Engine hydrogen injection phase control method and device, medium and equipment

Abstract

The invention discloses an engine hydrogen injection phase control method and device, a medium and equipment. The method comprises the steps that the target rotating speed and the target hydrogen injection amount of an engine are obtained; according to the target rotating speed and the target hydrogen spraying amount, target hydrogen spraying starting angles corresponding to the target rotating speed and the target hydrogen spraying amount are determined on the basis of a preset first corresponding relation, and the preset first corresponding relation comprises a plurality of hydrogen spraying starting angles and the engine rotating speed and the hydrogen spraying amount corresponding to each hydrogen spraying starting angle; the hydrogen injection pulse width of the engine is determined according to the target hydrogen injection amount, and the target hydrogen injection end angle of the engine is determined according to the target hydrogen injection starting angle and the difference value of the hydrogen injection pulse width; and according to the target hydrogen injection starting angle and the target hydrogen injection ending angle, hydrogen injection phase control is conducted on the engine, and under the target hydrogen injection starting angle and the target hydrogen injection ending angle, the engine is free of tempering or knocking. According to the invention, hydrogen injection phase control can be realized, and the risk of engine tempering or knocking is reduced.

Description

Technical Field

[0001] This application belongs to the field of vehicle hydrogen injection control technology, and particularly relates to an engine hydrogen injection phase control method, device, medium and equipment. Background Technology

[0002] When traditional gasoline engines use intake manifold injection of hydrogen under high load conditions, the unique physicochemical properties of hydrogen can increase the risk of backfire.

[0003] Furthermore, because hydrogen has a low ignition point and is extremely easy to burn, if the injection angle is not appropriate, hydrogen will hit the top of the piston. The irregular surface or carbon deposits on the top of the piston will form a hot spot, which will ignite the hydrogen and cause knocking. Traditional gasoline engine injection angle strategies have no corresponding countermeasures against knocking. Summary of the Invention

[0004] The embodiments of this application provide an engine hydrogen injection phase control method, apparatus, medium, and device, which can at least partially achieve hydrogen injection phase control and reduce the risk of engine backfire or knocking.

[0005] Other features and advantages of this application will become apparent from the following detailed description, or may be learned in part from practice of this application.

[0006] A first aspect of this application provides a method for controlling the hydrogen injection phase of an engine, wherein the hydrogen injection phase includes a hydrogen injection start angle and a hydrogen injection end angle, and the method includes: Obtain the target engine speed and target hydrogen injection quantity; Based on the target rotational speed and the target hydrogen injection quantity, and based on a preset first correspondence, a target hydrogen injection start angle corresponding to the target rotational speed and the target hydrogen injection quantity is determined, wherein the preset first correspondence includes multiple hydrogen injection start angles, and the engine speed and hydrogen injection quantity corresponding to each hydrogen injection start angle; The hydrogen injection pulse width of the engine is determined based on the target hydrogen injection quantity, and the target hydrogen injection end angle of the engine is determined based on the difference between the target hydrogen injection start angle and the hydrogen injection pulse width. Based on the target hydrogen injection start angle and the target hydrogen injection end angle, the engine is subjected to hydrogen injection phase control, wherein the engine has no backfire or knocking under the target hydrogen injection start angle and the target hydrogen injection end angle.

[0007] Optionally, the method further includes: Obtain the current hydrogen injection pressure and current hydrogen injection quantity of the engine; Based on the current hydrogen injection pressure and the current hydrogen injection quantity, and based on a preset second correspondence, a target increase value corresponding to the current hydrogen injection pressure and the current hydrogen injection quantity is determined. The preset second correspondence includes: multiple increase values, and the hydrogen injection pressure and hydrogen injection quantity corresponding to each increase value, wherein the increase value is the increase value of the hydrogen injection end angle. The engine is adjusted from the current hydrogen injection end angle to the compensated hydrogen injection end angle, wherein the compensated hydrogen injection end angle is the sum of the current hydrogen injection end angle and the target increase value.

[0008] Optionally, the process of establishing the preset second correspondence includes: Obtain the hydrogen injection pressure and hydrogen injection quantity corresponding to the initial hydrogen injection termination angle of the engine; If the engine experiences knocking at the initial hydrogen injection end angle, the engine's ignition advance angle is reduced. If the ignition advance angle is reduced to a preset ignition advance angle threshold and the engine still has knocking, then based on the initial hydrogen injection end angle, the hydrogen injection end angle of the engine is gradually increased according to a preset step size. After each increase, the engine is checked again to see if knocking still exists, until the knocking of the engine is eliminated in the current test. The difference between the current hydrogen injection end angle and the initial hydrogen injection end angle is taken as the increase value of the hydrogen injection end angle. A second correspondence is established between the hydrogen injection pressure and the hydrogen injection quantity and the increase in the hydrogen injection termination angle.

[0009] Optionally, after adjusting the engine from the current hydrogen injection termination angle to the compensated hydrogen injection termination angle, the method further includes: The pressure rise rate in the intake manifold of the engine is obtained, wherein the pressure rise rate is the pressure rise per unit time. If the pressure rise rate is greater than or equal to a preset pressure rise rate threshold, the engine is controlled to reduce the air intake to a first intake volume.

[0010] Optionally, after controlling the engine to reduce the air intake volume to a first intake volume, the method further includes: If the pressure rise rate is still greater than or equal to the pressure rise rate threshold, then the engine is controlled to reduce the air intake volume from the first intake volume to the second intake volume.

[0011] Optionally, after controlling the engine to reduce the air intake volume from the first intake volume to the second intake volume, the method further includes: Send hydrogen refueling reminder messages to users.

[0012] Optionally, determining the hydrogen injection pulse width of the engine based on the target hydrogen injection quantity includes: Obtain the static flow rate of the hydrogen supply tank of the engine; The ratio of the target hydrogen injection quantity to the static flow rate is used as the hydrogen injection pulse width.

[0013] A second aspect of this application provides an engine hydrogen injection phase control device, wherein the hydrogen injection phase includes: a hydrogen injection start angle and a hydrogen injection end angle, and the device includes: The acquisition unit is used to acquire the target engine speed and the target hydrogen injection quantity; The first determining unit is configured to determine, based on the target rotational speed and the target hydrogen injection quantity and a preset first correspondence relationship, a target hydrogen injection initiation angle corresponding to the target rotational speed and the target hydrogen injection quantity, wherein the preset first correspondence relationship includes multiple hydrogen injection initiation angles, and engine speed and hydrogen injection quantity corresponding to each hydrogen injection initiation angle; The second determining unit is used to determine the hydrogen injection pulse width of the engine based on the target hydrogen injection quantity, and to determine the target hydrogen injection end angle of the engine based on the difference between the target hydrogen injection start angle and the hydrogen injection pulse width. The control unit is used to perform hydrogen injection phase control on the engine according to the target hydrogen injection start angle and the target hydrogen injection end angle, wherein the engine has no backfire or knocking under the target hydrogen injection start angle and the target hydrogen injection end angle.

[0014] A third aspect of this application provides a computer-readable storage medium storing at least one computer program instruction, which is loaded and executed by a processor to perform the operations described in any of the methods described in the first aspect.

[0015] A fourth aspect of this application provides an electronic device including one or more processors and one or more memories, wherein at least one piece of program code is stored in the one or more memories, and the at least one piece of program code is loaded and executed by the one or more processors to perform the operation as described in any of the methods in the first aspect.

[0016] The one or more technical solutions provided in the embodiments of the present invention achieve at least the following technical effects or advantages: The engine hydrogen injection phase control method of this application embodiment includes a hydrogen injection phase including a hydrogen injection start angle and a hydrogen injection end angle. The method includes: acquiring a target engine speed and a target hydrogen injection quantity; determining a target hydrogen injection start angle corresponding to the target engine speed and the target hydrogen injection quantity based on a preset first correspondence relationship, wherein the preset first correspondence relationship includes multiple hydrogen injection start angles and engine speed and hydrogen injection quantity corresponding to each hydrogen injection start angle; determining the engine hydrogen injection pulse width based on the target hydrogen injection quantity; determining the engine target hydrogen injection end angle based on the difference between the target hydrogen injection start angle and the hydrogen injection pulse width; and performing hydrogen injection phase control on the engine based on the target hydrogen injection start angle and the target hydrogen injection end angle, wherein the engine has no backfire or knocking at the target hydrogen injection start angle and the target hydrogen injection end angle. Therefore, this application embodiment establishes a first correspondence between the hydrogen injection start angle and the engine speed and hydrogen injection quantity in advance. Thus, when controlling the hydrogen injection phase of the engine, the hydrogen injection start angle can be quickly determined based on this first correspondence. Then, the hydrogen injection end angle can be determined based on the hydrogen injection start angle and the hydrogen injection pulse width, thereby realizing hydrogen injection phase control and reducing the risk of engine backfire or knock.

[0017] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0018] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can derive other drawings from these drawings without creative effort. In the drawings: Figure 1 A flowchart of an engine hydrogen injection phase control method according to an embodiment of this application is shown; Figure 2 A structural diagram of an engine hydrogen injection phase control device according to an embodiment of this application is shown; Figure 3 A schematic diagram of the structure of a computer system suitable for implementing the electronic device of the present application is shown. Detailed Implementation

[0019] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0020] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a thorough understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, components, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application.

[0021] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different models and / or processor devices and / or microcontroller devices.

[0022] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

[0023] It should also be noted that the terms "first," "second," etc., 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 uses of these terms can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described.

[0024] It should be noted that when traditional gasoline engines use port-injected hydrogen under high-load conditions, the unique physicochemical properties of hydrogen increase the risk of backfire. Backfire mainly refers to the reverse propagation of the flame into the intake manifold. Hydrogen has extremely low ignition energy, only one-tenth that of gasoline, and its flame propagation speed is extremely fast. When the intake valve is open, if there is residual high temperature or hot spots in the cylinder, the air-fuel mixture may be prematurely ignited. At this time, the flame will rush into the intake manifold through the open or still-open valve, igniting the fresh combustible mixture and producing a significant backfire phenomenon, which may damage the intake system.

[0025] Furthermore, due to hydrogen's low ignition point, it is highly flammable. If the injection angle is inappropriate, hydrogen can hit the piston crown, and the irregular surface or carbon deposits on the piston crown can create hot spots. These hot spots ignite the hydrogen, leading to knocking. Traditional gasoline engine injection angle strategies offer no countermeasures against knocking. Knocking is a type of auto-ignition phenomenon in the final mixture. Hydrogen has a high auto-ignition temperature, but its flame propagation speed is extremely fast, resulting in a rapid combustion process and a sharp increase in cylinder temperature and pressure. This causes the final mixture to exceed its auto-ignition point due to excessive compression and heating before the flame front arrives, resulting in instantaneous auto-ignition. This abnormal combustion generates a high-intensity pressure wave that oscillates within the cylinder, violently impacting the cylinder walls and piston crown, producing a sharp metallic knocking sound—knocking. Knocking damages engine components and reduces efficiency.

[0026] In summary, backfire is the reverse propagation of flame, while knock is the premature auto-ignition of the end mixture. Both are harmful to the engine and need to be suppressed by means of optimizing hydrogen injection strategies.

[0027] In view of this, embodiments of this application provide an engine hydrogen injection phase control method. This method establishes a first correspondence between the hydrogen injection start angle, engine speed, and hydrogen injection quantity in advance. Thus, during engine hydrogen injection phase control, the hydrogen injection start angle can be quickly determined based on the first correspondence. Then, the hydrogen injection end angle can be determined based on the hydrogen injection start angle and the hydrogen injection pulse width, thereby achieving hydrogen injection phase control and reducing the risk of engine backfire or knock.

[0028] The engine hydrogen injection phase control method of this application embodiment will be described below with reference to the accompanying drawings.

[0029] Figure 1 A flowchart of an engine hydrogen injection phase control method according to an embodiment of this application is shown.

[0030] The first aspect of this application provides an engine hydrogen injection phase control method, wherein the hydrogen injection phase includes: hydrogen injection start angle (SOI) and hydrogen injection end angle (EOI), wherein both the hydrogen injection start angle and the hydrogen injection end angle refer to crankshaft rotation angles, the hydrogen injection start angle refers to the crankshaft rotation angle corresponding to the start time of hydrogen injection, and the hydrogen injection end angle refers to the crankshaft rotation angle corresponding to the end time of hydrogen injection.

[0031] The method can be executed on an engine controller, and the method includes, but is not limited to: Step S1. Obtain the target engine speed and target hydrogen injection quantity; In some embodiments, the target engine speed can be detected using a magnetoelectric or Hall effect crankshaft position sensor mounted near the crankshaft. Specifically, the sensor senses the passage of teeth on the flywheel ring gear, generating periodic pulse signals. The controller calculates the target engine speed by calculating the frequency of the pulses received per unit time in real time.

[0032] In some embodiments, a high-precision pressure sensor can be used to monitor the hydrogen pressure in the common rail and control the energizing time (hydrogen injection pulse width) of the hydrogen injection valve. The target hydrogen injection quantity is calculated by looking up a table based on a pre-calibrated pressure-pulse width-flow rate correspondence.

[0033] Step S2. Based on the target rotational speed and the target hydrogen injection quantity, and based on a preset first correspondence, determine the target hydrogen injection start angle corresponding to the target rotational speed and the target hydrogen injection quantity, wherein the preset first correspondence includes multiple hydrogen injection start angles, and the engine speed and hydrogen injection quantity corresponding to each hydrogen injection start angle; It should be noted that the preset first correspondence can be obtained through a large number of engine tests. Based on one or more of the following criteria, namely, optimization of combustion economy, optimization of emissions, no knocking, and no backfire, the engine speed and hydrogen injection quantity corresponding to each hydrogen injection initiation angle can be obtained.

[0034] The preset first correspondence can be recorded in the mapping table. During use, the hydrogen injection start angle corresponding to the target rotation speed and target hydrogen injection quantity can be determined by looking up the table.

[0035] Step S3. Determine the hydrogen injection pulse width of the engine based on the target hydrogen injection quantity, and determine the target hydrogen injection end angle of the engine based on the difference between the target hydrogen injection start angle and the hydrogen injection pulse width; In some embodiments, determining the hydrogen injection pulse width of the engine based on the target hydrogen injection quantity includes: Step S31. Obtain the static flow rate of the hydrogen supply tank of the engine; Understandably, the static flow rate primarily depends on the current pressure inside the hydrogen supply cylinder (measured by a pressure sensor) and the flow characteristics at the front end of the hydrogen injection valve. Based on the real-time pressure, a pre-calibrated pressure-static flow rate correlation diagram is consulted to obtain the stable theoretical maximum flow rate under the current operating conditions.

[0036] Step S32. The ratio of the target hydrogen injection quantity to the static flow rate is taken as the hydrogen injection pulse width.

[0037] It should be noted that the hydrogen injection end angle (EOI) = hydrogen injection start angle (SOI) - hydrogen injection pulse width (FW).

[0038] S4. Based on the target hydrogen injection start angle and the target hydrogen injection end angle, perform hydrogen injection phase control on the engine, wherein, at the target hydrogen injection start angle and the target hydrogen injection end angle, the engine has no backfire or knock.

[0039] Understandably, after determining the target hydrogen injection start angle and target hydrogen injection end angle, the controller converts these angles into control time points corresponding to the crankshaft angle signal and outputs pulse commands to drive the hydrogen injection valve. The hydrogen injection start angle determines the moment hydrogen begins to be injected into the cylinder, directly affecting the mixture formation time and internal tumble intensity. The hydrogen injection end angle is typically set before the intake valve closes to prevent hydrogen from being swept out of the cylinder, ensuring effective charge. By independently controlling these two angles, the hydrogen injection mode can be flexibly shaped (e.g., single injection, multiple injection), thereby optimizing the mixture formation quality, which is crucial for suppressing backfire and improving knock.

[0040] It should be noted that, currently, hydrogen supply for hydrogen engines is typically provided by high-pressure hydrogen cylinders. As the hydrogen in the high-pressure cylinders is consumed, the pressure gradually decreases, causing the hydrogen injection pulse width (FW) of the hydrogen engine to increase. Since the hydrogen injection termination angle (EOI) = SOI - FW, the EOI will gradually decrease. At this point, the hydrogen injection angle will differ significantly from the set angle. This change in angle can easily lead to backfire and knocking, affecting the engine's lifespan. To address these issues, this application incorporates an adaptive learning strategy for the hydrogen injection termination angle. This will be described below.

[0041] In some embodiments, the method further includes: Step S4. Obtain the current hydrogen injection pressure and current hydrogen injection quantity of the engine; For example, the current hydrogen injection pressure is obtained in real time by a high-precision pressure sensor installed on the common rail; the current hydrogen injection quantity is calculated by the controller based on the current hydrogen injection pressure and the hydrogen injection pulse width by querying a pre-calibrated pressure-pulse-width-flow MAP.

[0042] Step S5. Based on the current hydrogen injection pressure and the current hydrogen injection quantity, and based on a preset second correspondence, determine a target increase value corresponding to the current hydrogen injection pressure and the current hydrogen injection quantity. The preset second correspondence includes: multiple increase values, and the hydrogen injection pressure and hydrogen injection quantity corresponding to each increase value, wherein the increase value is the increase value of the hydrogen injection end angle. Understandably, the current hydrogen injection pressure and flow rate obtained in step S4 are used as input to query a preset three-dimensional MAP (second correspondence). This MAP uses hydrogen injection pressure and flow rate as coordinate axes, and stores a corresponding increase value for each pressure-flow rate operating point calibrated by a large amount of experimental data. E can quickly determine the optimal compensation amount of the hydrogen injection termination angle required to eliminate knocking under the current specific operating conditions through a two-dimensional interpolation algorithm.

[0043] Step S6. Adjust the engine from the current hydrogen injection end angle to the compensated hydrogen injection end angle, wherein the compensated hydrogen injection end angle is the sum of the current hydrogen injection end angle and the target increase value.

[0044] For example, the controller updates the control command to drive the hydrogen injection valve actuator to adjust the hydrogen injection end angle from the current hydrogen injection end angle to the compensated hydrogen injection end angle, thereby extending the hydrogen injection duration and helping to reduce the temperature and pressure of the mixture in the cylinder, thus suppressing knocking.

[0045] In some embodiments, the process of establishing the preset second correspondence includes: Step S51. Obtain the hydrogen injection pressure and hydrogen injection quantity corresponding to the initial hydrogen injection end angle of the engine; For example, during engine bench testing, the corresponding hydrogen injection pressure and quantity are recorded at the initial hydrogen injection termination angle. This provides initial reference data for subsequent knock testing and compensation calibration.

[0046] Step S52. If the engine experiences knocking at the initial hydrogen injection end angle, control the engine's ignition advance angle to decrease. Understandably, since the hydrogen injection pulse width (FW) is related to the hydrogen injection pressure and quantity, as the injection pressure decreases, the pulse width lengthens, and the injection termination angle decreases. As the termination angle decreases, hydrogen may be injected onto the piston top, causing knocking. If the knock sensor detects a knock signal, the standard ignition delay strategy is first employed, i.e., gradually reducing the ignition advance angle. This verifies whether adjusting the ignition angle can solve the knocking problem and determines the effectiveness boundary of ignition angle adjustment, providing a basis for subsequent hydrogen injection phase compensation intervention.

[0047] Step S53. If the ignition advance angle is reduced to a preset ignition advance angle threshold and the engine still has knocking, then based on the initial hydrogen injection end angle, the hydrogen injection end angle of the engine is gradually increased according to a preset step size. After each increase, the engine is checked again to see if knocking still exists, until the knocking of the engine is eliminated in the current test. The difference between the current hydrogen injection end angle and the initial hydrogen injection end angle is taken as the increase value of the hydrogen injection end angle. It should be noted that if adjusting the ignition angle to the threshold still fails to eliminate knocking, it indicates that the knocking is not caused by the ignition angle. The hydrogen injection termination angle is gradually delayed by a preset step size. The knocking status is monitored after each delay until the knocking is eliminated. Finally, the hydrogen injection termination angle at which knocking is eliminated is compared with the initial value; the difference is the required increase for that specific operating condition.

[0048] Step S54. Establish a second correspondence between the hydrogen injection pressure and the hydrogen injection quantity and the increase in the hydrogen injection termination angle.

[0049] For example, the hydrogen injection pressure and hydrogen injection quantity recorded in step S51 are used as input variables, and the increase in the hydrogen injection termination angle obtained through repeated experiments in step S53 is used as the output variable, forming a complete data point. By repeating the above S51 to S53 process under different engine operating conditions, a large number of data points are filled in, and finally a three-dimensional MAP or mathematical model covering the entire working range is constructed, i.e., the preset second correspondence.

[0050] It should be noted that as the hydrogen injection termination angle increases, the hydrogen injection initiation angle also increases. With an increased initiation angle, it becomes easier to enter the intake stroke injection phase, potentially leading to backfire. Therefore, a backfire protection strategy is necessary. The backfire protection strategy is explained below.

[0051] In some embodiments, after adjusting the engine from the current hydrogen injection termination angle to the compensated hydrogen injection termination angle, the method further includes: Step S71. Obtain the pressure rise rate in the intake manifold of the engine, wherein the pressure rise rate is the pressure rise amount per unit time; For example, by installing a high-frequency response pressure sensor in the intake manifold, the controller can capture instantaneous changes in intake pressure at a high sampling frequency (e.g., once per millisecond). The real-time pressure rise rate is obtained by calculating the pressure difference over consecutive sampling periods and dividing it by time. This parameter is a key indicator for determining whether abnormal combustion (backfire) has occurred in the intake system. A rapidly increasing pressure rise rate usually indicates that flame or pressure waves have propagated backward into the intake manifold, a direct precursor to backfire.

[0052] Step S72. If the pressure rise rate is greater than or equal to a preset pressure rise rate threshold, then control the engine to reduce the air intake volume to a first air intake volume.

[0053] Understandably, when the pressure rise rate exceeds a preset safety threshold, the intake air volume is reduced to suffocate backfire. Specifically, the electronic throttle is closed to a predetermined opening, rapidly reducing the air intake volume to a safe initial intake volume, thus limiting engine torque output. This reduces the air-fuel mixture concentration in the intake manifold, momentarily lowering it below the combustible limit, effectively preventing the continuation of the backfire combustion chain reaction.

[0054] In some embodiments, after controlling the engine to reduce the air intake volume to a first intake volume, the method further includes: If the pressure rise rate is still greater than or equal to the pressure rise rate threshold, then the engine is controlled to reduce the air intake volume from the first intake volume to the second intake volume.

[0055] It should be noted that if, after reducing the intake air volume to the first intake volume, the system detects a pressure rise rate still higher than the safety threshold, it indicates that the initial suffocation effect was insufficient and the risk of backfire had not been completely eliminated. In this case, the air intake volume is further reduced in stages from the first intake volume to a lower second intake volume. At the second intake volume, the vehicle carrying the engine limps. This is to ensure the termination of continuous backfire, thereby maximizing the safety of the engine's intake system.

[0056] In some embodiments, after controlling the engine to reduce the air intake volume from the first intake volume to the second intake volume, the method further includes: Send hydrogen refueling reminder messages to users.

[0057] Understandably, when an engine exhibits the aforementioned risk of backfire, the possible causes are excessively low hydrogen tank pressure or impending hydrogen depletion. Low pressure leads to insufficient static flow, forcing an excessive increase in the hydrogen injection pulse width to maintain the injection volume. This causes the hydrogen injection process to continue until after the intake valves open, significantly increasing the probability of backfire. Therefore, sending hydrogen refueling prompts to users via the vehicle's human-machine interface (such as instrument panel icons, text, or voice) guides them to address the problem at its source, ensuring the engine returns to normal operating conditions.

[0058] Based on the above disclosure, the engine hydrogen injection phase control method of this application embodiment includes a hydrogen injection phase including a hydrogen injection start angle and a hydrogen injection end angle. The method includes: acquiring a target engine speed and a target hydrogen injection quantity; determining a target hydrogen injection start angle corresponding to the target engine speed and the target hydrogen injection quantity based on a preset first correspondence relationship, wherein the preset first correspondence relationship includes multiple hydrogen injection start angles, and an engine speed and hydrogen injection quantity corresponding to each hydrogen injection start angle; determining the engine hydrogen injection pulse width based on the target hydrogen injection quantity, and determining the engine target hydrogen injection end angle based on the difference between the target hydrogen injection start angle and the hydrogen injection pulse width; and performing hydrogen injection phase control on the engine based on the target hydrogen injection start angle and the target hydrogen injection end angle, wherein the engine has no backfire or knocking at the target hydrogen injection start angle and the target hydrogen injection end angle. Therefore, this embodiment of the application establishes a first correspondence between the hydrogen injection start angle and the engine speed and the amount of hydrogen injected in advance. Thus, when controlling the hydrogen injection phase of the engine, the hydrogen injection start angle can be quickly determined based on this first correspondence. Then, the hydrogen injection end angle can be determined based on the hydrogen injection start angle and the hydrogen injection pulse width, thereby realizing hydrogen injection phase control, reducing the risk of engine backfire or knocking, improving combustion efficiency and stable power output, and extending engine life.

[0059] Figure 2 A structural diagram of an engine hydrogen injection phase control device according to an embodiment of this application is shown.

[0060] A second aspect of this application provides an engine hydrogen injection phase control device 200, wherein the hydrogen injection phase includes a hydrogen injection start angle and a hydrogen injection end angle, and the device 200 includes: Acquisition unit 201 is used to acquire the target speed and target hydrogen injection quantity of the engine; The first determining unit 202 is used to determine a target hydrogen injection start angle corresponding to the target speed and the target hydrogen injection quantity based on a preset first correspondence relationship, according to the target speed and the target hydrogen injection quantity. The preset first correspondence relationship includes multiple hydrogen injection start angles, and the engine speed and hydrogen injection quantity corresponding to each hydrogen injection start angle. The second determining unit 203 is used to determine the hydrogen injection pulse width of the engine based on the target hydrogen injection quantity, and to determine the target hydrogen injection end angle of the engine based on the difference between the target hydrogen injection start angle and the hydrogen injection pulse width. Control unit 204 is used to perform hydrogen injection phase control on the engine according to the target hydrogen injection start angle and the target hydrogen injection end angle, wherein the engine has no backfire or knocking under the target hydrogen injection start angle and the target hydrogen injection end angle.

[0061] A third aspect of this application provides a computer-readable storage medium storing at least one computer program instruction, which is loaded and executed by a processor to perform the operations described in any of the methods described in the first aspect.

[0062] Computer-readable storage media may be portable compact disc read-only memory (CD-ROM) and include program code, and may run on a terminal device, such as a personal computer. However, the computer-readable storage medium of this application is not limited thereto. In this application, the readable storage medium may be any tangible medium that contains or stores a program that may be used by or in conjunction with an instruction execution system, apparatus, or device.

[0063] A readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (a non-exhaustive list) of readable storage media include: an electrical connection having one or more wires, a portable disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof.

[0064] Program code for performing the operations of this application can be written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Java and C++, and conventional procedural programming languages ​​such as C or similar languages. The program code can execute entirely on the user's computing device, partially on the user's device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server. In cases involving remote computing devices, the remote computing device can be connected to the user's computing device via any type of network, including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computing device (e.g., via the Internet using an Internet service provider).

[0065] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual couplings, direct couplings, or communication connections may be through some interfaces; indirect couplings or communication connections between units or modules may be electrical or other forms.

[0066] The units described as separate components may or may not be physically separate. Similarly, the components of the control device may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment, depending on actual needs.

[0067] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0068] Figure 3 A schematic diagram of the structure of a computer system suitable for implementing the electronic device of the present application is shown.

[0069] A fourth aspect of this application provides an electronic device including one or more processors and one or more memories, wherein at least one piece of program code is stored in the one or more memories, and the at least one piece of program code is loaded and executed by the one or more processors to perform the operation as described in any of the methods in the first aspect.

[0070] like Figure 3As shown, the electronic device 400 is manifested in the form of a general-purpose computing device. The components of the electronic device 400 may include, but are not limited to: at least one processing unit 410, at least one storage unit 420, and a bus 430 connecting different system components (including storage unit 420 and processing unit 410).

[0071] The storage unit stores program code, which can be executed by the processing unit 410, causing the processing unit 410 to perform the steps described in the "Embodiment Method" section above according to various exemplary embodiments of this application.

[0072] Storage unit 420 may include readable media in the form of volatile storage units, such as random access memory (RAM) 421 and / or cache 422, and may further include read-only memory (ROM) 423.

[0073] Storage unit 420 may also include a program / utility 424 having a set (at least one) of program modules 425, such program modules 425 including but not limited to: an operating system, one or more application programs, other program modules, and program data, each or some combination of these examples may include an implementation of a network environment.

[0074] Bus 430 can represent one or more of several bus structures, including a memory cell bus or memory cell controller, a peripheral bus, a graphics acceleration port, a processing unit, or a local bus using any of the multiple bus structures.

[0075] Electronic device 400 can also communicate with one or more external devices 500 (e.g., keyboard, pointing device, Bluetooth device, etc.), and with one or more devices that enable a user to interact with electronic device 400, and / or with any device that enables electronic device 400 to communicate with one or more other computing devices (e.g., router, modem, etc.). This communication can be performed through I / O (input / output) interface 450, which can also be connected to display unit 440 to display the communication content. Furthermore, electronic device 400 can also communicate with one or more networks (e.g., local area network (LAN), wide area network (WAN), and / or public network, such as the Internet) through network adapter 460. As shown, network adapter 460 communicates with other modules of electronic device 400 via bus 430. It should be understood that, although not shown in the figures, other hardware and / or software modules can be used in conjunction with electronic device 400, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.

[0076] The functions described herein can be implemented in hardware, software executed by a processor, firmware, or any combination thereof. If implemented in software executed by a processor, the functions can be stored as one or more instructions or codes on or transmitted via a computer-readable medium. Other examples and embodiments are within the scope and spirit of this invention and the appended claims. For example, due to the nature of software, the functions described above can be implemented using software executed by a processor, hardware, firmware, hardwired, or any combination thereof. Furthermore, the functional units can be integrated into a single processing unit, or each unit can exist physically separately, or two or more units can be integrated into a single unit.

[0077] The above description is merely an embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A method for hydrogen injection phase control in an engine, characterized in that, The hydrogen injection phase includes: hydrogen injection start angle and hydrogen injection end angle; the method includes: Obtain the target engine speed and target hydrogen injection quantity; Based on the target rotational speed and the target hydrogen injection quantity, and based on a preset first correspondence, a target hydrogen injection start angle corresponding to the target rotational speed and the target hydrogen injection quantity is determined, wherein the preset first correspondence includes multiple hydrogen injection start angles, and the engine speed and hydrogen injection quantity corresponding to each hydrogen injection start angle; The hydrogen injection pulse width of the engine is determined based on the target hydrogen injection quantity, and the target hydrogen injection end angle of the engine is determined based on the difference between the target hydrogen injection start angle and the hydrogen injection pulse width. Based on the target hydrogen injection start angle and the target hydrogen injection end angle, the engine is subjected to hydrogen injection phase control, wherein the engine has no backfire or knocking under the target hydrogen injection start angle and the target hydrogen injection end angle.

2. The method according to claim 1, characterized in that, The method further includes: Obtain the current hydrogen injection pressure and current hydrogen injection quantity of the engine; Based on the current hydrogen injection pressure and the current hydrogen injection quantity, and based on a preset second correspondence, a target increase value corresponding to the current hydrogen injection pressure and the current hydrogen injection quantity is determined. The preset second correspondence includes: multiple increase values, and the hydrogen injection pressure and hydrogen injection quantity corresponding to each increase value, wherein the increase value is the increase value of the hydrogen injection end angle. The engine is adjusted from the current hydrogen injection end angle to the compensated hydrogen injection end angle, wherein the compensated hydrogen injection end angle is the sum of the current hydrogen injection end angle and the target increase value.

3. The method according to claim 2, characterized in that, The process of establishing the preset second correspondence includes: Obtain the hydrogen injection pressure and hydrogen injection quantity corresponding to the initial hydrogen injection termination angle of the engine; If the engine experiences knocking at the initial hydrogen injection end angle, the engine's ignition advance angle is reduced. If the ignition advance angle is reduced to a preset ignition advance angle threshold and the engine still has knocking, then based on the initial hydrogen injection end angle, the hydrogen injection end angle of the engine is gradually increased according to a preset step size. After each increase, the engine is checked again to see if knocking still exists, until the knocking of the engine is eliminated in the current test. The difference between the current hydrogen injection end angle and the initial hydrogen injection end angle is taken as the increase value of the hydrogen injection end angle. A second correspondence is established between the hydrogen injection pressure and the hydrogen injection quantity and the increase in the hydrogen injection termination angle.

4. The method according to claim 2, characterized in that, After adjusting the engine from the current hydrogen injection termination angle to the compensated hydrogen injection termination angle, the method further includes: The pressure rise rate in the intake manifold of the engine is obtained, wherein the pressure rise rate is the pressure rise per unit time. If the pressure rise rate is greater than or equal to a preset pressure rise rate threshold, the engine is controlled to reduce the air intake to a first intake volume.

5. The method according to claim 4, characterized in that, After controlling the engine to reduce the air intake volume to a first intake volume, the method further includes: If the pressure rise rate is still greater than or equal to the pressure rise rate threshold, then the engine is controlled to reduce the air intake volume from the first intake volume to the second intake volume.

6. The method according to claim 5, characterized in that, After controlling the engine to reduce the air intake volume from the first intake volume to the second intake volume, the method further includes: Send hydrogen refueling reminder messages to users.

7. The method according to claim 1, characterized in that, Determining the hydrogen injection pulse width of the engine based on the target hydrogen injection quantity includes: Obtain the static flow rate of the hydrogen supply tank of the engine; The ratio of the target hydrogen injection quantity to the static flow rate is used as the hydrogen injection pulse width.

8. An engine hydrogen injection phase control device, characterized in that, The hydrogen injection phase includes: the hydrogen injection start angle and the hydrogen injection end angle; the device includes: The acquisition unit is used to acquire the target engine speed and the target hydrogen injection quantity; The first determining unit is configured to determine, based on the target rotational speed and the target hydrogen injection quantity and a preset first correspondence relationship, a target hydrogen injection initiation angle corresponding to the target rotational speed and the target hydrogen injection quantity, wherein the preset first correspondence relationship includes multiple hydrogen injection initiation angles, and engine speed and hydrogen injection quantity corresponding to each hydrogen injection initiation angle; The second determining unit is used to determine the hydrogen injection pulse width of the engine based on the target hydrogen injection quantity, and to determine the target hydrogen injection end angle of the engine based on the difference between the target hydrogen injection start angle and the hydrogen injection pulse width. The control unit is used to perform hydrogen injection phase control on the engine according to the target hydrogen injection start angle and the target hydrogen injection end angle, wherein the engine has no backfire or knocking under the target hydrogen injection start angle and the target hydrogen injection end angle.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores at least one computer program instruction, which is loaded and executed by a processor to perform the operation as described in any one of claims 1-7.

10. An electronic device, characterized in that, It includes one or more processors and one or more memories, wherein at least one piece of program code is stored in the one or more memories, and the at least one piece of program code is loaded and executed by the one or more processors to perform the operation performed by the method as described in any one of claims 1-7.

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