Hybrid fuel engine injection control method, apparatus, and medium

Abstract

The application discloses a hybrid fuel engine injection control method, device and medium, relates to the technical field of engine control, and comprises the following steps: obtaining a target air-fuel ratio and an actual air-fuel ratio; calculating a first deviation of the target air-fuel ratio and the actual air-fuel ratio; inputting a first calculation array corresponding to a current operating condition, a second deviation and a hybrid fuel injection adjustment coefficient in a previous preset step range into a combustion adjustment transfer model to obtain a second deviation; inputting a second calculation array corresponding to the current operating condition, the first deviation and the second deviation into a control model to obtain the hybrid fuel injection adjustment coefficient; and based on the hybrid fuel injection adjustment coefficient, obtaining a hybrid fuel injection amount under the condition that the engine control mode is in a closed-loop control state. The application aims at solving the problem of poor engine operation stability and safety in the prior art when multiple fuels are combusted, and realizes safe and accurate control of the engine.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of engine control, and in particular to a mixed fuel engine injection control method, device and medium. BACKGROUND

[0002] With the deepening of the concept of carbon neutralization, the type of fuel used by engines for combustion gradually transitions from single high-carbon fuel to low-carbon or zero-carbon fuel, thereby giving rise to the demand for mixed fuel engines. However, the physical and chemical properties of different fuels differ significantly, for example, some fuels are single-mass energy-dense, but due to the high heat demand for vaporization and poor mixing, they are prone to produce poor combustion conditions, and some other fuels have the opposite physical and chemical properties, and only require relatively low ignition energy to have a very high combustible range.

[0003] Therefore, under different working conditions of the engine, mixing different proportions of multiple fuels not only can meet the requirements of power, efficiency and emissions, but also can achieve the purpose of suppressing knock or avoiding misfire by quickly adjusting the target air-fuel ratio (the mass of air required for unit mass of fuel combustion).

[0004] Therefore, how to accurately and safely control the engine is an important topic that needs to be solved in the industry at present. SUMMARY

[0005] The present application provides a mixed fuel engine injection control method, device and medium to solve the problem of poor engine running stability and safety in the prior art when multiple fuels are burned, and to achieve safe and accurate control of the engine.

[0006] The present application provides a mixed fuel engine injection control method, device and medium to solve the problem of poor engine running stability and safety in the prior art when multiple fuels are burned, and to achieve safe and accurate control of the engine.

[0007] The method comprises:

[0008] calculating the target air-fuel ratio corresponding to the combustion demand torque under the current operating condition of the engine, and the mixed fuel;

[0009] calculating the first deviation between the target air-fuel ratio and the actual air-fuel ratio;

[0010] input the first calculation array corresponding to the current operating condition, the previous second deviation and the mixed fuel injection adjustment coefficient in a preset step range within the previous second deviation into a combustion adjustment transfer model to obtain a current second deviation predicted by the combustion adjustment transfer model, wherein the combustion adjustment transfer model is a preset mathematical model, and the second deviation represents a deviation between the target air-fuel ratio predicted by the combustion adjustment transfer model and the actual air-fuel ratio;

[0011] input the second calculation array corresponding to the current operating condition, the first deviation and the second deviation into a control model to obtain a mixed fuel injection adjustment coefficient output by the control model, and based on the mixed fuel injection adjustment coefficient, obtain an injection amount of the mixed fuel in a case where it is determined that the engine control mode is in a closed-loop control state, wherein the control model is a preset mathematical model.

[0012] According to the mixed fuel engine injection control method provided in the embodiments of the present application, the target air-fuel ratio corresponding to the mixed fuel is calculated, which comprises:

[0013] Based on the mass of each fuel in the mixed fuel, the mixed fuel ratio is calculated, and the initial air-fuel ratio is determined based on the mixed fuel ratio;

[0014] It is determined whether there is a correction condition for correcting the initial air-fuel ratio;

[0015] When it is determined that there is a correction condition for correcting the initial air-fuel ratio, a correction coefficient corresponding to the correction condition is obtained, and the initial air-fuel ratio is corrected by using the correction coefficient to obtain the target air-fuel ratio.

[0016] According to the mixed fuel engine injection control method provided in the embodiments of the present application, it is determined whether there is a correction condition for correcting the initial air-fuel ratio, and when it is determined that there is a correction condition for correcting the initial air-fuel ratio, a correction coefficient corresponding to the correction condition is obtained, which comprises:

[0017] It is determined whether the cooling water temperature of the engine is less than a preset temperature;

[0018] In a case where it is determined that the cooling water temperature is less than the preset temperature, it is determined that there is a correction condition for correcting the initial air-fuel ratio, and a first correction coefficient is obtained based on the cooling water temperature and a starting time point of the engine;

[0019] In a case where it is determined that the cooling water temperature is greater than or equal to the preset temperature, it is determined whether there is an emission equipment diagnosis request;

[0020] In a case where it is determined that there is the emission equipment diagnosis request, it is determined that there is a correction condition for correcting the initial air-fuel ratio, and a second correction coefficient is obtained;

[0021] In a case where it is determined that the exhaust device diagnosis request does not exist, it is determined whether or not temperature management in an engine tailpipe is performed;

[0022] In a case where it is determined that the temperature management in the engine tailpipe is required to be performed, it is determined that a correction case where the initial air-fuel ratio is corrected exists, and a third correction coefficient is obtained;

[0023] In a case where it is determined that the temperature management in the engine tailpipe is not required to be performed, it is determined whether or not a cylinder cutout phenomenon exists in the engine;

[0024] In a case where it is determined that the cylinder cutout phenomenon exists in the engine, it is determined that the correction case where the initial air-fuel ratio is corrected exists, and a fourth correction coefficient is obtained;

[0025] In a case where it is determined that the cylinder cutout phenomenon does not exist in the engine, it is determined that the correction case where the initial air-fuel ratio is corrected does not exist.

[0026] According to the mixed fuel engine injection control method provided by the embodiment of the present application, the mixed fuel ratio is calculated, comprising:

[0027] A replacement ratio of the first fuel that can be replaced by the second fuel is calculated;

[0028] A conversion coefficient from the first fuel to the second fuel is obtained, and based on the replacement ratio and the conversion coefficient, the mass of the second fuel corresponding to the replaced first fuel is determined;

[0029] A ratio of the remaining mass of the first fuel and the mass of the second fuel is calculated to obtain the mixed fuel ratio.

[0030] According to the mixed fuel engine injection control method provided by the embodiment of the present application, the conversion coefficient from the first fuel to the second fuel is obtained, comprising:

[0031] A low calorific value ratio of the first fuel and the second fuel is calculated, and the low calorific value ratio is determined as an initial conversion coefficient;

[0032] Based on a cooling water temperature of the engine and a preset first coefficient correction table, a first gain coefficient corresponding to the cooling water temperature is obtained, and based on a change condition of an operating mode of the engine and a preset second coefficient correction table, a second gain coefficient corresponding to the change condition of the operating mode is obtained;

[0033] A product of the initial conversion coefficient, the first gain coefficient and the second gain coefficient is calculated to obtain the conversion coefficient.

[0034] According to the mixed fuel engine injection control method provided by the embodiment of the present application, the combustion adjustment transfer model comprises:

[0035] Y(n) = K0*Y(n-1)+K1*Z(n-d);

[0036] wherein Y(n) represents a current second deviation, Y(n-1) represents a previous second deviation, and Z(n-d) represents a mixed fuel injection adjustment coefficient within d steps forward from a current time;

[0037] wherein K0 = -1 / (1+Ts / τ), K1 = -(Ts / τ) / (1+ Ts / τ), and d = round(τ_d / Ts);

[0038] wherein τ = τ_f + τ_e + τ_s;

[0039] wherein τ_f, τ_e, τ_s, and τ_d represent first array parameters in a first calculation array, and Ts represents a discrete iterative calculation frequency, which is a constant.

[0040] According to the mixed fuel engine injection control method provided in the embodiments of the present application, the control model comprises:

[0041] Z(n) = K2* Z(n-1)+K3*D(n)+K4*D(n-1);

[0042] wherein Z(n) represents a mixed fuel injection adjustment coefficient corresponding to a current step, Z(n-1) represents a mixed fuel injection adjustment coefficient corresponding to a previous step, D(n) represents a difference between a first deviation and a second deviation corresponding to the current step, and D(n-1) represents a difference between a first deviation and a second deviation corresponding to the previous step;

[0043] wherein K2 = λ / (λ+Ts), K3 = (-τ-Ts) / (λ+Ts), and K4 = τ / (λ+Ts);

[0044] wherein τ = τ_f + τ_e + τ_s;

[0045] wherein τ_f, τ_e, and τ_s represent first array parameters in a first calculation array, Ts represents a discrete iterative calculation frequency, which is a constant, and λ represents a first-order delay filter time constant.

[0046] According to the mixed fuel engine injection control method provided in the embodiments of the present application, the control model is obtained by decomposing and inverting the combustion adjustment transfer model.

[0047] The embodiments of the present application further provide an electronic device, which comprises a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor implements the steps of the mixed fuel engine injection control method according to any one of the above embodiments when executing the program.

[0048] The embodiment of the present application also provides a non-transitory computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement the steps of the hybrid fuel engine injection control method according to any one of the above.

[0049] The hybrid fuel engine injection control method, device and medium provided by the embodiment of the present application can obtain a precise hybrid fuel injection adjustment coefficient by calculating an actual deviation of a target air-fuel ratio and an actual air-fuel ratio and a predicted deviation predicted by a combustion adjustment transfer model, and combining the operating condition of the engine to utilize a control model closed-loop control, so as to ensure the precise calculation of the injection amount of the hybrid fuel, and realize the precise output control of the engine fuel, and ensure the safe operation of the engine. BRIEF DESCRIPTION OF DRAWINGS

[0050] In order to more clearly illustrate the technical solutions of the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings in the following description are some embodiments of the present application, and for those skilled in the art, other drawings can also be obtained without creative labor on the basis of these drawings.

[0051] Figure 1 is one of the flowcharts of the hybrid fuel engine injection control method provided by the embodiment of the present application;

[0052] Figure 2 is the second flowchart of the hybrid fuel engine injection control method provided by the embodiment of the present application;

[0053] Figure 3 is the third flowchart of the hybrid fuel engine injection control method provided by the embodiment of the present application;

[0054] Figure 4 is the fourth flowchart of the hybrid fuel engine injection control method provided by the embodiment of the present application;

[0055] Figure 5 is the fifth flowchart of the hybrid fuel engine injection control method provided by the embodiment of the present application;

[0056] Figure 6 is the structural schematic diagram of the electronic device provided by the embodiment of the present application. DETAILED DESCRIPTION

[0057] In order to make the purposes, technical solutions, and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are some but not all of the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by a person of ordinary skill in the art without creative work fall within the protection scope of the present application.

[0058] The embodiments of the present application provide a hybrid fuel engine injection control method. The method can be applied in an intelligent terminal, can also be applied in a server, and can also be applied in a controller of a vehicle. The embodiments of the present application are described by taking the case that the method is applied in the controller of the vehicle, and some other descriptions in the embodiments are for example description and do not limit the protection scope of the present application. The specific implementation of the method is shown in the following Figure 1

[0059] Step 101, a combustion demand torque corresponding to a current operating condition of the engine is calculated, and a target air-fuel ratio corresponding to the hybrid fuel is calculated.

[0060] Step 102, a target opening of a throttle valve of the engine corresponding to the combustion demand torque is calculated, an actual fresh air flow entering a combustion chamber of the engine under the target opening is obtained, and an actual air-fuel ratio is obtained based on the actual fresh air flow.

[0061] The actual air-fuel ratio is obtained by a sensor, and the sensor calculates the actual air-fuel ratio based on the oxygen concentration in the exhaust gas when the actual fresh air is burned.

[0062] Step 103, a first deviation between the target air-fuel ratio and the actual air-fuel ratio is calculated.

[0063] Step 104, a first calculation array corresponding to the current operating condition, a second deviation, and a hybrid fuel injection adjustment coefficient in a preset step length are input into a combustion adjustment transfer model, and a second deviation predicted by the combustion adjustment transfer model is obtained.

[0064] The combustion adjustment transfer model is a preset mathematical model.

[0065] The second deviation represents a deviation between the target air-fuel ratio and the actual air-fuel ratio predicted by the combustion adjustment transfer model.

[0066] Step 105, a second calculation array corresponding to the current operating condition, the first deviation, and the second deviation are input into a control model, a hybrid fuel injection adjustment coefficient output by the control model is obtained, and in a case where it is determined that an engine control mode is in a closed-loop control state, a hybrid fuel injection amount is obtained based on the hybrid fuel injection adjustment coefficient. ​

[0067] The control model is a preset mathematical model.

[0068] Specifically, a correspondence between the operating condition and the first calculation array is created in advance, and a correspondence between the operating condition and the second calculation array is created in advance.

[0069] The hybrid fuel engine injection control method, device and medium provided by the embodiment of the application can obtain a precise hybrid fuel injection adjustment coefficient by calculating an actual deviation of a target air-fuel ratio from an actual air-fuel ratio and a predicted deviation predicted by a combustion adjustment transfer model, and using a control model to close-loop control in combination with an operating condition of the engine, so as to ensure precise calculation of the hybrid fuel injection amount, realize precise output control of the engine fuel, and ensure safe operation of the engine.

[0070] In one specific embodiment, the specific implementation of calculating the hybrid fuel ratio includes:

[0071] The replacement ratio of the first fuel that can be replaced by the second fuel is calculated, a conversion coefficient from the first fuel to the second fuel is obtained, and the mass of the second fuel corresponding to the replaced first fuel is determined based on the replacement ratio and the conversion coefficient; a ratio of the residual mass of the first fuel to the mass of the second fuel is calculated to obtain the hybrid fuel ratio.

[0072] Specifically, the specific implementation of calculating the replacement ratio of the first fuel that can be replaced by the second fuel is performed by Figure 2 The specific implementation is illustrated as follows:

[0073] Step 201: The first fuel demand amount corresponding to the current operating mode of the engine is calculated.

[0074] The first fuel demand amount is the demand amount of the reference fuel.

[0075] Specifically, the operating mode and the demand amount of the reference fuel are calibrated through engine bench testing to obtain a correspondence between the operating mode and the demand amount of the reference fuel.

[0076] Under the condition that the engine is configured to be fixed, the main influencing factor of the combustion demand torque to fuel conversion is the engine speed, that is, the calibration is performed based on the main influencing factor. For example, the correspondence between the combustion demand torque of the engine, the engine speed and the demand amount of the reference fuel is calibrated.

[0077] Step 202: The new combustion demand torque and the new first fuel demand amount corresponding to the future adjacent operating mode of the engine are calculated.

[0078] Specifically, the key difference in this step lies in the operating mode. The operating mode here refers to the different stages of the engine's normal operating mode or the operating mode corresponding to different stages of the particulate filter (DPF) regeneration mode to meet emission requirements (such as increasing exhaust temperature, maintaining the regeneration process, etc.). The characteristics of different engine operating modes include: different number of fuel injections in the engine cylinder, whether tailpipe injection is present, and significant differences in injection angle, etc.

[0079] Step 203: Calculate the mass of the first fuel for the engine at each moment when switching from the current operating mode to the next adjacent operating mode.

[0080] Specifically, when a change in operating mode occurs, a linear, gradual transition method is used to calculate the mass of the first fuel for the engine at each moment to ensure smooth power output. See formula (1) for details.

[0081] Q1_SumDmd = Q1_Curr*(1-Frmp)+Q1_Nxt* Frmp…………(1)

[0082] Where Q1_SumDmd represents the mass requirement of the first fuel used during the transition (first fuel requirement), Q1_Curr represents the first fuel requirement of the current working mode, Frmp represents the transition change coefficient, and Q1_Nxt represents the first fuel requirement of the new adjacent working mode.

[0083] Frmp starts with an initial value of 0 at the beginning of the transition and gradually transitions to a value of 1 at the end of the transition process. The specific step size for each calculation process is determined by implementation needs, using a fixed value or a variable value determined by other factors.

[0084] Step 204: Calculate the replacement ratio of the first fuel to the second fuel.

[0085] The mass of the first fuel used in actual fuel injection is given in formula (2):

[0086] Q1_dmDmd = Q1_SumDmd*(1- Falt)……………………(2)

[0087] Where Q1_dmDmd represents the mass of the first fuel used in actual fuel injection, and Falt represents the percentage coefficient of the first fuel that can be replaced with the second fuel, i.e. the replacement ratio. Falt is mainly determined by the basic operating conditions determined by the engine speed and combustion demand torque. In addition to considering the influence of different engine cooling water temperatures on combustion efficiency and mechanical efficiency, it is also determined by pollutant emission limits and the combustion characteristics of the second mixed fuel.

[0088] For example, when using diesel and methanol as mixed fuel, diesel is used as reference fuel 1 (first fuel), and methanol is used as mixed fuel 2 (second fuel). From the economic point of view, it is inclined to increase the use proportion of methanol, but from the engine operating condition, in the starting and idling conditions of the engine, due to the large latent heat demand of methanol fuel, insufficient fuel mixing can easily cause uneven mixing of the mixture, poor combustion emission effect, especially increase of CO and unburned HC. In the low load area of the engine, the diesel injection is less, and at this time, using a higher methanol replacement ratio makes the methanol vaporization effect not good or even not enough to burn and be discharged outside the engine, so in these areas, Falt should not exceed 20%. In the medium and high load area, by adjusting the diesel injection timing, the use proportion of methanol can be appropriately increased, at this time, due to the increase of diesel injection amount, the thermal conditions in the combustion chamber are improved, the mixture is mixed well, and the difference caused by the fuel characteristics is weakened, at this time, Falt can be increased to about 65%, but as Falt increases, the probability of engine knock increases, which may limit the further increase of Falt.

[0089] The above embodiment obtains the results through engine bench test, forms a two-dimensional MAP with engine speed and combustion demand torque as input, and controls Falt value under the corresponding working condition by real-time querying data MAP. Similar to the conversion of combustion demand torque to demand reference fuel, the transition under different working modes of the engine is considered to ensure smooth transition of Falt value.

[0090] In one specific embodiment, the specific implementation of obtaining the conversion coefficient from the first fuel to the second fuel is as shown in Figure 3

[0091] Step 301, calculate the low heat value proportion of the first fuel and the second fuel, and determine the low heat value proportion as the initial conversion coefficient.

[0092] For example, the low heat value of diesel is 42.5 MJ / kg, and the low heat value of methanol is 19.7 MJ / kg. The basic conversion coefficient (initial conversion coefficient) of the replacement fuel methanol is: 42.5 / 19.7=2.14, that is, 2.14 mass units of replacement fuel (second fuel) are needed for the combustion of 1 mass unit of basic fuel 1 (first fuel).

[0093] Step 302, based on the cooling water temperature of the engine and the preset first coefficient correction table, obtain the first gain coefficient corresponding to the cooling water temperature, and based on the change of the working mode of the engine and the preset second coefficient correction table, obtain the second gain coefficient corresponding to the change of the working mode.

[0094] ​Specifically, a calibration is performed in advance to obtain a first coefficient correction table and a second coefficient correction table. For example, based on an engine test bench and a stable engine cooling water temperature such as (85-90 °C) as a conversion reference, a gain coefficient of a relative basic conversion coefficient is obtained at different engine cooling water temperatures to form a one-dimensional calibration data MAP, and the MAP is reversely queried to determine the control execution.

[0095] Similarly, the second coefficient correction table is obtained. Moreover, fuel conversion coefficient correction is considered when the current working mode of the engine changes, and a gentle slope transition process is performed during the working mode transition.

[0096] Step 303, calculate the product of the initial conversion coefficient, the first gain coefficient and the second gain coefficient to obtain the conversion coefficient.

[0097] Specifically, refer to formula (3):

[0098] Fac_Q1to2 = Fac_Q1to2Base*Fac_Q1to2Tcor*F_modeCor………(3)

[0099] Wherein, Fac_Q1to2 represents the conversion coefficient, Fac_Q1to2Base represents the initial conversion coefficient, Fac_Q1to2Tcor represents the first gain coefficient, and F_modeCor represents the second gain coefficient.

[0100] In one specific embodiment, based on the replacement ratio and the conversion coefficient, the specific implementation of determining the mass of the second fuel corresponding to the replaced first fuel includes:

[0101] Based on formula (4), the mass of the second fuel is obtained:

[0102] Q2_dmDmd = (Q1_SumDmd - Q1_dmDmd) * Fac_Q1to2………(4)

[0103] Wherein, Q2_dmDmd represents the mass of the second fuel, Q1_SumDmd represents the demand amount of the mass of the first fuel, Q1_dmDmd represents the mass of the first fuel used in the actual fuel injection, and Fac_Q1to2 represents the conversion coefficient.

[0104] In one specific embodiment, the specific implementation of calculating the target air-fuel ratio corresponding to the mixed fuel includes:

[0105] The mixture fuel ratio is calculated based on the mass of each fuel in the mixture fuel, and the initial air-fuel ratio is determined based on the mixture fuel ratio; it is judged whether there is a correction condition for correcting the initial air-fuel ratio; when it is judged that there is a correction condition for correcting the initial air-fuel ratio, a correction coefficient corresponding to the correction condition is obtained, and the initial air-fuel ratio is corrected by using the correction coefficient to obtain the target air-fuel ratio; when it is judged that there is no correction condition for correcting the initial air-fuel ratio, the initial air-fuel ratio is determined as the target air-fuel ratio.

[0106] The initial air-fuel ratio is a theoretical air-fuel ratio.

[0107] Specifically, based on the mass of each fuel in the mixture fuel, such as the mass of the two fuels in the example being Q1_dmDmd and Q2_dmDmd, the mass proportion of each fuel in the mixture fuel (the mixture fuel ratio) is calculated, as shown in formulas (5) and (6):

[0108] Fac_Q1 = Q1_dmDmd / ( Q1_dmDmd+Q2_dmDmd)………(5)

[0109] Fac_Q2 = Q2_dmDmd / ( Q1_dmDmd+Q2_dmDmd)………(6)

[0110] Wherein, Fac_Q1 represents the mass proportion corresponding to the first fuel, and Fac_Q2 represents the mass proportion corresponding to the second fuel.

[0111] And the initial air-fuel ratio is obtained by formula (7):

[0112] Rnom= R1* Fac_Q1+R2* Fac_Q2………………………(7)

[0113] Wherein, Rnom represents the initial air-fuel ratio, R1 represents the theoretical air-fuel ratio of using the first fuel completely, and R2 represents the theoretical air-fuel ratio of using the second fuel completely.

[0114] In one specific embodiment, the specific implementation of the target air-fuel ratio Robj calculated by the initial air-fuel ratio Rnom of the mixture fuel through the correction or coordination logic of various actual factors is as shown in formula (8): Figure 4

[0115] Step 401, it is judged whether the cooling water temperature of the engine is less than a preset temperature, if yes, step 402 is executed, otherwise, step 403 is executed.

[0116] Step 402, it is judged that there is a correction condition for correcting the initial air-fuel ratio, a first correction coefficient is obtained based on the cooling water temperature and the starting time point of the engine; the initial air-fuel ratio is corrected by using the first correction coefficient. ​

[0117] Specifically, the cooling water temperature less than the preset temperature indicates that the engine is in a warm-up state, and a target air-fuel ratio correction calculation in the warm-up state is performed. Specifically, the target air-fuel ratio value in the warm-up process is determined according to the cooling water temperature and the start time after the engine is started, and is output after a filtering operation.

[0118] Step 403, it is judged whether there is an emission equipment diagnosis request, if yes, step 404 is executed, otherwise, step 405 is executed.

[0119] Step 404, it is judged that there is a correction condition for correcting the initial air-fuel ratio, a second correction coefficient is obtained; and the initial air-fuel ratio is corrected by using the second correction coefficient.

[0120] For example, a diagnosis process of the aftertreatment catalyst is required.

[0121] Specifically, when the diagnosis of the emission equipment is required, the target air-fuel ratio needs to be adjusted to continuously enter a sequence of special values, such as a rich mixture for deoxygenation operation, a lean mixture for oxygen storage operation, and the oxygen storage capacity of the emission treatment equipment is calculated in the continuous change process. This target is achieved by switching the target air-fuel ratio between (Rnom-△R) and (Rnom+△R).

[0122] Step 405, it is judged whether the temperature management in the engine tailpipe is performed, if yes, step 406 is executed, otherwise, step 407 is executed.

[0123] Step 406, it is judged that there is a correction condition for correcting the initial air-fuel ratio, a third correction coefficient is obtained; and the initial air-fuel ratio is corrected by using the third correction coefficient.

[0124] Specifically, when the catalyst needs to be heated for exhaust temperature management, the initial air-fuel ratio is reduced to heat the catalyst by entering the tailpipe with rich mixture. At this time, the target air-fuel ratio is mainly adjusted by the heating request flag, the cooling water temperature, the start time, and the integral adjustment coefficient to obtain the initial air-fuel ratio in the heating process.

[0125] Step 407, it is judged whether the engine has a cylinder cut-off phenomenon, if yes, step 408 is executed, otherwise, step 409 is executed.

[0126] Step 408, it is judged that there is a correction condition for correcting the initial air-fuel ratio, a fourth correction coefficient is obtained; and the initial air-fuel ratio is corrected by using the fourth correction coefficient.

[0127] Specifically, when the catalyst misfires, the initial control air-fuel ratio is adjusted to further adjust the fuel injection amount, so as to prevent the injected fuel from burning in the tailpipe and damaging the catalyst.

[0128] Step 409, if there is no correction condition for the initial air-fuel ratio, the initial air-fuel ratio is determined as the target air-fuel ratio.

[0129] In one embodiment, it is determined whether the engine control mode is in an open loop state or a closed loop state.

[0130] The control mode enters the closed loop control when the following conditions are met simultaneously, otherwise it is in the open loop mode:

[0131] The engine warm-up condition ends after the engine starts; the current engine actual load is higher than the set value; the engine is not in the fuel cut state and the delay time after the fuel cut ends meets the requirements; there is no special open loop demand due to the characteristics of the oxygen sensor (such as the sensor heating not reaching the working state) or the test prohibits the closed loop mode; there is no hardware failure such as injector or ignition; there is no serious misfire forced to close the fuel injection closed loop.

[0132] Specifically, in the case of being in the closed loop state, the mixed fuel injection adjustment coefficient is obtained based on the processing logic of Figure 1 In the case of being in the open loop state, the mixed fuel injection adjustment coefficient is equal to 0.

[0133] In one embodiment, the first deviation of the target air-fuel ratio and the actual air-fuel ratio is calculated as shown in formula (8):

[0134] Rdiff = Rreal – Robj………………………………………(8)

[0135] Wherein, Rdiff represents the first deviation, Rreal represents the actual air-fuel ratio, and Robj represents the target air-fuel ratio.

[0136] Specifically, in order to avoid the disturbance of real-time measurement calculation, reflect the delay characteristics of sensor measurement feedback and the delay characteristics of combustion process, the control deviation used by the control uses the correction coefficient fki of Rdiff calculated by the integral algorithm, and the final control deviation uses Rdiff*fki.

[0137] In one embodiment, the specific implementation of creating the combustion adjustment transfer model includes:

[0138] The model takes the mixed fuel injection adjustment coefficient and the first calculation array as input, and predicts the second deviation Rmdiff of the actual air-fuel ratio and the target air-fuel ratio caused by the current adjustment action in the tailpipe.

[0139] The following example construction process is given, which goes through four processes from fuel injection change to air-fuel ratio deviation change:

[0140] a. Fuel path dynamics: from ECU calculation of fuel injection amount to actual fuel entering the cylinder.

[0141] b. Engine cycle dynamics: The inherent delays caused by the four strokes of intake, compression, power and exhaust.

[0142] c. Exhaust gas transmission dynamics: The physical transmission process of exhaust gas after combustion from the cylinder to the engine, through the exhaust manifold, and to the location of the lambda sensor.

[0143] d. Sensor dynamics: The response characteristics of the Lambda sensor (usually a broadband oxygen sensor).

[0144] (1) Specific explanation of a. fuel path dynamics:

[0145] This describes how the injection pulse width commanded by the ECU is translated into the actual fuel entering the cylinder. It is approximated as a first-order inertial system.

[0146] Input: Change in fuel injection quantity (ΔFuel_CMD).

[0147] Output: The actual change in the amount of fuel entering the cylinder (ΔFuel_Actual).

[0148] First transfer function: G_fuel(s) = 1 / (τ_f * s + 1).

[0149] Where τ_f represents the fuel time constant, characterizing the delay in fuel evaporation, mixing and delivery, and s is a differential operator in mathematical representation.

[0150] (2) Detailed explanation of b. Engine cycle delay G_cycle(s):

[0151] From the moment fuel enters the cylinder until combustion is complete and exhaust gases are produced, a full engine working cycle is required. This is a pure time delay.

[0152] Delay time (τ_d_cycle): For a four-stroke engine, the average time from intake valve closing to exhaust valve opening. This delay is directly related to engine speed (RPM).

[0153] Where τ_d_cycle = 120 / (n * N_cyl) (unit: seconds), n: engine speed (RPM), N_cyl: number of cylinders.

[0154] For example, for a 4-cylinder engine, there are 4 power strokes per cycle (720 degrees of crankshaft rotation), so the average delay is the interval between two power strokes.

[0155] Second transfer function: G_cycle(s) = e^(-τ_d_cycle * s).

[0156] where -τ_d_cycle * s is the standard form representing a pure time delay in the Laplace domain.

[0157] (3) Detailed explanation of the exhaust transmission dynamics G_exhaust(s)

[0158] It takes time for the exhaust gas to reach the lambda sensor located on the exhaust pipe from the exhaust valve. This includes a transmission delay and a smoothing effect (low-pass filtering) due to the mixing of the gases.

[0159] Transmission delay (τ_d_exhaust): depends on the exhaust pipe length and the exhaust gas flow rate (related to engine load and speed).

[0160] Smoothing effect: can be modeled as a first-order inertial element. Therefore, this element is a combination of delay + inertia.

[0161] Third transfer function: G_exhaust(s) = e^(-τ_d_exhaust * s) * [1 / (τ_e * s +1)].

[0162] where τ_e represents the exhaust mixing time constant, characterizing the inertia of the gases mixing in the exhaust pipe.

[0163] (4) Detailed explanation of the exhaust transmission dynamics G_sensor(s)

[0164] The lambda sensor itself is not an ideal instantaneous measurement device, it has its own response speed, which can also be approximated by a first-order inertial element.

[0165] Fourth transfer function: G_sensor(s) = 1 / (τ_s * s + 1).

[0166] where τ_s represents the sensor time constant, where the response of a wideband oxygen sensor is very fast, τ_s is in the order of tens to one hundred milliseconds.

[0167] Specifically, the transfer function of the present application is the product of the above-mentioned first transfer function, second transfer function, third transfer function and fourth transfer function, see formula (9):

[0168] G(s) = (ΔLambda(s)) / (ΔFuel_CMD(s)) = G_fuel(s) * G_cycle(s) * G_exhaust(s) * G_sensor(s)………………………………(9)

[0169] Where, Delta Lambda represents the air-fuel ratio change, Delta Lambda (s) / (Delta Fuel_CMD (s) represents the transfer process from the change in fuel injection amount to the air-fuel ratio change caused by the exhaust of the engine, corresponding to the four processes described above.

[0170] After substituting each link, formula (10) is obtained:

[0171] G (s) = [1 / (tau_f * s + 1)] * [e^ (-tau_d_cycle * s)] * [e^ (-tau_d_exhaust * s) / (tau_e * s + 1)] * [1 / (tau_s * s + 1)] ……………………………… (10)

[0172] The delay term can be simplified to obtain formula (11):

[0173] G (s) = K * [1 / ((tau_f * s + 1) (tau_e * s + 1) (tau_s * s + 1))] * e^ (-tau_d * s) ……………………………… (11)

[0174] Where, K represents the steady-state gain of the system.

[0175] In this transfer function, it is usually normalized to 1, because a unit change in fuel adjustment will eventually cause a unit change in lambda value, but in the opposite direction, an increase in fuel will cause lambda to decrease, so it is normalized to -1.

[0176] Where, tau_d = tau_d_cycle + tau_d_exhaust, represents the total delay. This is the most dominant dynamic characteristic in the entire system.

[0177] ( tau_f * s + 1) ( tau_e * s + 1) ( tau_s * s + 1) represents the inertia part of the system, which is composed of three first-order inertia links in series, and determines the response speed of the system to the input.

[0178] In order to reduce the complexity of transfer calculation, the above multiple first-order inertia links are combined into an equivalent second-order or first-order link, see formula (12):

[0179] G (s) = - e^ (-tau_d * s) / (tau * s + 1) …………………… (12)

[0180] Where, tau is the equivalent total inertia time constant, tau = tau_f + tau_e + tau_s.

[0181] Discretizing the above transfer function (Equation 12) into a difference calculation that can be performed by a computer is shown in Equation (13):

[0182] Y(n) = K0*Y(n-1)+K1*Z(nd)……………………(13)

[0183] Where Y(n) represents the prediction deviation output Rmdiff within the current calculation step, Y(n-1) represents the prediction deviation output Rmdiff within the previous calculation step, Z(n) represents the mixed fuel injection adjustment coefficient within the current calculation step, and Z(nd) represents the mixed fuel injection adjustment coefficient within the previous d calculation steps.

[0184] Where K0 = -1 / (1+Ts / τ), K1 = -(Ts / τ) / (1+ Ts / τ), d = round(τ_d / Ts), and Ts represents the discrete iterative calculation frequency.

[0185] In one specific embodiment, the specific implementation of the mixed fuel injection adjustment coefficient control model includes:

[0186] This control model is obtained by decomposing and inverting the predictive model (combustion regulation transfer model). The control signal is generated by comparing the predicted output Rmdiff with the actual output Rdiff, and it is robust to model mismatch and disturbances.

[0187] First, decompose G(s) = -e^(-τ_d * s) / (τ * s + 1) into a "reversible part" G_m^+(s) and an "irreversible part" G_m^-(s). That is: G_m(s) = [G_m^-(s)] *[G_m^+(s)].

[0188] The irreversible part includes all pure time delays, which corresponds to G_m^-(s) = e^(-τ_d * s).

[0189] The reversible part contains a stable and reversible component, G_m^+(s) = -1 / (τ * s + 1). The ideal controller is the inverse of G_m^+(s), but the inverse may not be a proper fraction (the numerator order is higher than the denominator). Therefore, a low-pass filter F(S) needs to be added to make it feasible and enhance its robustness. The standard form of this controller is shown in formula (14):

[0190] Q(s) = [G_m^+(s)]^{-1} * F(s)……………………(14)

[0191] The result after inversion is given by formula (15):

[0192] Q(s) = - (τ* s + 1) / (λ*s + 1) ………………………(15)

[0193] Where F(s) = 1 / (λ*s + 1) represents a low-pass filter.

[0194] Where τ is consistent with the parameter in the prediction model, representing the total inertia time of the system, and λ represents the time constant of the first-order delay filter.

[0195] After discretizing the continuous transfer function Q(s), the difference operation is realized in the computer, as shown in equation (16):

[0196] Z(n) = K2* Z(n-1)+K3*D(n)+K4*D(n-1)………………………(16)

[0197] Where D(n) = Rmdiff(n) – Rdiff(n), representing the deviation between the tailpipe air-fuel ratio prediction value and the measured value at the current calculation step, D(n-1): the deviation between the tailpipe air-fuel ratio prediction value and the measured value output at the last calculation step, Z(n): the mixed fuel injection adjustment coefficient in the current calculation step, Z(n-1): the mixed fuel injection adjustment coefficient in the last calculation step, K2 = λ / (λ+Ts), K3 = (-τ-Ts) / (λ+Ts), K4 = τ / (λ+Ts), Ts, representing the discrete iteration calculation frequency.

[0198] In one specific embodiment, the specific implementation of the determination process of the calculation coefficients (K0, K1, K2, K3, K4) in the prediction model and the control model includes:

[0199] Specifically, the fuel evaporation time delay Tfevap, the combustion effect transmission time Ttrans, and the sensor dynamic response delay time Tsendly are considered, and these factors are obtained by adjusting the engine bench test. The embodiment is calculated as follows:

[0200] Where Ttrans, the combustion effect transmission time, can be replaced by the characteristic crank angle time corresponding to each cylinder, for example, for a four-stroke four-cylinder engine, Ttrans is equal to the time corresponding to 180 degrees of crank angle, and at different speeds, it is calculated according to equation (17):

[0201] Ttrans = 120 / (Eng_spd*w)………………………………(17)

[0202] Where Eng_spd represents the current engine speed, in rpm, and w represents the number of cylinders.

[0203] Where, Tfevapfuel evaporation time is obtained by test, MAP data results, the input factors of MAP use engine speed and basic load, and consider the cooling water temperature to the multiplication correction factor of fuel evaporation.

[0204] Where, the dynamic response time Tsendly of sensor is directly related to the temperature in the tail pipe and the exhaust flow in the tail pipe, and the result data storage is obtained in the full working range of engine bench using the two input parameters to form MAP for control.

[0205] Where, τ_d_exhaust, the time of exhaust gas from exhaust valve to lambda sensor is obtained by measuring the speed and load parameters on the engine bench.

[0206] Further, τ = τ_f +τ_e+τ_s = Tfevap+Ttrans+Tsendly; τ_d = τ_d_cycle +τ_d_exhaust= Ttrans+τ_d_exhaust.

[0207] Where, Ts represents the calculation frequency of discrete difference equation, which can use fixed frequency such as 0.01s: Ts = 0.01s; or calculate once every injection interval, at this time Ts = Ttrans = τ_d_cycle.

[0208] The above calculation obtains the corresponding first calculation array under different operating conditions.

[0209] For the second calculation array, the filter constant λ used also needs to be adjusted. The adjustment process starts from the initial value λ = τ, and the robustness and response speed of the system are comprehensively considered. The following principles are followed:

[0210] The smaller λ is: the wider the filter bandwidth is, which can pass higher frequency control signals, and the system response becomes faster, but it is easy to cause system oscillation instability.

[0211] The larger λ is: the narrower the filter bandwidth is, which has stronger smoothing (low-pass filtering) to the control signal, but the response speed is slower.

[0212] Usually, λ adjusted in an engine condition is not necessarily applicable to other conditions, so the engine conditions are adjusted one by one with engine speed and load as reference axes, and then data MAP is recorded for subsequent control query, and linear interpolation processing is used in transition conditions. After λ is adjusted, combined with Ts, the corresponding second calculation array under different operating conditions is obtained.

[0213] Next, the following is explained: Figure 5 The present application is specifically described as follows:

[0214] Step 501, calculate the combustion demand torque of the engine.

[0215] Specifically, the combustion demand torque is determined according to the use scenario and the speed of the engine. The combustion torque includes: the output net torque of the engine crankshaft end, the sum of the driving torque of the engine accessories (such as water pump, oil pump, cooling fan), the friction and pumping torque in the engine working process, etc.

[0216] Step 502, calculate the mixed fuel ratio of the engine.

[0217] Specifically, the mixed fuel engine uses two or more combustible fuels, and the required mass of each fuel in the mixed fuel can be calculated according to the torque demand, combustion condition, pollutant emission limit and working condition boundary of the engine operating condition.

[0218] Step 503, calculate the target air-fuel ratio corresponding to the mixed fuel.

[0219] Specifically, the target air-fuel ratio is obtained by correcting the theoretical air-fuel ratio to meet the comprehensive requirements of engine power, emission and economy.

[0220] Step 504, calculate the demand fresh air flow corresponding to the combustion demand torque.

[0221] Wherein, the air flow is used for the combustion of the injected mixed fuel in the engine cylinder.

[0222] Step 505, determine the target opening degree of the engine throttle valve corresponding to the demand fresh air flow, and use closed-loop control to quickly and timely control the actuator to reach the target opening degree.

[0223] Wherein, the conversion calculation considers the air flow through the valve, the temperature of the intake air, the pressure difference before and after the valve, etc.

[0224] Step 506, calculate the actual fresh air flow into the engine combustion chamber according to the actual opening degree of the throttle valve, the pressure sensor and the temperature sensor installed in the intake manifold.

[0225] Step 507, calculate the actual air-fuel ratio of the combustion by measuring the oxygen concentration of the oxygen sensor installed in the engine exhaust pipe.

[0226] Step 508, calculate the mixed fuel injection adjustment coefficient based on the target air-fuel ratio and the actual air-fuel ratio.

[0227] Step 509, calculate the injection amount of the mixed fuel based on the actual fresh air flow, the mixed fuel injection adjustment coefficient and the target air-fuel ratio of the engine in this working condition.

[0228] Specifically, see formula (18):​

[0229] Mfuel = (Mair / Robj) * (1 + Fratio) (18)

[0230] Wherein, Robj represents the target air-fuel ratio, Mair represents the actual fresh air flow, Mfuel represents the injection amount, and Fratio represents the mixed fuel injection adjustment coefficient.

[0231] The application calculates the mass ratio of fuel according to the engine combustion mode and torque demand, calculates the theoretical air-fuel ratio of mixed fuel combustion in the cylinder, and corrects the method; according to the deviation of the actual measured engine tailpipe air-fuel ratio and the target set air-fuel ratio, the fuel injection amount is closed-loop corrected by using the model prediction method to meet the closed-loop control target, and the accurate control of the mixed fuel is ensured.

[0232] In addition, the application decomposes and establishes a prediction model for each link from fuel injection action to cylinder mixed combustion to exhaust emission to actual air-fuel ratio in the engine tail pipe, predicts the tailpipe air-fuel ratio change value corresponding to the fuel adjustment value, and then obtains a control model by decomposing and inverting filtering the prediction model. The control model takes the prediction deviation Rmdiff and the actual measurement deviation Rdiff as input to iteratively calculate the fuel injection adjustment coefficient, which is used as the output of the control system to adjust the actual fuel injection amount, ensuring the accurate output of the fuel injection amount.

[0233] Figure 6 An example of an electronic device physical structure diagram is shown in Figure 6 As shown, the electronic device can include a processor 601, a communications interface 602, a memory 603, and a communications bus 604, wherein the processor 601, the communications interface 602, and the memory 603 communicate with each other through the communications bus 604. The processor 601 can call the logical instructions in the memory 603 to execute the mixed fuel engine injection control method.

[0234] In addition, the logic instructions in the memory 603 described above can be realized in the form of a software function unit and sold or used as an independent product, and can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application essentially or the parts that contribute to the prior art or parts of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium, and includes a number of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in various embodiments of the present application. The foregoing storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a magnetic disk or an optical disk, and various media that can store program codes.

[0235] In another aspect, the present application also provides a computer program product, which includes a computer program stored on a non-transitory computer readable storage medium, and the computer program includes program instructions, and when the program instructions are executed by a computer, the computer can execute the hybrid fuel engine injection control method provided by the above-mentioned methods.

[0236] In another aspect, the present application also provides a non-transitory computer readable storage medium, which stores a computer program, and when the computer program is executed by a processor, the hybrid fuel engine injection control method provided by the above-mentioned embodiments is implemented.

[0237] The device embodiments described above are only schematic, and the units described as separate components can or can not be physically separated, and the components shown as units can or can not be physical units, that is, they can be located in one place, or distributed on multiple network units. Part or all of the modules can be selected to achieve the purpose of the embodiment according to actual needs. Those skilled in the art can understand and implement without creative labor.

[0238] From the above description of the embodiments, those skilled in the art can clearly understand that the embodiments can be realized by means of software and the necessary general hardware platform, and of course can also be realized by hardware. Based on such understanding, the technical solutions described above essentially or the parts that contribute to the prior art can be embodied in the form of a software product. The computer software product can be stored in a computer readable storage medium, such as a ROM / RAM, a magnetic disk, an optical disk, etc., and includes a number of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in various embodiments or some parts of the embodiments.

[0239] It should be pointed out finally that the above described are only the preferred embodiments of the present application, and the present application is not limited to the above embodiments. It can be understood that other improvements and changes directly derived or thought of by those skilled in the art without departing from the spirit and concept of the present application should be considered to be included in the protection scope of the present application.

Claims

1. A mixed-fuel engine injection control method characterized by, The method comprises: calculating a corresponding combustion demand torque of the engine under the current operating condition, and a corresponding target air-fuel ratio of the mixed fuel; calculating a target opening of the engine throttle valve corresponding to the combustion demand torque, obtaining an actual fresh air flow entering the engine combustion chamber under the target opening, and obtaining an actual air-fuel ratio based on the actual fresh air flow; calculating a first deviation between the target air-fuel ratio and the actual air-fuel ratio; inputting a first calculation array corresponding to the current operating condition, a previous second deviation and a mixed fuel injection adjustment coefficient in a preset step range into a combustion adjustment transfer model to obtain a current second deviation predicted by the combustion adjustment transfer model, wherein the second deviation represents a deviation between the target air-fuel ratio and the actual air-fuel ratio predicted by the combustion adjustment transfer model; The combustion adjustment transfer model comprises: Y(n) = K0*Y(n-1)+K1*Z(n-d); Y(n) represents the current second deviation, Y(n-1) represents the previous second deviation, and Z(n-d) represents the mixed fuel injection adjustment coefficient within d steps forward from the current time; K0 = -1 / (1+Ts / τ), K1 = -(Ts / τ) / (1+ Ts / τ), and d = round(τ_d / Ts); τ = τ_f +τ_e+τ_s; τ_f 、τ_e、τ_s and τ_d represent first array parameters in the first calculation array, and Ts represents a discrete iterative calculation frequency, which is a constant; inputting a second calculation array corresponding to the current operating condition, the first deviation and the second deviation into a control model to obtain a mixed fuel injection adjustment coefficient output by the control model, and based on the mixed fuel injection adjustment coefficient, obtaining an injection amount of the mixed fuel when it is determined that the engine control mode is in a closed-loop control state; The control model comprises: Z(n) = K2* Z(n-1)+K3*D(n)+K4*D(n-1); Z(n) represents the mixed fuel injection adjustment coefficient corresponding to the current step, Z(n-1) represents the mixed fuel injection adjustment coefficient corresponding to the previous step, D(n) represents a difference between the first deviation and the second deviation corresponding to the current step, and D(n-1) represents a difference between the first deviation and the second deviation corresponding to the previous step; K2 = λ / (λ+Ts), K3 = (-τ-Ts) / (λ+Ts), and K4 = τ / (λ+Ts); λ represents a first-order delay filter time constant.

2. The hybrid fuel engine injection control method according to claim 1, characterized by, The target air-fuel ratio corresponding to the mixed fuel comprises: calculating a mixed fuel ratio based on the mass of each fuel in the mixed fuel, and determining an initial air-fuel ratio based on the mixed fuel ratio; determining whether there is a correction condition for correcting the initial air-fuel ratio; when it is determined that there is a correction condition for correcting the initial air-fuel ratio, obtaining a correction coefficient corresponding to the correction condition, and correcting the initial air-fuel ratio by using the correction coefficient to obtain the target air-fuel ratio.

3. The hybrid fuel engine injection control method according to claim 2, characterized by, determining whether there is a correction case in which the initial air-fuel ratio is corrected, obtaining a correction coefficient corresponding to the correction case when it is determined that there is the correction case in which the initial air-fuel ratio is corrected, comprising: determining whether a cooling water temperature of the engine is less than a predetermined temperature; determining that there is the correction case in which the initial air-fuel ratio is corrected when it is determined that the cooling water temperature is less than the predetermined temperature, obtaining a first correction coefficient based on the cooling water temperature and a start time point of the engine; determining whether there is an emission equipment diagnosis request when it is determined that the cooling water temperature is greater than or equal to the predetermined temperature; determining that there is the correction case in which the initial air-fuel ratio is corrected when it is determined that there is the emission equipment diagnosis request, obtaining a second correction coefficient; determining whether temperature management in an engine tail pipe is performed when it is determined that there is not the emission equipment diagnosis request; determining that there is the correction case in which the initial air-fuel ratio is corrected when it is determined that the temperature management in the engine tail pipe is required, obtaining a third correction coefficient; determining whether there is a cylinder cutout phenomenon of the engine when it is determined that the temperature management in the engine tail pipe is not required; determining that there is the correction case in which the initial air-fuel ratio is corrected when it is determined that there is the cylinder cutout phenomenon of the engine, obtaining a fourth correction coefficient; determining that there is not the correction case in which the initial air-fuel ratio is corrected when it is determined that there is not the cylinder cutout phenomenon of the engine.

4. The hybrid fuel engine injection control method according to claim 2, characterized by, calculating a mixed fuel ratio, comprising: calculating a replacement ratio of a first fuel that can be replaced by a second fuel; obtaining a conversion coefficient from the first fuel to the second fuel, and determining a mass of the second fuel corresponding to the first fuel that is replaced based on the replacement ratio and the conversion coefficient; calculating a ratio of a remaining mass of the first fuel to a mass of the second fuel, and obtaining the mixed fuel ratio.

5. The hybrid fuel engine injection control method according to claim 4, characterized by, obtaining a conversion coefficient from the first fuel to the second fuel, comprising: calculating a low calorific value ratio of the first fuel and the second fuel, and determining the low calorific value ratio as an initial conversion coefficient; obtaining a first gain coefficient corresponding to a cooling water temperature of the engine based on the cooling water temperature and a preset first coefficient correction table, and obtaining a second gain coefficient corresponding to a change of an operating mode of the engine based on the change of the operating mode and a preset second coefficient correction table; calculating a product of the initial conversion coefficient, the first gain coefficient and the second gain coefficient, and obtaining the conversion coefficient.

6. The hybrid fuel engine injection control method according to any one of claims 1 to 5, characterized by, The control model is obtained by decomposing and inverting the combustion adjustment transfer model.

7. An electronic device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, The processor implements the steps of the mixed fuel engine injection control method according to any one of claims 1 to 6 when executing the program.

8. A non-transitory computer-readable storage medium having stored thereon a computer program, characterized in that, The computer program implements the steps of the mixed fuel engine injection control method according to any one of claims 1 to 6 when executed by the processor.

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