A dual-injection system control method, device, engine and vehicle

Abstract

This invention provides a dual direct injection system control method, device, engine, and automobile, relating to the field of engines. The solution includes: when the engine starts, acquiring the engine's fuel demand value, determining whether the fuel demand value is less than a target value, and if it is determined that the fuel demand value is not less than the target value, if the time taken to inject the fuel demand value using only one injector is long, then the probability of abnormal combustion phenomena such as misfire and knock caused by the excessively long injection time exceeds the target probability. In this case, in order to reduce the fuel injection time, the first injector and the second injector can simultaneously inject the target fuel. Since the first injector and the second injector simultaneously inject the target fuel, the injection time is reduced by half compared to the injection time taken by using only one injector, thus reducing the probability of abnormal combustion phenomena such as engine misfire and knock.

Description

Technical Field

[0001] This invention relates to the field of engine technology, and specifically to a dual-injection system control method, device, engine, and automobile. Background Technology

[0002] Methanol, with its outstanding anti-knock properties, rapid flame propagation rate, and clean and renewable advantages, stands out among many fuels and is widely regarded as one of the most promising alternative fuels for internal combustion engines.

[0003] Currently, most port-injection methanol engines employ a single-nozzle injection strategy per cylinder, specifically by placing the methanol injector in the intake manifold. However, during actual bench testing and operation, this approach has gradually revealed some problems that urgently need to be addressed: the prolonged duration of methanol injection exacerbates engine cyclic fluctuations, ultimately leading to a series of abnormal combustion phenomena such as misfires and knocking, adversely affecting engine performance and stability. Summary of the Invention

[0004] In view of this, embodiments of the present invention provide a dual-injection system control method, device, engine, and automobile to reduce the problem of abnormal combustion phenomena such as misfire and knock caused by excessively long continuous injection time of the engine nozzle.

[0005] To achieve the above objectives, the embodiments of the present invention provide the following technical solutions:

[0006] A dual-jet system control method, comprising:

[0007] Determine whether the engine's fuel requirement is less than the target value;

[0008] When the fuel demand value is less than the target value, the first injector is controlled to inject the target fuel;

[0009] When the fuel demand value is not less than the target value, the first injector and the second injector are controlled to inject the target fuel simultaneously.

[0010] Optionally, in the above dual-injection system control method, the first injection nozzle and the second injection nozzle are fixed on the cylinder head.

[0011] Optionally, in the above dual-injection system control method, determining whether the engine's fuel demand is less than the target value includes:

[0012] Determine if the engine load is lower than the target load;

[0013] When the engine load is lower than the target load, it is determined that the engine's fuel demand is less than the target value; otherwise, it is determined that the engine's fuel demand is not less than the target value.

[0014] Optionally, the above-mentioned dual-jet system control method further includes:

[0015] Obtain the cumulative spray duration of the first nozzle and the cumulative spray duration of the second nozzle;

[0016] When the difference between the cumulative spray duration of the first nozzle and the cumulative spray duration of the second nozzle is greater than the calibrated duration, the roles of the first nozzle and the second nozzle are switched.

[0017] Optionally, in the above dual-injection system control method, controlling the first injector to inject the target fuel includes:

[0018] The injector injection duration that matches the fuel quantity requirement value is obtained from the first preset mapping relationship, and the first injector nozzle is controlled to inject the target fuel based on the injector injection duration;

[0019] Controlling the first and second injectors to simultaneously inject target fuel includes:

[0020] The injector injection duration that matches the fuel quantity requirement value is obtained from the second preset mapping relationship, and the first injector and the second injector are controlled to inject the target fuel based on the injector injection duration.

[0021] Optionally, in the above dual-injection system control method, before determining whether the engine's fuel demand value is less than the target value, the method further includes:

[0022] Get the engine's fuel type;

[0023] When the fuel type is the target fuel, continue with the step of determining whether the engine's fuel demand is less than the target value and subsequent steps.

[0024] Optionally, in the above dual-injection system control method, the target fuel is a fuel with a target calorific value, which is lower than the calorific value of gasoline.

[0025] A dual-jet system control device, comprising:

[0026] The fuel demand value judgment unit is used to determine whether the engine's fuel demand value is less than the target value;

[0027] The injector control unit is used to control the first injector to inject target fuel when the fuel demand value is less than the target value; and to control the first injector and the second injector to inject target fuel simultaneously when the fuel demand value is not less than the target value.

[0028] An engine comprising the dual-injection system control device described above.

[0029] An automobile includes the engine described above.

[0030] Based on the above technical solution, the solution provided by the embodiments of the present invention obtains the fuel demand value of the engine when the engine starts, and determines whether the fuel demand value is less than the target value. When it is determined that the fuel demand value is not less than the target value, if the time spent injecting the fuel demand value using only one injector is long, the probability of abnormal combustion phenomena such as misfire and knocking caused by the excessive injection time of the injector exceeds the target probability. In order to reduce the fuel injection time, the first injector and the second injector can be used to inject the target fuel simultaneously. Since the first injector and the second injector inject the target fuel simultaneously, the injection time will be reduced by half compared to the injection time spent using only one injector, thereby reducing the probability of abnormal combustion phenomena such as engine misfire and knocking. Attached Figure Description

[0031] To more clearly illustrate the technical solutions in the embodiments of the present invention 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 embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0032] Figure 1 A flowchart illustrating a dual-jet system control method provided in an embodiment of this application;

[0033] Figure 2 This is a flowchart illustrating a process for determining whether the fuel demand of an engine is less than a target value, as provided in an embodiment of this application.

[0034] Figure 3 This is a schematic diagram of the structure of a dual-jet system control device provided in an embodiment of this application;

[0035] Figure 4 This application is a schematic diagram of the structure of an electronic device provided by a private company. Detailed Implementation

[0036] The embodiments of this application are described below with reference to the accompanying drawings. The terminology used in the implementation section of this application is for explaining specific embodiments only and is not intended to limit the scope of this application.

[0037] The embodiments of this application will now be described with reference to the accompanying drawings. Those skilled in the art will recognize that, with technological advancements and the emergence of new scenarios, the technical solutions provided in the embodiments of this application are equally applicable to similar technical problems.

[0038] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms are interchangeable where appropriate; this is merely a way of distinguishing objects with the same attributes in the embodiments of this application. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion, so that a process, method, system, product, or apparatus that comprises a series of elements is not necessarily limited to those elements, but may include other elements not explicitly listed or inherent to those processes, methods, products, or apparatuses.

[0039] To minimize the risk of misfires and knocking due to excessively long injection times, this application employs a dual injector system. This system uses two nozzles for fuel injection: a primary nozzle (first nozzle) and a secondary nozzle (second nozzle). The opening and closing timing and injection volume of the dual nozzles are independently adjusted via an electronic control unit (ECU) or a mechanical system to adapt to different operating conditions. The coordinated operation of the dual nozzles improves fuel-air mixing, reduces unburned fuel, and lowers emissions. This system features optimized combustion, reduced pollutant emissions, and adaptability to multiple operating conditions. Compared to single-injection systems, the dual-injection system has a shorter injection time. Based on these advantages, this invention proposes a dual-injection system control method.

[0040] See Figure 1 The dual-jet system control method disclosed in this application may include:

[0041] Step S101: Obtain the engine's fuel requirement value;

[0042] Step S102: Determine whether the fuel demand value is less than the target value.

[0043] The fuel demand value refers to the amount of fuel that the engine needs to inject through the injector in each ignition cycle. When obtaining the fuel demand value, engine parameters can be detected, and the fuel demand value for the current moment can be calculated based on the detected parameters. Specifically, calculating the fuel demand value is a relatively mature technical solution in the prior art, and the existing solution can be directly used to calculate the fuel demand value; this application will not elaborate further.

[0044] When the injector injects fuel, the injection time is related to the fuel quantity demand value. The larger the fuel quantity demand value, the longer the injection time. Therefore, the injection time is positively correlated with the fuel quantity demand value, which can be equivalent to the injection time. This application can pre-configure a target value for the fuel quantity. The injection time corresponding to this target value is the time when the probability of abnormal combustion phenomena such as misfire and detonation caused by excessive injection time exceeds the target probability. After determining the fuel quantity demand value, the fuel quantity demand value is compared with the target value to determine whether the fuel quantity demand value is less than the target value.

[0045] Step S103: When the fuel demand value is less than the target value, control the first injector to inject the target fuel.

[0046] In this embodiment, when the fuel demand value is determined to be less than the target value, the injection time of the injector is short and the probability of abnormal combustion phenomena such as misfire and knock is low. At this time, the first injector can be used directly to inject the target fuel, that is, only one injector is used to inject the target fuel to meet the engine fuel demand.

[0047] Step S104: When the fuel demand value is not less than the target value, control the first injector and the second injector to inject the target fuel simultaneously.

[0048] In this step, when the fuel demand value is determined to be not less than the target value, if the time taken to inject the fuel demand value using only one injector is long, the probability of abnormal combustion phenomena such as misfire and knocking caused by the excessively long injection time exceeds the target probability. In order to reduce the fuel injection time, the first injector and the second injector can be used to inject the target fuel simultaneously. Since the first injector and the second injector inject the target fuel simultaneously, the injection time will be reduced by half compared to the injection time taken by using only one injector, thus reducing the probability of abnormal combustion phenomena such as engine misfire and knocking.

[0049] In this embodiment, after obtaining the engine's fuel demand value, it is compared with a preset target value. When the fuel demand value is less than the target value, it indicates that a single injector can inject the required amount of fuel within a specified time. In this case, the first injector is controlled to inject the target fuel. When the fuel demand value is not less than the target value, it is difficult to inject the required amount of fuel within a specified time using a single injector. The first and second injectors are controlled to inject the target fuel simultaneously to reduce the injection time of a single injector. This solves the problem that excessively long injection duration leads to increased engine cycle fluctuations, which in turn causes misfires, knocking, and other abnormal combustion phenomena.

[0050] In existing designs, some injectors are mounted on the intake manifold. Injectors mounted on the intake manifold are too far from the intake valve disc, which is detrimental to fuel heat absorption and atomization. For example, in low-temperature environments, methanol fuel injected from the intake manifold into the intake passage cannot effectively absorb the high temperature of the intake valve disc, affecting the atomization effect of the methanol fuel in the intake passage. Therefore, to ensure that the injected fuel absorbs as much of the high temperature at the engine's intake valve disc as possible and improves the atomization effect of methanol injected into the intake manifold, this design incorporates a first injector and a second injector. That is, the first and second injectors are fixed to the cylinder head, and the specifications of the first and second injectors can be identical. In this design, two injector mounting holes are arranged above the engine's cylinder head intake port. The angle of the mounting holes needs to meet the installation requirement of bringing fuel injection as close as possible to the intake valve disc. Specifically, this installation requirement means that the spray beam axis of the injector is aligned with the center of the intake valve disc surface, utilizing the temperature of the engine's intake valve disc to accelerate fuel atomization and evaporation in the intake passage.

[0051] In this embodiment, the fuel demand value of the engine under different operating conditions is higher than the target value under some operating conditions and lower than the target value under other operating conditions. For example, see [link to relevant documentation]. Figure 2 Determining whether the engine's fuel demand is less than the target value includes:

[0052] Step S201: Determine whether the engine is in a low-temperature start-up condition.

[0053] When the engine is in the low-temperature start-up condition, it is determined that the engine's fuel demand is less than the target value, indicating a low fuel requirement. If the ECU simultaneously controls two injectors (simultaneously controlling the first and second injectors) under low-temperature start-up conditions, the two sprays from the first and second injectors may converge in the intake manifold, forming large fuel droplets and affecting fuel atomization. Therefore, when the engine is in the low-temperature start-up condition, only one injector should be controlled, i.e., the first injector should be controlled alone to inject fuel, in order to achieve a good atomization effect.

[0054] Step S202: Determine if the engine is running normally.

[0055] If the engine is not in a cold start condition, determine whether the engine is operating normally. If it is not operating normally, continue to execute step S201 to determine the engine's operating condition.

[0056] Step S203: When the engine is running normally, determine whether the engine load is lower than the target load.

[0057] The target load is the load where the engine's fuel demand equals the target value. When the engine is under low load, i.e., the engine load rate is lower than the target load A, step S204 is executed: it is determined that the engine's fuel demand is less than the target value. Since the engine's fuel demand is low under low load conditions, the injection quantity of a single injector can meet the engine's power demand. To reduce the probability of the fuel jets ejected from the injectors merging in the intake manifold, the ECU controls the use of a single injector scheme, i.e., using only the first injector to inject fuel. When the engine is under medium to high load, i.e., the engine load rate is greater than or equal to the target load A, step S205 is executed: it is determined that the engine's fuel demand is not less than (greater than or equal to) the target value. Since the engine's fuel demand is large under low load conditions, if a single injector is used to inject fuel, the injection quantity of a single injector is large and the injection duration is long. Therefore, a dual injector scheme is required, i.e., controlling the first injector and the second injector to inject the target fuel simultaneously.

[0058] In this embodiment, if the cumulative usage time of the first injector and the second injector differs significantly, it may lead to a difference in the smoothness of their injections. For example, if the second injector is not used for a long time, the residue inside the injector will evaporate and deteriorate, forming a gel-like substance that adheres to the nozzle, causing blockage and reduced atomization. This deposit directly affects the accuracy of fuel injection, leading to problems such as difficulty starting the engine and idling vibration. Therefore, to prevent such situations from occurring, the technical solution disclosed in this application can randomly select one injector as the first injector and another injector as the second injector each time the engine is started. Alternatively, the roles of the first and second injectors can be swapped every fixed period of time, such as once a month, two months, or half a year. Or, the cumulative injection time of the first and second injectors can be counted, and when the difference between the cumulative injection time of the first injector and the cumulative injection time of the second injector is greater than the calibrated time, the roles of the first and second injectors can be swapped, that is, the original first injector is marked as the second injector, and the original second injector is marked as the first injector. This identity swapping method ensures that both the first and second injectors can smoothly inject fuel.

[0059] In this embodiment, the first and second injectors inject the same type of fuel. Therefore, the first and second injectors can be two different injectors belonging to the same injector. These two injectors use a common inlet pipe. Of course, the first and second injectors can also be injectors on different injectors. For example, the first injector is an injector on a first injector and the second injector is an injector on a second injector. Of course, even if the injectors corresponding to the two injectors are independent of each other, these two injectors can still use a common inlet pipe.

[0060] In this embodiment, the mapping relationship used when injecting fuel with a single injector is different from that used when injecting fuel with two injectors. The mapping relationship is used to define the correspondence between the fuel quantity requirement value and the injection duration of the injector. When controlling the first injector to inject the target fuel, the injector injection duration matching the fuel quantity requirement value can be obtained from the first preset mapping relationship, and the first injector is controlled to inject the target fuel based on the injector injection duration. When controlling the first injector and the second injector to inject the target fuel simultaneously, the injector injection duration matching the fuel quantity requirement value can be obtained from the second preset mapping relationship, and the first injector and the second injector are controlled to inject the target fuel based on the injector injection duration. The injection durations of the first injector and the second injector are both less than a predetermined time, and the injection durations of the first injector and the second injector can be the same or different. Preferably, in this embodiment, the injection durations of the first injector and the second injector are the same.

[0061] In the technical solution disclosed in this embodiment, the engine can be a dual-fuel engine. This engine can use either a first fuel or a second fuel. The first fuel can be a fuel with a higher calorific value, and the second fuel can be a fuel with a lower calorific value. When providing the same energy, the fuel with a higher calorific value corresponds to a smaller fuel quantity requirement. In this case, the overall injection time of the injector is shorter, and a single-injection scheme can be used, eliminating the need for the dual-injection system control method provided in this application embodiment. When using the second fuel as the engine fuel, when providing the same energy, the fuel with a lower calorific value corresponds to a larger fuel quantity requirement. In this case, the overall injection time of the injector is longer. When the fuel quantity requirement is greater than the target value, a dual-injection scheme can be used. Therefore, the dual-injection system control method provided in this application embodiment can be used. That is, in this solution, before determining whether the engine's fuel quantity requirement is less than the target value, the method further includes: obtaining the engine's fuel type; when the fuel type is the target fuel, continuing to execute the subsequent scheme, that is, executing the step of determining whether the engine's fuel quantity requirement is less than the target value and the subsequent scheme. The target fuel is a fuel with a calorific value lower than the target calorific value, and the target calorific value is lower than the calorific value of gasoline. For example, in this embodiment, the target fuel can be methanol, ethanol, natural gas, etc.

[0062] In summary, the dual-injection system control method provided by this invention has the advantages of shorter injection duration and better fuel atomization effect in the intake manifold compared with the single injector per cylinder scheme in the intake manifold. At the same time, considering the differences in injection quantity requirements under different operating conditions, the control switching between single injector and dual injector is realized through relevant control systems (such as ECU), which has better adaptability to operating conditions.

[0063] This embodiment discloses a dual-injection system control device. For the specific operation of each unit in the device, please refer to the above-described method embodiment. The dual-injection system control device provided in this embodiment is described below, and the dual-injection system control device described below can be referred to in correspondence with the dual-injection system control method described above.

[0064] See Figure 3 The dual-injection system control device includes a fuel quantity demand value judgment unit 10 and an injection nozzle control unit 20.

[0065] The fuel demand value judgment unit 10 corresponds to step S101 in the above dual injection system control method and is used to judge whether the fuel demand value of the engine is less than the target value.

[0066] The injector control unit 20 corresponds to steps S102 and S103 in the above dual-injection system control method. It is used to control the first injector to inject the target fuel when the fuel demand value is less than the target value; and to control the first injector and the second injector to inject the target fuel simultaneously when the fuel demand value is not less than the target value.

[0067] Corresponding to the above method, the above device may further include an identity switching unit, used to obtain the cumulative spray duration of the first spray nozzle and the cumulative spray duration of the second spray nozzle; when the difference between the cumulative spray duration of the first spray nozzle and the cumulative spray duration of the second spray nozzle is greater than the calibrated duration, the identity of the first spray nozzle and the second spray nozzle is switched.

[0068] Corresponding to the above method, the above device may also include an enabling unit, which is used to obtain the fuel type of the engine; when the fuel type is the target fuel, the fuel quantity demand value judgment unit 10 and the injector control unit 20 are triggered to start.

[0069] Corresponding to the aforementioned device, this application also discloses an electronic device, which includes at least one processing device and a storage device connected to the processing device, wherein: the storage device is used to store a computer program; the processing device is used to execute the computer program to enable the electronic device to implement any of the aforementioned dual-injection system control methods. Specifically, this electronic device can be an in-vehicle electronic device, such as an ECU (Electronic Control Unit), a VCU (Vehicle Control Unit), an MCU (Micro Controller Unit), or an HCU (Hybrid Control Unit), etc.

[0070] refer to Figure 4 This application also provides a schematic diagram of the specific structure of the above-mentioned electronic device. The electronic device in this application may include, but is not limited to, vehicle terminals such as ECU (Electronic Control Unit), VCU (Vehicle Control Unit), MCU (Micro Controller Unit), and HCU (Hybrid Control Unit). Figure 4 The electronic device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0071] like Figure 4 As shown, the electronic device may include a processing unit (e.g., a central processing unit, a graphics processing unit, etc.) 601, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 602 or a program loaded from a storage device 608 into a random access memory (RAM) 603. When the electronic device is powered on, the RAM 603 also stores various programs and data required for the operation of the electronic device. The processing unit 601, ROM 602, and RAM 603 are interconnected via a bus 604. An input / output (I / O) interface 605 is also connected to the bus 604.

[0072] Typically, the following devices can be connected to I / O interface 605: input devices 606 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices 607 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 608 including, for example, memory cards, hard drives, etc.; and communication devices 609. Communication device 609 allows electronic devices to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 4 Electronic devices with various devices are shown, 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 alternatively.

[0073] This application also provides a computer program product including computer-readable instructions, which, when executed on an electronic device, cause the electronic device to implement any of the dual-jet system control methods provided in this application.

[0074] This application also provides a computer-readable storage medium carrying one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can implement any of the dual-jet system control methods provided in this application.

[0075] This embodiment also provides an engine that integrates the aforementioned dual-injection system control device or electronic equipment. Specifically, the engine can be a methanol engine, an ethanol engine, a gas engine, or a hybrid engine.

[0076] This embodiment also provides a vehicle that includes the aforementioned engine.

[0077] For ease of description, the above system is described by dividing it into various modules based on their functions. Of course, in implementing this invention, the functions of each module can be implemented in one or more software and / or hardware components.

[0078] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, for system or system embodiments, since they are basically similar to method embodiments, the description is relatively simple, and relevant parts can be referred to the descriptions in the method embodiments. The systems and system embodiments described above are merely illustrative. 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 modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0079] Those skilled in the art will further 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, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. 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 implementations should not be considered beyond the scope of this invention.

[0080] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented directly by hardware, a software module executed by a processor, or a combination of both. The software module can be located in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0081] It should also be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0082] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A control method for a dual-jet system, characterized in that, include: The engine's fuel type is obtained. When the fuel type is the target fuel, it is determined whether the engine is in a low-temperature start-up condition. When the engine is in a low-temperature start-up condition, it is determined that the engine's fuel demand is less than the target value. The target fuel is a fuel with a target calorific value, which is lower than the calorific value of gasoline. If the engine is not in a cold start condition, determine whether the engine is running normally. If it is not running normally, continue to determine the engine's operating condition. When the engine is running normally, determine whether the engine load is lower than the target load. If the engine load is lower than the target load, determine that the engine's fuel demand is less than the target value. Otherwise, determine that the engine's fuel demand is not less than the target value. When the fuel demand value is less than the target value, the first injector is controlled to inject the target fuel; When the fuel demand value is not less than the target value, the first injector and the second injector are controlled to inject the target fuel simultaneously. Obtain the cumulative spray duration of the first nozzle and the cumulative spray duration of the second nozzle; When the difference between the cumulative spray duration of the first nozzle and the cumulative spray duration of the second nozzle is greater than the calibrated duration, the roles of the first nozzle and the second nozzle are swapped. The first and second injectors are fixed to the cylinder head. Two injector mounting holes are arranged above the cylinder head intake port of the engine. The installation angle of the mounting holes is required to make the spray beam axis of the injector face the center of the intake valve plate, so as to accelerate the atomization and evaporation of fuel in the intake manifold by utilizing the temperature of the engine intake valve plate.

2. The dual-jet system control method according to claim 1, characterized in that, Controlling the first injector to inject target fuel includes: The injector injection duration that matches the fuel quantity requirement value is obtained from the first preset mapping relationship, and the first injector nozzle is controlled to inject the target fuel based on the injector injection duration; Controlling the first and second injectors to simultaneously inject target fuel includes: The injector injection duration that matches the fuel quantity requirement value is obtained from the second preset mapping relationship, and the first injector and the second injector are controlled to inject the target fuel based on the injector injection duration.

3. A dual-spray system control device, characterized in that, include: The fuel demand determination unit is used to obtain the engine's fuel type. When the fuel type is the target fuel, it determines whether the engine is in a cold start condition. If the engine is in a cold start condition, it determines that the engine's fuel demand is less than the target value. If the engine is not in a cold start condition, it determines whether the engine is operating normally. If it is not operating normally, it continues to determine the engine's operating condition. When the engine is operating normally, it determines whether the engine load is lower than the target load. If the engine load is lower than the target load, it determines that the engine's fuel demand is less than the target value. Otherwise, it determines that the engine's fuel demand is not less than the target value. The target fuel is a fuel with a target calorific value, which is lower than the calorific value of gasoline. The injector control unit is used to control the first injector to inject target fuel when the fuel demand value is less than the target value; and to control the first injector and the second injector to inject target fuel simultaneously when the fuel demand value is not less than the target value. The first and second injectors are fixed to the cylinder head. Two injector mounting holes are arranged above the cylinder head intake port of the engine. The installation angle of the mounting holes is required to make the spray beam axis of the injector face the center of the intake valve plate, so as to accelerate the atomization and evaporation of fuel in the intake manifold by utilizing the temperature of the engine intake valve plate.

4. An engine, characterized in that, Includes the dual-jet system control device as described in claim 3.

5. A car, characterized in that, Includes the engine described in claim 4.

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