice versa. Specifically, the values ​​of the first and second thresholds can be set according to actual needs, and are not specifically limited here.

[0096] For example, the first threshold could be 750 rpm, and the second threshold could be 2 bar. After obtaining the current speed and current load, the current speed can be compared with the first threshold, and the current load can be compared with the second threshold. If the current speed is greater than 750 rpm and the current load is greater than 2 bar, it means that the engine's current speed and current load meet the first operating conditions, and the engine can be determined to be in the first state. Conversely, 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 means that the engine's current speed and current load do not meet the first operating conditions, 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 orifice clogging problems that may occur under different operating conditions, thereby ensuring the stable operation of the engine.

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

[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 engine speeds and maximum torque can be predetermined. Based on this, the current maximum torque can be determined according to the current engine speed. The current load on the engine 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 implementations, when determining the operating sub-state of the engine in the second state, the current load of the engine can be determined and it can be detected 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, 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] Thus, based on the current load and the second threshold, the operating sub-states of the engine in the second state can be distinguished. This allows for adaptive division of the engine's operating sub-states according to user needs or engine performance requirements, providing a basis for further identifying operating conditions where pre-combustion chamber injector orifice blockage may occur, thereby laying the foundation for ensuring stable engine operation.

[0103] As another optional implementation of the disclosure of this application, embodiments of this application also provide an engine fuel injection control device, such as... Figure 3 As shown, the engine fuel injection control device may include at least: a first determining module 301, used to determine the engine's operating state; the operating state includes a first state and a second state; under 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 determining module 302, used to determine the engine's operating sub-state in the second state if the engine is 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; a control module 303, used to 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, if the engine is in the first state; the control module 303 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.

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

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

[0106] Optionally, a knock sensor is also installed on the cylinder of the engine; the engine fuel injection control device may also include a detection and control module, which can be used to: obtain the knock signal value through the knock sensor and detect whether the knock signal value exceeds the 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 ranges from 20 to 35 MPa.

[0108] Optionally, when determining the engine's operating state, the first determining module 301 can be specifically used to: acquire the engine's current speed and current load, and detect whether the engine's current speed and current load meet the first operating conditions; the first operating conditions include: the speed is greater than a first threshold and the load is greater than a second threshold; if the engine's current speed and current load meet the first operating conditions, then the engine is determined to be in the first state; otherwise, the engine is determined to be in the second state.

[0109] Optionally, when determining the operating sub-state of the engine in the second state, the second determining module 302 may be 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, then 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, then 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 this 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, embodiments of this application also provide 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 and is used to store programs; the processor 402 is used to implement the engine fuel injection control method disclosed in any of the above embodiments by running the programs stored in the memory 401.

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

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

[0114] A bus can include a pathway for transmitting information between various components of a computer system.

[0115] The processor 402 can be a general-purpose processor, such as a general-purpose central processing unit (CPU), a microprocessor, etc., or an application-specific integrated circuit (ASIC), or one or more integrated circuits used to control the execution of the program of the present application. It can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), an off-the-shelf programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0116] Processor 402 may include a main processor, as well as a baseband chip, modem, etc.

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

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

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

[0120] The communication interface 403 may include a device that uses any transceiver to communicate 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 the various steps of the engine fuel injection control method provided in the above embodiments of this application.

[0122] As another optional implementation of the disclosure of this application, embodiments of this application also provide an engine that includes a controller as described in any of the above embodiments.

[0123] As another optional implementation of the disclosure of this application, embodiments of this application also provide a vehicle that includes an engine as described in any of the above embodiments.

[0124] Embodiments of this application also provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a computer, causes the computer to perform the engine fuel injection control method in any of the above embodiments.

[0125] Embodiments of this application also provide a computer program product containing instructions that, when executed by a computer, cause the computer to perform the engine fuel injection control method described in any of the above embodiments.

[0126] It is understood that the specific examples in this document are only intended to help those skilled in the art better understand the embodiments described herein, and are not intended to limit the scope of the invention.

[0127] It is understood that in the various embodiments described in this specification, the sequence number of each process does not imply 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 embodiments described in this specification.

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

[0129] Unless otherwise stated, all technical and scientific terms used in the embodiments of this specification have the same meaning as commonly understood by one of ordinary skill in the art. The terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to limit the scope of this specification. The term "and / or" as used in this specification includes any and all combinations of one or more of the associated listed items. The singular forms "a," "the," and "the" as used in the embodiments of this specification and the appended claims are also intended to include the 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. In implementation, each step of the above method embodiments can be completed by integrated logic circuits in the processor's hardware or by instructions in software form. The 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. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this specification. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this specification can be directly implemented by a hardware decoding processor, or by a combination of hardware and software modules in the decoding processor. The software modules can reside in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. This storage medium is located in memory; the processor reads information from the memory and, in conjunction with its hardware, completes the steps of the above methods.

[0131] It is understood that the memory in the embodiments of this specification may be volatile memory or non-volatile memory, or may include both volatile and non-volatile memory. Non-volatile memory may be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. Volatile memory may be random access memory (RAM). It should be noted that the memory in 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 recognize that the units and algorithm steps of the various examples 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 implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art 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 sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the aforementioned method implementations, and will not be repeated here.

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

[0135] The units described as separate components may or may not be physically separate. 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 can be selected to achieve the purpose of this embodiment, depending on actual needs.

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

[0137] If the aforementioned functions are implemented as 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 solutions of this specification, in essence, or the parts that contribute to the prior art, or parts of the technical solutions, can be embodied in the form of software products. These computer software products are stored in a storage medium and include several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this specification. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

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

Claims

1. An engine fuel injection control method, characterized in that, include: Determine the engine's operating status; the operating status includes a first state and a second state; Under 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. If the engine is in the second state, then the operating sub-state of the engine in the second state is determined; 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; Determining the operating sub-state of the engine in the second state includes: determining the 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, then 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, then determining that the engine is in the third 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 during 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 the first injection pressure and the 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.

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 control of 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: The system detects whether the current engine speed is greater than a third threshold and whether the current engine load is greater than a fourth threshold. If the current engine speed is greater than the third threshold and the current engine load is greater than the fourth threshold, the system controls the pre-combustion chamber injector 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 system controls the pre-combustion chamber injector to inject fuel based on the third injection pressure and the third injection duration during 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 sequentially; the values ​​of the second injection duration, the third injection duration, and the first injection duration decrease sequentially.

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, characterized in that, Determining the engine's operating status includes: The current speed and current load of the engine are obtained, and it is detected whether the current speed and current load of the engine meet the first operating conditions; the first operating conditions 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 conditions, the engine is determined to be in the first state; otherwise, the engine is determined to be in the second state.

5. 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 as described in any one of claims 1-4.

6. An engine, characterized in that, Includes the controller as described in claim 5.

7. A vehicle, characterized in that, Including the engine as described in claim 6.

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