Hydrogen injection control method of in-cylinder direct hydrogen injection internal combustion engine and related device

Abstract

The invention discloses a hydrogen injection control method of an in-cylinder direct hydrogen injection internal combustion engine and a related device, and relates to the field of hydrogen internal combustion engine control. The hydrogen injection control method comprises the steps that when a hydrogen rail pressure measured value is smaller than a preset hydrogen rail demand pressure value corresponding to a load state parameter, and a hydrogen storage container pressure value is smaller than a preset hydrogen storage container normal output pressure value, the hydrogen storage container normal output pressure value is determined; and the hydrogen internal combustion engine is controlled to operate according to preset first hydrogen injection and ignition control parameters corresponding to the load state parameters, hydrogen injection is conducted when the intake stroke starts, and the variable cam shaft is controlled to control opening and closing of an intake valve and an exhaust valve based on second cam shaft profile parameters. According to the method, the hydrogen injection amount is increased by injecting hydrogen at the start of the intake stroke in the state that the normal operation pressure difference cannot be constructed, and the exhaust valve start time of the second cam linear parameter is configured to be earlier than the exhaust valve start time of the first cam linear parameter in the normal operation pressure difference state; and the endurance mileage of the hydrogen internal combustion engine is improved while the backfire risk is avoided.

Description

Technical Field

[0001] The present application relates to the field of hydrogen internal combustion engine control technology, and in particular to a hydrogen injection control method and related devices for a direct-injection hydrogen internal combustion engine. Background Art

[0002] A direct-injection hydrogen internal combustion engine uses hydrogen as fuel, injecting it into the cylinder for combustion and power generation. Because hydrogen engines generate instantaneous and large amounts of hydrogen during rapid acceleration or high-load conditions, the engine's hydrogen injector must maintain a certain injection pressure (typically greater than 4 MPa). To maintain this pressure, a pressure differential must be established across the injector.

[0003] However, as the hydrogen inside the hydrogen storage container is consumed, the pressure in the container gradually decreases, leading to a decrease in the pressure differential. This decrease in pressure differential means that the amount of hydrogen actually ejected by the hydrogen injector in a short period of time cannot meet the continuous operation requirements of the hydrogen internal combustion engine, reducing the engine's range. Therefore, how to improve the range of hydrogen internal combustion engines has become a pressing issue. Summary of the Invention

[0004] In view of the above problems, this application provides a hydrogen injection control method and related devices for a direct-injection hydrogen internal combustion engine to achieve the purpose of improving the cruising range of the hydrogen internal combustion engine. The specific solution is as follows:

[0005] A first aspect of the present application provides a hydrogen injection control method for a hydrogen direct injection internal combustion engine, comprising:

[0006] Obtaining a load state parameter of the hydrogen internal combustion engine, a measured value of the hydrogen rail pressure, and a pressure value of the hydrogen storage container, and searching for a preset hydrogen rail required pressure value corresponding to the load state parameter;

[0007] When the actual measured value of the hydrogen rail pressure is less than the preset hydrogen rail required pressure value, and the pressure value of the hydrogen storage container is less than the preset normal output pressure value of the hydrogen storage container, the hydrogen internal combustion engine is controlled to operate according to the preset first hydrogen injection ignition control parameter corresponding to the load state parameter, so as to inject hydrogen at the beginning of the intake stroke, and the variable camshaft is controlled to control the opening and closing of the intake and exhaust valves based on the second camshaft profile parameter, wherein the exhaust valve opening timing in the second camshaft profile parameter is earlier than the exhaust valve opening timing in the first camshaft profile parameter based on which the variable camshaft controls the opening and closing of the intake and exhaust valves when the actual measured value of the hydrogen rail pressure is not less than the preset hydrogen rail required pressure value.

[0008] In a possible implementation, the hydrogen injection control method for the in-cylinder direct injection hydrogen internal combustion engine further includes:

[0009] When the measured hydrogen rail pressure value is not less than the preset hydrogen rail required pressure value, the hydrogen internal combustion engine is controlled to operate according to the preset second hydrogen injection ignition control parameter corresponding to the load state parameter to inject hydrogen after the end of the intake stroke, and the variable camshaft is controlled to control the opening and closing of the intake and exhaust valves based on the first camshaft profile parameter.

[0010] In a possible implementation, after the hydrogen injection starts, the method further includes:

[0011] The in-cylinder pressure of the hydrogen internal combustion engine entering the compression stroke is monitored, and when the in-cylinder pressure is greater than a preset threshold, the hydrogen injector is controlled to stop injecting hydrogen.

[0012] In one possible implementation, after controlling the hydrogen internal combustion engine to operate according to the preset first hydrogen injection ignition control parameter corresponding to the load state parameter to inject hydrogen at the beginning of the intake stroke, and controlling the variable camshaft to control the opening and closing of the intake and exhaust valves based on the second camshaft profile parameter, the hydrogen injection control method for the direct-injection hydrogen internal combustion engine further includes:

[0013] The output torque of the hydrogen internal combustion engine is obtained, and when the output torque is less than a preset external characteristic torque corresponding to the load state parameter, an estimated remaining mileage is output based on at least the pressure value of the hydrogen storage container, the measured value of the hydrogen rail pressure, and the hydrogen consumption.

[0014] In one possible implementation, when the measured hydrogen rail pressure value is less than the preset hydrogen rail required pressure value, and the hydrogen storage container pressure value is not less than the preset normal output pressure value of the hydrogen storage container, the hydrogen injection control method for the direct-injection hydrogen internal combustion engine further includes:

[0015] Outputs a warning message indicating a leak in the hydrogen supply pipeline.

[0016] A second aspect of the present application provides a controller, comprising: at least one processor and a memory connected to the processor, wherein:

[0017] The memory is used to store computer programs;

[0018] The processor is used to execute the computer program so that the controller can implement the hydrogen injection control method of the direct-injection hydrogen internal combustion engine provided in the first aspect of the present application and any possible implementation of the first aspect.

[0019] The third aspect of the present application provides a direct-injection hydrogen internal combustion engine system, comprising: a hydrogen storage container pressure sensor, a rail pressure sensor, a hydrogen internal combustion engine, and the controller provided in the second aspect of the present application.

[0020] The hydrogen storage container pressure sensor, the rail pressure sensor and the hydrogen internal combustion engine are all electrically connected to the controller;

[0021] The hydrogen storage container pressure sensor is used to collect the pressure value of the hydrogen storage container;

[0022] The rail pressure sensor is used to collect the actual measured value of the hydrogen rail pressure;

[0023] The controller is used to obtain a load state parameter of the hydrogen internal combustion engine, the actual measured value of the hydrogen rail pressure, and the pressure value of the hydrogen storage container, and to search for a preset hydrogen rail required pressure value corresponding to the load state parameter; when the actual measured value of the hydrogen rail pressure is less than the preset hydrogen rail required pressure value, and the pressure value of the hydrogen storage container is less than a preset normal output pressure value of the hydrogen storage container, the controller controls the hydrogen internal combustion engine to operate according to a preset first hydrogen injection ignition control parameter corresponding to the load state parameter, so as to inject hydrogen at the beginning of the intake stroke, and controls a variable camshaft of the hydrogen internal combustion engine to control the opening and closing of the intake and exhaust valves based on a second camshaft profile parameter, wherein the exhaust valve opening timing in the second camshaft profile parameter is earlier than the exhaust valve opening timing in the first camshaft profile parameter based on which the variable camshaft controls the opening and closing of the intake and exhaust valves when the actual measured value of the hydrogen rail pressure is not less than the preset hydrogen rail required pressure value.

[0024] In a possible implementation, the controller is further configured to:

[0025] When the measured hydrogen rail pressure value is not less than the preset hydrogen rail required pressure value, the hydrogen internal combustion engine is controlled to operate according to the preset second hydrogen injection ignition control parameter corresponding to the load state parameter to inject hydrogen after the end of the intake stroke, and the variable camshaft is controlled to control the opening and closing of the intake and exhaust valves based on the first camshaft profile parameter.

[0026] The fourth aspect of the present application provides a vehicle, comprising an in-cylinder direct injection hydrogen internal combustion engine system as provided in the third aspect of the present application and any possible implementation of the third aspect.

[0027] The fifth aspect of the present application provides a computer program product, including computer-readable instructions. When the computer-readable instructions are run on an electronic device, the electronic device implements the hydrogen injection control method of the direct-injection hydrogen internal combustion engine provided in the first aspect of the present application and any possible implementation of the first aspect.

[0028] The sixth aspect of the present application is a computer storage medium, which carries one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can implement the hydrogen injection control method of the direct-injection hydrogen internal combustion engine provided in the first aspect of the present application and any possible implementation of the first aspect.

[0029] By utilizing the above-described technical solution, the present application provides a hydrogen injection control method and related apparatus for a direct-injection hydrogen internal combustion engine. By configuring the method to obtain the engine's load state parameter, the measured hydrogen rail pressure, and the hydrogen storage vessel pressure, and then searching for a preset hydrogen rail required pressure value corresponding to the load state parameter, the method achieves the acquisition of various pressure values ​​that influence the establishment of a pressure differential within the engine. Subsequently, by configuring the method to compare the measured hydrogen rail pressure value with the preset hydrogen rail required pressure value, the method determines whether the current pressure differential of the engine is abnormal. Furthermore, when the measured hydrogen rail pressure value is less than the preset hydrogen rail required pressure value and the hydrogen storage vessel pressure value is less than the preset normal output pressure value of the hydrogen storage vessel, the hydrogen storage vessel pressure value is too low, and a normal pressure differential cannot be established. The method then controls the engine to operate according to preset first hydrogen injection ignition control parameters corresponding to the load state parameter, so that hydrogen injection occurs at the beginning of the intake stroke. Since the existing hydrogen injection method is to inject hydrogen after the intake stroke and before the compression stroke, the present application increases the hydrogen injection time and the actual injection amount of hydrogen compared to the existing hydrogen injection method, thereby meeting the requirements of the stable operation of the hydrogen internal combustion engine and increasing the cruising range of the hydrogen internal combustion engine. At the same time, due to the overlap of the intake stroke and the exhaust stroke, there is a risk of backfire when injecting hydrogen at the beginning of the intake stroke (high-temperature exhaust gas ignites the mixed gas). Therefore, by controlling the exhaust valve opening time in the second camshaft profile parameter, the variable camshaft controls the opening and closing of the intake and exhaust valves based on the exhaust valve opening time in the first camshaft profile parameter earlier than when the actual hydrogen rail pressure is not less than the preset hydrogen rail required pressure value, and controlling the variable camshaft to control the opening and closing of the intake and exhaust valves based on the second camshaft profile parameter, so that the exhaust valve opening time when the actual hydrogen rail pressure is less than the preset hydrogen rail required pressure value, which is an abnormal operating state, is earlier than the exhaust valve opening time when the actual hydrogen rail pressure is not less than the preset hydrogen rail required pressure value, so as to discharge the high-temperature exhaust gas in advance and avoid the risk of backfire. It can be seen that the present application improves the cruising range of the hydrogen internal combustion engine while ensuring the reliability of the hydrogen injection process. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The above and other features, advantages, and aspects of the various embodiments of the present disclosure will become more apparent with reference to the following detailed description in conjunction with the accompanying drawings. Throughout the drawings, the same or similar reference numerals represent the same or similar elements. It should be understood that the drawings are schematic and that the originals and elements are not necessarily drawn to scale.

[0031] Figure 1 This is a flow chart of a hydrogen injection control method for a direct-injection hydrogen internal combustion engine provided by the present application;

[0032] Figure 2 A schematic structural diagram of a hydrogen common rail system provided in this application;

[0033] Figure 3A schematic diagram of the execution logic of a hydrogen injection control method provided in this application;

[0034] Figure 4 A flow chart of a hydrogen injection control method for a direct-injection hydrogen internal combustion engine is provided as a possible implementation of the present application;

[0035] Figure 5 A schematic diagram of the structure of a controller provided in this application;

[0036] Figure 6 This is a structural schematic diagram of a direct-injection hydrogen internal combustion engine system provided in this application. DETAILED DESCRIPTION

[0037] The following describes the embodiments of the present application in conjunction with the accompanying drawings. The terms used in the implementation methods of the present application are only used to explain the specific embodiments of the present application and are not intended to limit the present application.

[0038] The embodiments of the present application are described below in conjunction with the accompanying drawings. Those skilled in the art will appreciate that, with the development of technology and the emergence of new scenarios, the technical solutions provided in the embodiments of the present application are also applicable to similar technical problems.

[0039] The terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequential order. It should be understood that the terms used in this way can be interchangeable under appropriate circumstances, and this is merely a way of distinguishing the objects of the same attributes when describing them in the embodiments of the present application. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, so that the process, method, system, product or equipment comprising a series of units need not be limited to those units, but may include other units that are not clearly listed or inherent to these processes, methods, products or equipment.

[0040] The first aspect of the present application provides a method for controlling hydrogen injection of a direct-injection hydrogen internal combustion engine, such as Figure 1 As shown, the hydrogen injection control method of the cylinder direct injection hydrogen internal combustion engine includes:

[0041] S101 , obtaining a load state parameter of a hydrogen internal combustion engine, a measured hydrogen rail pressure value, and a hydrogen storage container pressure value, and searching for a preset hydrogen rail required pressure value corresponding to the load state parameter.

[0042] It should be noted that in actual application scenarios, the above-mentioned load state parameters are operating parameters that characterize the current load state and required load state of the hydrogen internal combustion engine. Their data types include but are not limited to: hydrogen internal combustion engine speed, hydrogen internal combustion engine throttle position, hydrogen internal combustion engine required torque, hydrogen internal combustion engine output torque, etc.

[0043] It should be noted that, in actual application scenarios, the above-mentioned pressure value of the hydrogen storage container is the pressure value of the hydrogen gas ejected from the hydrogen storage container.

[0044] It should be noted that in actual application scenarios, the above-mentioned preset hydrogen rail demand pressure value and its corresponding relationship with the load state parameter can be obtained by collecting and calibrating the load state parameters of the hydrogen internal combustion engine to be tested at each moment and the hydrogen rail demand pressure value at each moment under the test state.

[0045] It should be noted that, in actual application scenarios, the above-mentioned measured value of hydrogen rail pressure can be the measured value of the internal hydrogen pressure of the hydrogen rail in the hydrogen common rail system. The above-mentioned hydrogen common rail system is a system that regulates the pressure of hydrogen output from the hydrogen storage container based on the needs of the hydrogen internal combustion engine and evenly distributes the pressure-regulated hydrogen to each hydrogen injector. Its structural diagram is shown in the figure below. Figure 2 As shown, it usually includes a hydrogen pressure regulating valve 21, a hydrogen rail 22, a hydrogen injector 23 and a connecting pipeline. The air inlet end of the above-mentioned hydrogen pressure regulating valve 21 is connected to the hydrogen storage container, and the air outlet end of the hydrogen pressure regulating valve is connected to the air inlet end of the hydrogen rail 22 through a pipeline, and each air outlet end of the hydrogen rail 22 is connected to the corresponding hydrogen injector 23 through a pipeline. The above-mentioned hydrogen pressure regulating valve 21 is used to regulate the pressure of the hydrogen output from the hydrogen storage container so that the hydrogen rail pressure value meets the requirements of the required load state represented by the load state parameter. The above-mentioned hydrogen rail 22 is used to distribute pressurized hydrogen. The above-mentioned hydrogen injector 23 is used to inject the hydrogen in the hydrogen rail 22 into the cylinder of the hydrogen internal combustion engine according to the injection pressure required for the required load state. As mentioned above Figure 2 As can be seen from the hydrogen common rail system shown, the pressure values ​​that constitute the pressure difference across the hydrogen injector include the injection pressure value of the hydrogen injector, the measured hydrogen rail pressure value, and the pressure value of the hydrogen storage container. Therefore, the present application achieves the acquisition of the corresponding pressure value of the pressure difference across the hydrogen injector by configuring and obtaining the load state parameters of the hydrogen internal combustion engine, the measured hydrogen rail pressure value, and the hydrogen storage container pressure value.

[0046] It should be noted that, in actual application scenarios, the aforementioned method of searching for the preset hydrogen rail demand pressure value corresponding to the load state parameter can be implemented through a table lookup. Specifically, the load state parameter calibrated during the test and the preset hydrogen rail demand pressure value are stored in a demand pressure lookup table, the header of which is shown in Table 1 below. During the search, the preset hydrogen rail demand pressure value corresponding to both the hydrogen internal combustion engine speed and the hydrogen internal combustion engine throttle position is searched from the demand pressure lookup table.

[0047] Table 1

[0048] Hydrogen internal combustion engine speed Hydrogen internal combustion engine throttle position Preset hydrogen rail demand pressure value

[0049] S102: When the actual measured hydrogen rail pressure value is less than a preset hydrogen rail required pressure value, and the hydrogen storage container pressure value is less than a preset normal output pressure value of the hydrogen storage container, the hydrogen internal combustion engine is controlled to operate according to a preset first hydrogen injection ignition control parameter corresponding to the load state parameter, so as to inject hydrogen at the beginning of the intake stroke, and the variable camshaft is controlled to control the opening and closing of the intake and exhaust valves based on the second camshaft profile parameter, so that the exhaust valve opening timing in the second camshaft profile parameter is earlier than the exhaust valve opening timing in the first camshaft profile parameter based on which the variable camshaft controls the opening and closing of the intake and exhaust valves when the actual measured hydrogen rail pressure value is not less than the preset hydrogen rail required pressure value.

[0050] It should be noted that in actual application scenarios, the above Figure 2 Taking the hydrogen common rail system shown as an example, the pressure value of the commonly used hydrogen storage container is generally 35MPa (there are also hydrogen storage containers with 70MPa or higher pressure, and only the common 35MPa is used here for illustration). The pressure before the matching hydrogen pressure regulating valve 21 needs to be greater than 6MPa, and the injection pressure of the hydrogen injector needs to be greater than 4MPa. Only when these conditions are met can the stable operation of the hydrogen internal combustion engine be guaranteed. As hydrogen is continuously consumed, the pressure value of the hydrogen storage container will gradually decrease. When the pressure value of the hydrogen storage container is less than 6MPa (at this time, 20% of hydrogen still remains in the hydrogen storage container), the pressure in the hydrogen rail will be insufficient to support the injection pressure of the hydrogen injector to be greater than 4MPa. When the injection pressure is less than 4MPa, the amount of hydrogen ejected by the hydrogen injector during a single injection is insufficient to meet the requirements of the hydrogen internal combustion engine for stable and continuous operation. Even if 20% of hydrogen still remains in the hydrogen storage container, the amount of hydrogen ejected cannot meet the requirements of the hydrogen internal combustion engine during a single operation, causing the power output of the hydrogen internal combustion engine to be interrupted, reducing the cruising range of the hydrogen internal combustion engine.

[0051] It should be noted that in actual application scenarios, because the measured hydrogen rail pressure value is lower than the preset required hydrogen rail pressure value, the hydrogen pressure inside the hydrogen rail cannot meet the injection pressure requirement corresponding to the required hydrogen injection amount of the hydrogen injector under the required load state. Therefore, this application configures a comparison between the measured hydrogen rail pressure value and the preset required hydrogen rail pressure value to identify whether the hydrogen internal combustion engine can normally establish a pressure difference.

[0052] It should be noted that, in actual application scenarios, the above-mentioned preset normal output pressure value of the hydrogen storage container can be the pressure value of the hydrogen storage container when the hydrogen injector can reach the maximum nominal injection pressure, which can be determined by test calibration. After analysis by the R&D personnel of this application, it was found that there are two reasons why the actual measured value of the hydrogen rail pressure is less than the preset hydrogen rail required pressure value. One is that the hydrogen storage container pressure value is reduced due to continuous consumption of internal hydrogen. The other is caused by leakage in the pipeline between the hydrogen storage container and the hydrogen common rail system. When there is a hydrogen leakage fault, since hydrogen is a flammable and explosive gas, in order to ensure the safety of the vehicle and the driver, it is necessary to prevent the hydrogen internal combustion engine from continuing to run. Therefore, this application determines the reason why the actual measured value of the hydrogen rail pressure is less than the preset hydrogen rail required pressure value by comparing the hydrogen storage container pressure value with the preset normal output pressure value of the hydrogen storage container when the actual measured value of the hydrogen rail pressure is less than the preset hydrogen rail required pressure value.

[0053] It should be noted that in actual application scenarios, the above-mentioned preset first hydrogen injection ignition control parameters can be the hydrogen injection control parameters and ignition control parameters corresponding to different load state parameters calibrated by test personnel when the hydrogen internal combustion engine is operating in a test scenario with the actual measured hydrogen rail pressure less than the preset hydrogen rail required pressure value and the hydrogen storage container pressure value less than the preset hydrogen storage container normal output pressure value. Among them, the above-mentioned hydrogen injection control parameters may include the hydrogen injection timing and hydrogen injection duration of each hydrogen injector. The above-mentioned ignition control parameters include the ignition timing of the ignition device. The specific values ​​of the above-mentioned hydrogen injection control parameters and ignition control parameters can be calibrated in combination with the opening and closing times of the intake and exhaust valves in the second camshaft profile parameters.

[0054] It should be noted that in actual application scenarios, existing direct-injection hydrogen internal combustion engines can be divided into two types of strokes: four-stroke and two-stroke. The four-stroke cycle includes the intake stroke, compression stroke, power stroke, and exhaust stroke. The two-stroke cycle includes the compression-intake stroke and the power-exhaust stroke. In both of these strokes, direct-injection hydrogen internal combustion engines inhale air during the intake stroke, inject hydrogen during the first half of the compression stroke, compress the mixture using the piston in the second half of the compression stroke, and ignite during the power stroke. The intake and exhaust valves are closed during both the compression and power strokes, and the high-temperature exhaust gases in the cylinder are expelled during the exhaust stroke. Therefore, when the measured hydrogen rail pressure is lower than the preset required hydrogen rail pressure, the amount of hydrogen injected during the first half of the compression stroke cannot meet the requirements for stable operation of the hydrogen internal combustion engine. Therefore, the present application configures the hydrogen internal combustion engine to operate according to the preset first hydrogen injection ignition control parameters corresponding to the load state parameters, so as to inject hydrogen at the beginning of the intake stroke, thereby extending the hydrogen injection duration, thereby meeting the stable operation requirements of the hydrogen internal combustion engine by increasing the actual hydrogen injection amount and improving the cruising range of the hydrogen internal combustion engine.

[0055] It should be noted that in actual applications, the intake valve closes and the exhaust valve opens during the exhaust stroke, while the intake valve opens and the exhaust valve closes during the intake stroke. To improve the operating efficiency of hydrogen internal combustion engines, there is a certain overlap between the intake and exhaust strokes. Specifically, at the end of the exhaust stroke, when the exhaust valve is open, the intake valve is opened to increase the intake rate using negative pressure within the cylinder. At this point, both air and high-temperature exhaust gas coexist within the cylinder. However, because the hydrogen injection control method for a direct-injection hydrogen internal combustion engine provided in this application is configured to inject hydrogen at the beginning of the intake stroke, during this overlapping state, air, hydrogen, and high-temperature exhaust gas coexist within the intake duct and cylinder. Furthermore, due to the low ignition point of hydrogen, the mixed gas within the cylinder is easily ignited by the high-temperature exhaust gas, resulting in abnormal combustion within the intake duct and cylinder, known as backfire. Therefore, the present application configures a variable camshaft to control the opening and closing of the intake and exhaust valves based on the second camshaft profile parameters, and configures the exhaust valve opening time in the second camshaft profile parameters. When the actual measured value of the hydrogen rail pressure is not less than the preset hydrogen rail required pressure value, the variable camshaft controls the opening and closing of the intake and exhaust valves based on the exhaust valve opening time in the first camshaft profile parameters, and opens the exhaust valve in advance to reduce the amount of high-temperature exhaust gas residual in the cylinder, thereby reducing the risk of backfire and improving the operating reliability of the hydrogen internal combustion engine.

[0056] It should be noted that, in actual application scenarios, the above-mentioned second camshaft profile parameter is a control parameter for controlling the variable camshaft (Variable Camshaft) to change the opening and closing moments of the intake and exhaust valves. The variable camshaft provided in this application may be a variable camshaft using variable valve timing (VVT) technology, which can change the variable camshaft phase based on the above-mentioned second camshaft profile parameter to change the valve opening and closing moments. It may also be a variable camshaft using variable valve lift (VVL) technology, which can change the intake and exhaust valve lift based on the above-mentioned second camshaft profile parameter to change the valve opening and closing moments.

[0057] This application obtains the load state parameters of the hydrogen internal combustion engine, the actual value of the hydrogen rail pressure and the pressure value of the hydrogen storage container through configuration, thereby obtaining the pressure value of the pressure difference on both sides of the corresponding hydrogen injector. And by configuring the comparison of the actual value of the hydrogen rail pressure with the preset hydrogen rail required pressure value, it is possible to identify whether the hydrogen internal combustion engine can normally build a pressure difference. Subsequently, when the actual value of the hydrogen rail pressure is less than the preset hydrogen rail required pressure value and the pressure value of the hydrogen storage container is less than the preset normal output pressure value of the hydrogen storage container, the hydrogen internal combustion engine is controlled to operate according to the preset first hydrogen injection ignition control parameter corresponding to the load state parameter, so as to inject hydrogen at the beginning of the intake stroke, thereby extending the hydrogen injection time, thereby meeting the stable operation requirements of the hydrogen internal combustion engine and improving the cruising range of the hydrogen internal combustion engine by increasing the actual amount of hydrogen injection. Finally, by configuring the variable camshaft to control the opening and closing of the intake and exhaust valves based on the second camshaft profile parameters, and configuring the exhaust valve opening time in the second camshaft profile parameters, the variable camshaft controls the opening and closing of the intake and exhaust valves based on the exhaust valve opening time in the first camshaft profile parameters when the measured hydrogen rail pressure is no less than the preset hydrogen rail required pressure value, thereby opening the exhaust valve in advance to reduce the amount of high-temperature exhaust gas remaining in the cylinder, thereby reducing the risk of backfire and improving the operating reliability of the hydrogen internal combustion engine. It can be seen that this application improves the cruising range of the hydrogen internal combustion engine while ensuring the reliability of the hydrogen injection process.

[0058] In one possible implementation, the hydrogen injection control method for a direct-injection hydrogen internal combustion engine provided by the first aspect of the present application and any possible implementation thereof further includes:

[0059] When the actual measured value of the hydrogen rail pressure is not less than the preset hydrogen rail required pressure value, the hydrogen internal combustion engine is controlled to operate according to the preset second hydrogen injection ignition control parameters corresponding to the load state parameters, so as to inject hydrogen after the end of the intake stroke, and the variable camshaft is controlled to control the opening and closing of the intake and exhaust valves based on the first camshaft profile parameters.

[0060] It should be noted that the above-mentioned measured value of the hydrogen rail pressure is not less than the preset hydrogen rail required pressure value, indicating that the hydrogen pressure inside the hydrogen rail can meet the injection pressure requirement corresponding to the required hydrogen injection amount of the hydrogen injector under the required load state, and there is no pipeline leakage.

[0061] It should be noted that, in actual application scenarios, the above-mentioned preset second hydrogen injection ignition control parameters may be the hydrogen injection control parameters and ignition control parameters corresponding to different load state parameters calibrated by test personnel when the hydrogen internal combustion engine is operating in a test scenario with the actual hydrogen rail pressure value being not less than the preset hydrogen rail required pressure value. Among them, the hydrogen injection control parameters in the above-mentioned preset second hydrogen injection ignition control parameters may include the hydrogen injection timing and hydrogen injection duration of each hydrogen injector. The ignition control parameters in the above-mentioned preset second hydrogen injection ignition control parameters may include the ignition timing of the ignition device. The specific values ​​of the above-mentioned hydrogen injection control parameters and ignition control parameters can be calibrated in combination with the intake and exhaust valve opening and closing times in the first camshaft profile parameters.

[0062] It should be noted that the present application controls the hydrogen internal combustion engine to operate according to the preset second hydrogen injection ignition control parameters corresponding to the load state parameters when the actual measured value of the hydrogen rail pressure is not less than the preset hydrogen rail required pressure value, so as to inject hydrogen after the end of the intake stroke, and controls the variable camshaft to control the opening and closing of the intake and exhaust valves based on the first camshaft profile parameters, so that the hydrogen internal combustion engine can switch the hydrogen injection control mode under normal operating conditions and abnormal operating conditions, thereby improving control flexibility.

[0063] In a possible implementation, after the hydrogen injection starts, the following steps are further included:

[0064] The in-cylinder pressure of the hydrogen internal combustion engine entering the compression stroke is monitored, and when the in-cylinder pressure is greater than a preset threshold, the hydrogen injector is controlled to stop injecting hydrogen.

[0065] It should be noted that, in actual application scenarios, the above-mentioned preset threshold value may be the injection pressure value of the hydrogen injector at the current moment. Since in the compression stroke, the piston moves from the lowest end to the highest end, and the pressure in the cylinder gradually increases during the movement. During the increase in the in-cylinder pressure, there is a situation where the in-cylinder pressure is less than the injection pressure value of the hydrogen injector. At this time, there is a forward pressure difference from the hydrogen injector to the cylinder, and hydrogen can still be injected into the cylinder. However, when the in-cylinder pressure continues to increase and exceeds the injection pressure value of the hydrogen injector, the forward pressure difference from the hydrogen injector to the cylinder cannot be established, and hydrogen cannot be injected into the cylinder at this time. Therefore, the present application increases the amount of hydrogen injected by configuring a monitoring system for the in-cylinder pressure of the hydrogen internal combustion engine entering the compression stroke, and controlling the hydrogen injector to stop injecting hydrogen when the in-cylinder pressure is greater than the preset threshold.

[0066] It should be noted that if the actual amount of hydrogen injected at the current moment cannot meet the required load of the hydrogen internal combustion engine, the hydrogen internal combustion engine will not be able to perform the current combustion process, resulting in the hydrogen internal combustion engine stalling and mileage termination. Therefore, this application increases the injection time by configuring to increase the amount of hydrogen injected during each injection, thereby reducing the risk of hydrogen internal combustion engine stalling and mileage termination due to insufficient single hydrogen injection amount, thereby improving the endurance of the hydrogen internal combustion engine.

[0067] In one possible implementation, after controlling the hydrogen internal combustion engine to operate according to a preset first hydrogen injection ignition control parameter corresponding to a load state parameter so as to inject hydrogen at the beginning of an intake stroke, and controlling the variable camshaft to control the opening and closing of intake and exhaust valves based on a second camshaft profile parameter, the hydrogen injection control method for a direct-injection hydrogen internal combustion engine further includes:

[0068] The output torque of the hydrogen internal combustion engine is obtained, and when the output torque is less than a preset external characteristic torque corresponding to the load state parameter, an estimated remaining mileage is output based on at least a hydrogen storage container pressure value, a measured hydrogen rail pressure value, and hydrogen consumption.

[0069] It should be noted that in actual application scenarios, the preset external characteristic torque may be the torque corresponding to each load state in the engine external characteristic curve calibrated by test personnel when the hydrogen internal combustion engine is operating in a test scenario. The preset external characteristic torque represents the theoretical maximum output torque of the hydrogen internal combustion engine when operating under a certain load state.

[0070] It should be noted that in actual application scenarios, although the hydrogen injection control method for a direct-injection hydrogen internal combustion engine provided in accordance with the first aspect of this application and any possible implementation thereof increases the injection amount of a single hydrogen injection, the operating time of the hydrogen internal combustion engine can be extended, but as hydrogen is continuously consumed, the output torque of the hydrogen internal combustion engine will continue to decrease until it is unable to output torque (mileage interruption). For vehicles using a direct-injection hydrogen internal combustion engine that uses the hydrogen injection control method for a direct-injection hydrogen internal combustion engine provided in the first aspect of this application, if the remaining mileage cannot be accurately assessed, it is very likely to cause safety risks. For example, when a truck is running downhill or uphill for a long time, if the remaining mileage cannot be assessed, once the hydrogen internal combustion engine stops running, the truck will lose power. Therefore, the present application configures a method for comparing the output torque of the hydrogen internal combustion engine with the preset external characteristic torque corresponding to the load state parameter to determine whether the remaining hydrogen has reached a warning value, and configures a method for outputting an estimated remaining mileage based on at least the hydrogen storage container pressure value, the actual hydrogen rail pressure value and the hydrogen consumption when the output torque is less than the preset external characteristic torque corresponding to the load state parameter, so as to remind the user to adjust the subsequent load state of the hydrogen internal combustion engine or refill hydrogen, thereby avoiding possible safety risks.

[0071] It should be noted that in actual application scenarios, there are multiple implementation methods for outputting the estimated remaining mileage based on at least the hydrogen storage container pressure value, the measured hydrogen rail pressure value, and the hydrogen consumption. Here, an exemplary implementation method is provided:

[0072] Obtain the current measured value of the hydrogen rail pressure, hydrogen storage container pressure, ambient temperature and hydrogen consumption. tank 、Hydrogen storage container capacity B tank , ambient temperature T and hydrogen molar mass Through the gas state equation after mass conversion: The remaining hydrogen mass M is obtained. Then, the difference between the remaining hydrogen mass and the hydrogen consumption is output as the estimated remaining mileage.

[0073] In one possible implementation, when the measured hydrogen rail pressure value is less than the preset hydrogen rail required pressure value, and the hydrogen storage container pressure value is not less than the preset normal output pressure value of the hydrogen storage container, the hydrogen injection control method for the direct-injection hydrogen internal combustion engine provided by the first aspect of the present application and any possible implementation thereof further includes:

[0074] Outputs a warning message indicating a leak in the hydrogen supply pipeline.

[0075] In order to facilitate understanding of the hydrogen injection control method for a direct-injection hydrogen internal combustion engine provided by the first aspect of the present application and any possible implementation thereof, the following aspects and possible implementations of the present application are described:

[0076] like Figure 3 As shown in the figure, it is a schematic diagram of the execution logic of a hydrogen injection control method. The load state parameters including the throttle position and the speed are obtained, and the preset hydrogen rail required pressure value corresponding to the load state parameters is found. Subsequently, based on the preset hydrogen rail required pressure value, the measured hydrogen rail pressure value and the hydrogen storage container pressure value, the hydrogen injection ignition control parameters and camshaft profile parameters corresponding to the current state are determined. Moreover, after the control is completed, the output torque is compared with the preset external characteristic torque, and the estimated remaining mileage is output. Figure 4 FIG. 1 is a flow chart of a method for controlling hydrogen injection of a hydrogen direct injection internal combustion engine. The specific steps are as follows:

[0077] Step S401: Obtain the current load state parameters of the hydrogen internal combustion engine, the actual value of the hydrogen rail pressure, and the pressure value of the hydrogen storage container, and trigger step S402.

[0078] Step S402: Look up the preset hydrogen rail required pressure value corresponding to the load state parameter, and trigger step S403.

[0079] Step S403: Determine whether the measured hydrogen rail pressure value is not less than the preset hydrogen rail required pressure value. If so, step S404 is triggered. If not, step S405 is triggered.

[0080] Step S404 controls the hydrogen internal combustion engine to operate according to preset second hydrogen injection and ignition control parameters corresponding to the load state parameters, so as to inject hydrogen after the intake stroke ends. The variable camshaft is controlled to open and close the intake and exhaust valves based on the first camshaft profile parameters. This triggers step S409.

[0081] Step S405: Determine whether the pressure value of the hydrogen storage container is less than the preset normal output pressure value of the hydrogen storage container. If so, step S406 is triggered. If not, step S407 is triggered.

[0082] Step S406: The hydrogen internal combustion engine is controlled to operate according to the preset first hydrogen injection ignition control parameters corresponding to the load state parameters, so that hydrogen is injected at the beginning of the intake stroke. The variable camshaft is controlled to open and close the intake and exhaust valves based on the second camshaft profile parameters. The exhaust valve opening time in the second camshaft profile parameters is set earlier than the exhaust valve opening time in the first camshaft profile parameters, which is used to control the opening and closing of the intake and exhaust valves, when the measured hydrogen rail pressure is no less than the preset hydrogen rail required pressure value. Step S408 is then triggered.

[0083] Step S407: outputting a prompt message indicating that the hydrogen supply pipeline is leaking.

[0084] Step S408: The output torque of the hydrogen internal combustion engine is obtained. If the output torque is less than the preset external characteristic torque corresponding to the load state parameter, the estimated remaining range is output based on at least the hydrogen storage tank pressure, the measured hydrogen rail pressure, and hydrogen consumption. This triggers step S409.

[0085] Step S409: Update the current time to a collection time after the current time, and trigger step S401.

[0086] A second aspect of the present application provides a controller, comprising: at least one processor and a memory connected to the processor, wherein:

[0087] Memory is used to store computer programs;

[0088] The processor is used to execute the computer program so that the controller can implement the hydrogen injection control method of the direct-injection hydrogen internal combustion engine provided in the first aspect of the present application and any possible implementation of the first aspect.

[0089] The structural diagram of the controller in the second aspect of the present application is as follows Figure 5The controller in this article can be an ECU (Electronic Control Unit), a VCU (Vehicle Control Unit), an MCU (Micro Controller Unit), an HCU (Hybrid Control Unit), etc. Figure 5 The controller shown is merely an example and should not limit the functions and scope of use of the embodiments of the present application.

[0090] like Figure 5 As shown, the controller may include a processing device (e.g., a central processing unit, a graphics processing unit, etc.) 501, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 502 or a program loaded from a storage device 508 into a random access memory (RAM) 503. When the controller is powered on, the RAM 503 also stores various programs and data required for the operation of the controller. The processing device 501, the ROM 502, and the RAM 503 are connected to each other via a bus 504. An input / output (I / O) interface 505 is also connected to the bus 504.

[0091] Typically, the following devices may be connected to the I / O interface 505: input devices 506 including, for example, sensors, pressure regulating valves, and hydrogen injectors; output devices 507 including, for example, hydrogen injectors, hydrogen internal combustion engines, and pressure regulating valves; storage devices 508 including, for example, memory cards and hard disks; and communication devices 509. The communication devices 509 may allow the controller to communicate with other devices wirelessly or by wire to exchange data. Figure 5 The controller is shown with various devices, but it should be understood that it is not required to implement or have all of the devices shown. More or fewer devices may be implemented or have instead.

[0092] The third aspect of the present application provides a direct-injection hydrogen internal combustion engine system, comprising: a hydrogen storage container pressure sensor, a rail pressure sensor, a hydrogen internal combustion engine, and the controller provided in the second aspect of the present application.

[0093] The hydrogen storage container pressure sensor, rail pressure sensor and hydrogen internal combustion engine are all electrically connected to the controller;

[0094] The hydrogen storage container pressure sensor is used to collect the pressure value of the hydrogen storage container;

[0095] The rail pressure sensor is used to collect the actual value of hydrogen rail pressure;

[0096] The controller is used to obtain a load state parameter of the hydrogen internal combustion engine, an actual measured value of the hydrogen rail pressure, and a pressure value of a hydrogen storage container, and to search for a preset hydrogen rail demand pressure value corresponding to the load state parameter; when the actual measured value of the hydrogen rail pressure is less than the preset hydrogen rail demand pressure value, and the pressure value of the hydrogen storage container is less than the preset normal output pressure value of the hydrogen storage container, the controller controls the hydrogen internal combustion engine to operate according to a preset first hydrogen injection ignition control parameter corresponding to the load state parameter, so as to inject hydrogen at the beginning of the intake stroke, and controls a variable camshaft of the hydrogen internal combustion engine to control the opening and closing of the intake and exhaust valves based on a second camshaft profile parameter, wherein the exhaust valve opening time in the second camshaft profile parameter is earlier than the exhaust valve opening time in the first camshaft profile parameter based on which the variable camshaft controls the opening and closing of the intake and exhaust valves when the actual measured value of the hydrogen rail pressure is not less than the preset hydrogen rail demand pressure value.

[0097] It should be noted that, in an actual application scenario, in order to facilitate understanding of the in-cylinder direct injection hydrogen internal combustion engine system provided by the third aspect of the present application, an implementation of the present application is specifically described here:

[0098] like Figure 6 Figure 2 shows a schematic diagram of the structure of a direct-injection hydrogen internal combustion engine system. The direct-injection hydrogen internal combustion engine system includes a hydrogen storage tank pressure sensor 601, a rail pressure sensor 602, a hydrogen internal combustion engine 603, and a controller (ECU) 604. The outlet of the hydrogen storage tank 605 is connected to the inlet of a hydrogen pressure regulating valve 606 via a pipeline. The outlet of the hydrogen pressure regulating valve 606 is also connected to the inlet of a hydrogen rail 607 via a pipeline. Each outlet of the hydrogen rail 607 is connected to the inlet of a corresponding hydrogen injector 608. The hydrogen injector 608 is used to inject hydrogen into the cylinders of the hydrogen internal combustion engine 603. The dotted lines in the figure represent electrical connections. The hydrogen storage tank pressure sensor 601, rail pressure sensor 602, and hydrogen internal combustion engine 603 are all electrically connected to the controller 604. The hydrogen storage container pressure sensor 601 is deployed in the pipeline between the hydrogen storage container 605 and the hydrogen pressure regulating valve 606 , and the rail pressure sensor 602 is deployed inside the hydrogen rail 607 .

[0099] In a possible implementation, the controller is further configured to:

[0100] When the actual measured value of the hydrogen rail pressure is not less than the preset hydrogen rail required pressure value, the hydrogen internal combustion engine is controlled to operate according to the preset second hydrogen injection ignition control parameters corresponding to the load state parameters, so as to inject hydrogen after the end of the intake stroke, and the variable camshaft is controlled to control the opening and closing of the intake and exhaust valves based on the first camshaft profile parameters.

[0101] The fourth aspect of the present application provides a vehicle, comprising an in-cylinder direct injection hydrogen internal combustion engine system as provided in the third aspect of the present application and any possible implementation of the third aspect.

[0102] The fifth aspect of the present application provides a computer program product, including computer-readable instructions. When the computer-readable instructions are run on an electronic device, the electronic device implements the hydrogen injection control method of the direct-injection hydrogen internal combustion engine provided in the first aspect of the present application and any possible implementation of the first aspect.

[0103] The sixth aspect of the present application is a computer storage medium, which carries one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can implement the hydrogen injection control method of the direct-injection hydrogen internal combustion engine provided in the first aspect of the present application and any possible implementation of the first aspect.

[0104] It should also be noted that the device embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separate, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed across multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the present embodiment. In addition, in the drawings of the device embodiments provided in this application, the connection relationship between the modules indicates that there is a communication connection between them, which can be specifically implemented as one or more communication buses or signal lines.

[0105] Through the description of the above embodiments, those skilled in the art can clearly understand that the present application can be implemented by means of software plus necessary general hardware, and of course can also be implemented by special hardware including application-specific integrated circuits, special CPUs, special memories, special components, etc. In general, all functions performed by computer programs can be easily implemented with corresponding hardware, and the specific hardware structures used to implement the same function can also be diverse, such as analog circuits, digital circuits or special circuits, etc. However, for the present application, software program implementation is a better implementation method in most cases. Based on this understanding, the technical solution of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a readable storage medium, such as a computer's floppy disk, USB flash drive, mobile hard disk, ROM, RAM, magnetic disk or optical disk, etc., and includes a number of instructions to enable a computer device (which can be a personal computer, training equipment, or network equipment, etc.) to execute the methods described in each embodiment of the present application.

[0106] In the above embodiments, all or part of the embodiments may be implemented by software, hardware, firmware, or any combination thereof. When implemented by software, all or part of the embodiments may be implemented in the form of a computer program product.

[0107] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function described in the embodiment of the present application is generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable devices. The computer instructions can be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions can be transmitted from a website, a computer, a training device or a data center by wired (such as coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (such as infrared, wireless, microwave, etc.) mode to another website, computer, training device or data center. The computer-readable storage medium can be any available medium that a computer can store or a data storage device such as a training device, a data center that includes one or more available media integrations. The available medium can be a magnetic medium, (for example, a floppy disk, a hard disk, a tape), an optical medium (for example, a DVD), or a semiconductor medium (for example, a solid-state drive (SSD)).

Claims

1. A method for controlling hydrogen injection of a direct-injection hydrogen internal combustion engine, characterized in that: include: Obtaining a load state parameter of the hydrogen internal combustion engine, a measured value of the hydrogen rail pressure, and a pressure value of the hydrogen storage container, and searching for a preset hydrogen rail required pressure value corresponding to the load state parameter; When the actual measured value of the hydrogen rail pressure is less than the preset hydrogen rail required pressure value, and the pressure value of the hydrogen storage container is less than the preset normal output pressure value of the hydrogen storage container, the hydrogen internal combustion engine is controlled to operate according to the preset first hydrogen injection ignition control parameter corresponding to the load state parameter, so as to inject hydrogen at the beginning of the intake stroke, and the variable camshaft is controlled to control the opening and closing of the intake and exhaust valves based on the second camshaft profile parameter, wherein the exhaust valve opening timing in the second camshaft profile parameter is earlier than the exhaust valve opening timing in the first camshaft profile parameter based on which the variable camshaft controls the opening and closing of the intake and exhaust valves when the actual measured value of the hydrogen rail pressure is not less than the preset hydrogen rail required pressure value.

2. The hydrogen injection control method for a direct-injection hydrogen internal combustion engine according to claim 1, characterized in that: The hydrogen injection control method of the direct-injection hydrogen internal combustion engine further includes: When the measured hydrogen rail pressure value is not less than the preset hydrogen rail required pressure value, the hydrogen internal combustion engine is controlled to operate according to the preset second hydrogen injection ignition control parameter corresponding to the load state parameter to inject hydrogen after the end of the intake stroke, and the variable camshaft is controlled to control the opening and closing of the intake and exhaust valves based on the first camshaft profile parameter.

3. The hydrogen injection control method for a direct-injection hydrogen internal combustion engine according to any one of claims 1 or 2, characterized in that: After the hydrogen injection starts, the method further comprises: The in-cylinder pressure of the hydrogen internal combustion engine entering the compression stroke is monitored, and when the in-cylinder pressure is greater than a preset threshold, the hydrogen injector is controlled to stop injecting hydrogen.

4. The hydrogen injection control method for a direct-injection hydrogen internal combustion engine according to claim 1, characterized in that: After controlling the hydrogen internal combustion engine to operate according to the preset first hydrogen injection ignition control parameter corresponding to the load state parameter so as to inject hydrogen at the beginning of the intake stroke, and controlling the variable camshaft to control the opening and closing of the intake and exhaust valves based on the second camshaft profile parameter, the hydrogen injection control method for the direct-injection hydrogen internal combustion engine further includes: The output torque of the hydrogen internal combustion engine is obtained, and when the output torque is less than a preset external characteristic torque corresponding to the load state parameter, an estimated remaining mileage is output based on at least the pressure value of the hydrogen storage container, the measured value of the hydrogen rail pressure, and the hydrogen consumption.

5. The hydrogen injection control method for a direct-injection hydrogen internal combustion engine according to claim 1, characterized in that: When the measured hydrogen rail pressure value is less than the preset hydrogen rail required pressure value, and the hydrogen storage container pressure value is not less than the preset normal output pressure value of the hydrogen storage container, the hydrogen injection control method of the direct-injection hydrogen internal combustion engine further includes: Outputs a warning message indicating a leak in the hydrogen supply pipeline.

6. A controller, characterized in that: The controller comprises: at least one processor and a memory connected to the processor, wherein: The memory is used to store computer programs; The processor is configured to execute the computer program so that the controller can implement the hydrogen injection control method for a direct-injection hydrogen internal combustion engine according to any one of claims 1 to 5.

7. A direct injection hydrogen internal combustion engine system, characterized in that: include: A hydrogen storage container pressure sensor, a rail pressure sensor, a hydrogen internal combustion engine and a controller as claimed in claim 6, The hydrogen storage container pressure sensor, the rail pressure sensor and the hydrogen internal combustion engine are all electrically connected to the controller; The hydrogen storage container pressure sensor is used to collect the pressure value of the hydrogen storage container; The rail pressure sensor is used to collect the actual measured value of the hydrogen rail pressure; The controller is used to obtain a load state parameter of the hydrogen internal combustion engine, the actual measured value of the hydrogen rail pressure, and the pressure value of the hydrogen storage container, and to search for a preset hydrogen rail required pressure value corresponding to the load state parameter; when the actual measured value of the hydrogen rail pressure is less than the preset hydrogen rail required pressure value, and the pressure value of the hydrogen storage container is less than a preset normal output pressure value of the hydrogen storage container, the controller controls the hydrogen internal combustion engine to operate according to a preset first hydrogen injection ignition control parameter corresponding to the load state parameter, so as to inject hydrogen at the beginning of the intake stroke, and controls a variable camshaft of the hydrogen internal combustion engine to control the opening and closing of the intake and exhaust valves based on a second camshaft profile parameter, wherein the exhaust valve opening timing in the second camshaft profile parameter is earlier than the exhaust valve opening timing in the first camshaft profile parameter based on which the variable camshaft controls the opening and closing of the intake and exhaust valves when the actual measured value of the hydrogen rail pressure is not less than the preset hydrogen rail required pressure value.

8. A vehicle, characterized in that: It includes the in-cylinder direct injection hydrogen internal combustion engine system as claimed in claim 8.

9. A computer program product, characterized in that The method comprises computer-readable instructions, which, when executed on an electronic device, enable the electronic device to implement the hydrogen injection control method for a direct-injection hydrogen internal combustion engine as claimed in any one of claims 1 to 5.

10. A computer storage medium, characterized in that The storage medium carries one or more computer programs, which, when executed by an electronic device, enable the electronic device to implement the hydrogen injection control method for a direct-injection hydrogen internal combustion engine as described in any one of claims 1 to 5.

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