Method, device and equipment for controlling oil injection and storage medium

Abstract

The invention provides a method, device and equipment for controlling oil injection and a computer readable storage medium. The method comprises the steps that operation parameters of a vehicle are obtained; the Miller degree in a target air cylinder of the Miller cycle engine at the current moment is determined; the Miller degree is used for representing the intensity of the Miller cycle in the target air cylinder; based on the Miller degree and the operation parameters of the vehicle, oil injection parameters of the target air cylinder are determined through a preset oil injection control model; the oil injection parameters are used for compensating the change of the thermodynamic state in the target air cylinder caused by the Miller cycle; and a target fuel injector corresponding to the target air cylinder is controlled to execute fuel injection according to the fuel injection parameters.

Description

Technical Field

[0001] This application relates to the field of engine control technology, and in particular to a method, apparatus, device, and computer-readable storage medium for controlling fuel injection. Background Technology

[0002] The Miller cycle, by adjusting the timing of intake valve closing (earlier or later) within the engine cylinders, achieves an expansion ratio greater than the compression ratio, a key technology for improving engine thermal efficiency. This engine can be a Miller cycle engine. A Miller cycle engine is an engine whose operating mode is based on the Miller cycle. However, when applying the Miller cycle to an engine, the dynamically changing in-cylinder conditions caused by the Miller cycle pose significant challenges to the fuel injection system, currently resulting in issues such as high air-fuel ratio, excessive particulate matter emissions, and vehicle torque fluctuations. Summary of the Invention

[0003] One objective of this application is to provide a method for controlling fuel injection to solve problems such as high air-fuel ratio, excessive particulate matter emissions, and vehicle torque fluctuations in Miller cycle engines; a second objective is to provide a device for controlling fuel injection; a third objective is to provide an equipment for controlling fuel injection; a fourth objective is to provide a computer-readable storage medium; and a fifth objective is to provide a computer program.

[0004] To achieve the above objectives, the technical solution adopted in this application is as follows: This application provides a method for controlling fuel injection, applied to a vehicle including a Miller cycle engine. The method includes: acquiring the vehicle's operating parameters; determining the Miller degree in a target cylinder of the Miller cycle engine at the current moment; the Miller degree being used to characterize the strength of the Miller cycle in the target cylinder; determining the fuel injection parameters of the target cylinder based on the Miller degree and the vehicle's operating parameters using a preset fuel injection control model; the fuel injection parameters being used to compensate for changes in the thermodynamic state in the target cylinder caused by the Miller cycle; and controlling the target injector corresponding to the target cylinder to perform fuel injection according to the fuel injection parameters.

[0005] Based on the aforementioned technical means, by calculating the Miller index in real time, the actual compression ratio and effective intake air volume under the current working cycle are accurately reflected. Combined with operating parameters such as engine speed and load, injection parameters (such as injection pulse width, injection initiation angle, and common rail pressure) are dynamically corrected to ensure precise matching between the injection parameters and the actual intake air volume. This ensures stable combustion of fuel in the target cylinder, stabilizing the air-fuel ratio and thus enabling the Miller cycle engine to output stable torque while reducing particulate emissions. Furthermore, this application can effectively reduce the air-fuel ratio, improve combustion stability, suppress knock and misfire, reduce torque fluctuations between cycles, and improve engine smoothness.

[0006] In some embodiments, determining the Miller degree in a target cylinder of a Miller cycle engine at the current moment includes: acquiring the intake valve opening angle and intake valve closing angle of the target cylinder in the current working cycle; determining the Miller degree in the target cylinder at the current moment based on a preset Miller degree calculation model, the intake valve opening angle, and the intake valve closing angle; wherein, the Miller degree calculation model is used to quantify the Miller degree in the cylinder based on the intake valve opening and closing angle and the structural parameters of the cylinder.

[0007] Based on the aforementioned technical means, the Miller degree in the target cylinder at the current moment is calculated based on the opening and closing angle of the intake valve in the target cylinder and the preset Miller degree calculation model. This can accurately reflect the actual effective compression ratio and intake volume of the cylinder under the current cycle, improve the real-time performance and accuracy of the Miller degree calculation, and provide a precise basis for subsequent fuel injection parameters, air-fuel ratio and torque control, thereby improving engine combustion stability, reducing torque fluctuations and improving smoothness of operation.

[0008] In some embodiments, the injection parameters include a target rail pressure; the injection control model is a first correction model; based on Miller level and vehicle operating parameters, the injection parameters of the target cylinder are determined through a preset injection control model, including: determining whether the vehicle is in a steady-state or transient operating condition based on the vehicle operating parameters; if the vehicle is in a steady-state operating condition, using a preset base rail pressure as the target rail pressure; if the vehicle is in a transient operating condition, correcting the base rail pressure to obtain the target rail pressure based on Miller level and vehicle operating parameters through the first correction model.

[0009] Based on the above technical means, target rail pressure control is carried out by distinguishing between steady-state and transient operating conditions. In steady state, the base rail pressure is directly used to ensure stable control. In transient state, the rail pressure is corrected by combining Miller degree to improve rail pressure control accuracy and dynamic response, suppress torque fluctuations, and improve engine running smoothness.

[0010] In some embodiments, based on Miller degree and vehicle operating parameters, a target rail pressure is obtained by correcting the base rail pressure using a first correction model, including: acquiring the gas pressure change rate in the intake manifold of the target cylinder during the intake phase; determining a target correction coefficient based on the current speed of the Miller cycle engine and a first mapping relationship; wherein the first mapping relationship is a pre-calibrated correspondence between the speed of the Miller cycle engine and the correction coefficient; using the first correction model, determining the rail pressure correction amount based on the gas pressure change rate, the target correction coefficient, and the Miller degree; the rail pressure correction amount is negatively correlated with the Miller degree and positively correlated with the gas pressure change rate; and adding the rail pressure correction amount to the base rail pressure to obtain the target rail pressure.

[0011] Based on the aforementioned technical means, the target rail pressure is obtained by correcting the base rail pressure using a preset first correction model. This allows for dynamic and precise adjustment of the target rail pressure according to the engine's current actual operating state, enabling rail pressure control to move beyond a fixed MAP chart and optimize in real time according to operating conditions. This method allows fuel injection pressure to better match the current cylinder intake conditions, combustion requirements, and air-fuel mixture state, improving fuel atomization quality and combustion completeness, enhancing combustion stability, reducing torque fluctuations, and improving power response and emission performance.

[0012] In some embodiments, the injection parameters include the injection initiation angle and / or the injection cone angle; the injection control model is a first mapping model; based on Miller degree and vehicle operating parameters, the injection parameters of the target cylinder are determined through a preset injection control model, including: determining whether the vehicle is in a steady-state or transient operating condition based on the vehicle operating parameters; if the vehicle is in a steady-state operating condition, determining the injection initiation angle and / or the injection cone angle based on Miller degree and the first mapping model; the first mapping model defines a one-to-one mapping relationship between multiple Miller degree intervals and multiple injection initiation angles and / or injection cone angles.

[0013] Based on the above technical means, under steady-state conditions, by coordinating the injection initiation angle and injection cone angle through a mapping model based on Miller degree, the injection strategy can be perfectly matched with the in-cylinder thermodynamic state and airflow characteristics: the dynamically determined injection initiation angle compensates for the combustion lag caused by the Miller cycle and locks in the optimal combustion phase; the dynamically determined injection cone angle adapts to the airflow pattern changed by Miller, promoting rapid and uniform mixing of fuel and air.

[0014] In some embodiments, the injection parameters further include a target pre-injection quantity; the injection control model is a third correction model; the method further includes: if the vehicle is in a transient condition, determining a fuel quantity correction amount based on Miller degree and the third correction model; the fuel quantity correction amount is negatively correlated with Miller degree; and adding the fuel quantity correction amount to the basic pre-injection quantity to obtain the target pre-injection quantity.

[0015] Based on the above technical means, under transient operating conditions, increasing the pre-injection fuel quantity can rapidly increase the cylinder temperature and create more favorable ignition conditions for the main injection fuel, thereby shortening the main injection ignition delay period, stabilizing the combustion phase, and preventing misfire, combustion delay, and torque response lag caused by transient intake fluctuations or Miller cycle thermal inertia.

[0016] In some embodiments, the fuel injection control model is a fourth correction model, and the method further includes: if the vehicle is in a transient condition, obtaining a fuel injection initiation angle correction amount based on Miller degree, the current speed of the Miller cycle engine and the fourth correction model; wherein the fuel injection initiation angle correction amount is negatively correlated with Miller degree and positively correlated with the current speed of the Miller cycle engine; subtracting the base fuel injection initiation angle from the fuel injection initiation angle correction amount to obtain the target fuel injection initiation angle.

[0017] Based on the above technical means, under transient operating conditions, correcting the main injection initiation angle can dynamically compensate for combustion phase shifts caused by sudden changes in intake air volume, engine speed, or Miller index, ensuring combustion stability and response speed.

[0018] In some embodiments, the injection parameters include the target injection pulse width, and the injection control model is the fifth correction model; the method further includes: obtaining the load change rate of the Miller cycle engine and the Miller degree change rate of the target cylinder; the Miller degree change rate is determined based on the Miller degree under the current working cycle and the Miller degree under the previous N working cycles, where N is an integer greater than or equal to 1; using the fifth correction model, based on the load change rate and the Miller degree change rate, determining the injection pulse width compensation amount; wherein, the injection pulse width compensation amount is proportional to both the load change rate and the Miller degree change rate; adding the injection pulse width compensation amount to the basic injection pulse width to obtain the target injection pulse width.

[0019] Based on the above technical means, by precisely matching the actual intake volume in the cylinder, the optimal air-fuel ratio is maintained, thereby ensuring combustion stability and emission compliance while leveraging the fuel-saving advantages of the Miller cycle.

[0020] In some embodiments, the Miller degree in the target cylinder is determined based on the intake valve opening angle and the intake valve closing angle. This includes determining the Miller degree in the target cylinder based on the intake valve opening angle and the intake valve closing angle if a valid intake valve opening angle and the intake valve closing angle are obtained; and determining the Miller degree in the target cylinder based on a second mapping relationship, the current speed and current load of the Miller cycle engine if no valid intake valve opening angle and / or intake valve closing angle are obtained. The second mapping relationship is a pre-calibrated correspondence between the speed and load of the Miller cycle engine and the Miller degree.

[0021] Based on the above technical means, redundant backups are provided to improve stability and security.

[0022] This application provides a device for controlling fuel injection, applied in a vehicle including a Miller cycle engine. The device includes: The system includes a signal acquisition unit for acquiring vehicle operating parameters; a Miller degree calculation unit for determining the Miller degree in the target cylinder of the Miller cycle engine at the current moment; the Miller degree characterizes the strength of the Miller cycle in the target cylinder; a processing unit for determining the injection parameters of the target cylinder based on the Miller degree and vehicle operating parameters, using a preset injection control model; the injection parameters compensate for changes in the thermodynamic state in the target cylinder caused by the Miller cycle; and a control unit for controlling the target injector corresponding to the target cylinder to perform fuel injection according to the injection parameters.

[0023] This application provides a device for controlling fuel injection, applied in a vehicle including a Miller cycle engine. The device includes: one or more processors; and a memory for storing one or more programs, which, when executed by the one or more processors, cause the device to implement the method provided in this application.

[0024] This application provides a computer-readable storage medium storing a computer program thereon, which, when executed by a computer's processor, enables the computer to implement the method provided in this application.

[0025] This application provides a computer program product, including a computer program or computer executable instructions, which, when executed by a processor, implement the method provided in this application.

[0026] The technical effects of this application are as follows: By introducing Miller induction into the injection parameter decision-making, the actual intake conditions in the cylinder can be reflected more accurately, enabling precise matching of injection parameters with intake conditions and operating conditions. This improves the accuracy of air-fuel mixture control and optimizes the in-cylinder combustion process. On the one hand, it allows the actual air-fuel ratio to be closer to the target value, reducing incomplete combustion and particulate emissions. On the other hand, it effectively suppresses engine torque fluctuations, improves power response speed and smoothness of operation, and simultaneously improves the combustion stability and economy of Miller cycle engines under transient conditions. Attached Figure Description

[0027] Figure 1 This is a schematic flowchart of a method for controlling fuel injection provided in an embodiment of this application; Figure 2 This is a schematic flowchart of another method for controlling fuel injection provided in an embodiment of this application; Figure 3 This is a schematic diagram of the architecture of a fuel injection control system provided in an embodiment of this application; Figure 4 This is a schematic diagram of the structure of a device for controlling oil injection provided in an embodiment of this application. Detailed Implementation

[0028] The embodiments of this application will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be understood that the preferred embodiments are only for illustrating this application and are not intended to limit the scope of protection of this application.

[0029] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. Therefore, the drawings only show the components related to this application and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0030] The Miller cycle employs early intake valve closing (EIVC) or late intake valve closing (LIVC) control to ensure the engine's expansion ratio is greater than its effective compression ratio, thereby reducing knocking tendency while improving thermal efficiency and fuel economy. This engine can be a Miller cycle engine. A Miller cycle engine is an engine whose operating mode is based on the Miller cycle. However, when applying the Miller cycle to an engine, the dynamically changing in-cylinder conditions pose significant challenges to the fuel injection system, currently resulting in issues such as high air-fuel ratio, excessive particulate emissions, and vehicle torque fluctuations.

[0031] Therefore, embodiments of this application provide a method, apparatus, device, and computer-readable storage medium for controlling fuel injection, applicable to vehicles including Miller cycle engines. Embodiments of this application can dynamically adjust fuel injection parameters based on the Miller degree within the target cylinder of the Miller cycle engine and the vehicle's operating parameters. By introducing the Miller degree into the fuel injection parameter decision-making, the actual intake state within the cylinder can be more accurately reflected, enabling precise matching of fuel injection parameters with the actual state, thereby improving the accuracy of air-fuel mixture control and optimizing the in-cylinder combustion process. On the one hand, it can reduce the air-fuel ratio, reduce incomplete combustion, and reduce particulate emissions; on the other hand, it can effectively suppress engine torque fluctuations, improve power response speed and running smoothness, while simultaneously improving the combustion stability and economy of the Miller cycle engine.

[0032] The following describes a method, apparatus, device, and computer-readable storage medium for controlling fuel injection, provided by this application, in conjunction with specific embodiments and accompanying drawings. Figure 1 This is a schematic flowchart illustrating a method for controlling fuel injection according to an embodiment of this application. The method for controlling fuel injection provided in this embodiment can be executed by an electronic control unit (ECU), which may be, for example, an engine ECU. Figure 1 As shown, the method includes: S101, obtain the vehicle's operating parameters.

[0033] Vehicle operating parameters include vehicle driving parameters and Miller cycle engine operating parameters. Vehicle driving parameters include, but are not limited to, vehicle speed and accelerator pedal opening. Miller cycle engine operating parameters include, but are not limited to, the engine load and engine speed. Engine load is a parameter characterizing the degree to which the engine's current output capacity is utilized. It reflects the ratio of the actual torque or power at the current engine speed to the maximum available torque or power at that speed, usually expressed as a percentage (%). For example, 0% load indicates no engine output at idle, 100% load indicates full engine load, and 20%–70% load indicates normal engine output.

[0034] In some embodiments, the operating parameters of a Miller cycle engine may also include boost pressure, intake pressure, and intake temperature. Boost pressure refers to the pressure of the gas in the intake manifold of the Miller cycle engine after being compressed by a turbocharger (such as a supercharger or mechanical supercharger). Boost pressure is typically higher than atmospheric pressure. The higher the boost pressure, the more gas enters the cylinder per unit time. Intake pressure is the pressure of the gas before it enters the target cylinder, and intake temperature is the temperature of the gas entering the target cylinder. It should be understood that boost pressure is the air pressure at the output of the supercharger, while intake pressure is the air pressure in the intake manifold, behind the throttle valve; these are different physical quantities, and boost pressure is usually not less than intake pressure.

[0035] In some embodiments, the operating parameters of the Miller cycle engine may also include the intake valve opening angle and the intake valve closing angle of the cylinder. The intake valve opening angle represents the crankshaft angle at which the intake valve opens relative to the exhaust top dead center (TDC), and the intake valve closing angle represents the crankshaft angle at which the intake valve closes relative to TDC. The intake valve is a valve that controls the opening and closing of the cylinder's intake passage. For example, if the intake valve opens when the engine crankshaft rotates to 10°CA after exhaust TDC and closes when it rotates to 220°CA after exhaust TDC, then the intake valve opening angle is 10°CA and the intake valve closing angle is 220°CA.

[0036] Top dead center (TDC) and bottom dead center (BDC) are the two extreme positions of the piston during its reciprocating motion within the cylinder. For example, TDC is the crankshaft angle when the piston in a Miller cycle engine reaches its highest point. BDC is the crankshaft angle when the piston in a Miller cycle engine reaches its lowest point. Exhaust TDC is the highest position the piston reaches in the cylinder at the beginning of the current working cycle after the end of the previous working cycle. In other words, exhaust TDC is the highest position the piston reaches in the cylinder at the beginning of the current intake stroke.

[0037] It should be understood that an engine is a reciprocating motion mechanism consisting of a crankshaft, pistons, and cylinder block. Its function is to convert the heat energy generated by fuel combustion into mechanical energy, specifically by converting the linear reciprocating motion of the piston into the rotational motion of the crankshaft, thereby outputting power. For example, the piston is responsible for bearing the pressure generated by the combustion explosion and makes linear reciprocating motion within the cylinder. Connecting rods typically cooperate with the piston and crankshaft, connecting the piston and crankshaft and transmitting power. The crankshaft converts the linear reciprocating motion of the piston into rotational motion and ultimately outputs power to the gearbox and wheels.

[0038] In this embodiment, the ECU can acquire vehicle operating parameters from multiple sensors deployed in the vehicle. These sensors include, but are not limited to, vehicle speed sensors, accelerator pedal position sensors, engine speed sensors, crankshaft position sensors, phase sensors, intake pressure sensors, and intake air temperature sensors. The ECU can directly acquire the data collected by the sensors to obtain operating parameters, or it can process the data collected by the sensors to obtain operating parameters. Taking the intake valve opening and closing angles (opening angle and closing angle) as an example, the ECU calculates the intake valve opening and closing angles based on the data collected by the crankshaft position sensor and the phase sensor. The calculation process can be found in existing technologies and will not be elaborated further.

[0039] S102, determine the Miller degree in the target cylinder of the Miller cycle engine at the current moment.

[0040] In this embodiment of the application, the Miller cycle engine may include at least one cylinder, and the target cylinder is one of the at least one cylinder. It should be understood that, for each cylinder included in the Miller cycle engine, a method for controlling fuel injection provided in this embodiment of the application can be executed to adaptively adjust the fuel injection parameters of each cylinder based on the Miller degree.

[0041] In this embodiment, Miller degree is used to characterize the strength of the Miller cycle within the target cylinder. Exemplarily, Miller degree can be a number between 0 and 1. A larger Miller degree value indicates a stronger Miller cycle within the target cylinder (i.e., a greater degree of early or late intake valve closing). A smaller Miller degree value indicates a weaker Miller cycle within the target cylinder (i.e., a smaller degree of early or late intake valve closing). For example, a Miller degree in the range [0.9, 1.0] indicates a shallow Miller cycle within the target cylinder; a Miller degree in the range [0.8, 0.9] indicates a moderate Miller cycle within the target cylinder; and a Miller degree less than 0.8 indicates a deep Miller cycle within the target cylinder. In some embodiments, Miller degree may also be referred to as Miller depth, Miller intensity, etc.

[0042] In some embodiments, the ECU determines the Miller index of the target cylinder at the current moment based on the intake valve opening angle and intake valve closing angle of the target cylinder in the current working cycle. A working cycle includes an intake stroke, a compression stroke, a power stroke, and an exhaust stroke. During the intake stroke, the intake valve is open, the exhaust valve is closed, and the piston moves downwards, drawing the air-fuel mixture into the cylinder. During the compression stroke, both the intake and exhaust valves are closed, and the piston moves upwards, compressing the air-fuel mixture in the cylinder. During the power stroke, both the intake and exhaust valves are closed, the air-fuel mixture ignites and burns, pushing the piston downwards to output power. During the exhaust stroke, the exhaust valve is open, the intake valve is closed, and the piston moves upwards to expel the combusted exhaust gases from the cylinder. In this embodiment, the intake valve opening angle can be the moment the intake valve begins to open during the intake stroke; the intake valve closing angle refers to the moment the intake valve is completely closed after the intake stroke ends.

[0043] In this embodiment, the ECU can execute a fuel injection control method provided in this embodiment upon detecting the end of the compression stroke. That is, the ECU can determine the Miller index in the target cylinder at the current moment based on the intake valve opening and closing angles obtained in the current working cycle, and then calculate and output the corresponding fuel injection parameters. Alternatively, the ECU can execute a fuel injection control method provided in this embodiment after detecting the end of the intake stroke and the complete closing of the intake valve. During the power stroke, the combustion in the cylinder is controlled based on the determined fuel injection parameters.

[0044] For example, the ECU acquires the intake valve opening angle and intake valve closing angle of the target cylinder in the current working cycle. For instance, the ECU determines the crankshaft angle at which the intake valve begins to open and the crankshaft angle at which the intake valve closes in the current working cycle based on the crankshaft position sensor signal and the phase sensor signal, and determines the Miller cycle degree based on the intake valve opening angle and closing angle, providing a basis for the calculation of subsequent fuel injection parameters.

[0045] The ECU determines the Miller level within the target cylinder at the current moment based on a preset Miller level calculation model, the intake valve opening angle, and the intake valve closing angle. The Miller level calculation model quantifies the Miller level within the cylinder based on the intake valve opening and closing angles and the cylinder's structural parameters. These structural parameters include, but are not limited to, cylinder bore, connecting rod length, piston stroke, and crankshaft radius.

[0046] For example, Miller degree = effective compressed volume / total working volume of cylinder. Another example is Miller degree = cylinder volume when intake valve is closed / cylinder volume when piston reaches bottom dead center. In the embodiments of this application, the Miller degree calculation model can be, for example, as shown in formula (1).

[0047] , formula (1).

[0048] Where M is the Miller degree, It refers to the opening angle of the intake valve. This is the intake valve closing angle. D is the bore of the target cylinder, in mm. L is the length of the connecting rod in the target cylinder, in mm. S is the piston stroke, in mm. It is the clearance volume, in cm. 3 R is the crank radius, in mm. In this Miller degree calculation model, Specifically, it can be the crankshaft angle relative to the actual opening angle of the intake valve and the top dead center (TDC) of the exhaust. Specifically, this can be the crankshaft angle relative to the actual closing angle of the intake valve and the exhaust top dead center (TDC). For example, opening the intake valve before the exhaust top dead center. Positive; the intake valve opens after the exhaust reaches top dead center. The value is negative. The intake valve is closed before the exhaust reaches top dead center. Positive; the intake valve is closed after the exhaust reaches top dead center. It is negative.

[0049] In some embodiments, the ECU can also perform validity checks on the acquired intake valve opening and closing angles (including opening and closing angles). This validity check includes, but is not limited to, range rationality checks, angle sequence checks, deviation from the target angle checks, rate of change checks, and sensor fault status checks. If the intake valve opening and closing angle detection is valid, i.e., a valid intake valve opening and closing angle is acquired, the Miller degree is determined based on the intake valve opening and closing angle using the method described above. If the intake valve opening and closing angle detection is invalid, i.e., an invalid intake valve opening and closing angle is acquired, or the intake valve opening and closing angle is not acquired due to sensor fault, the Miller degree in the target cylinder is determined based on the second mapping relationship, the current engine speed, and the current load of the Miller cycle engine. The second mapping relationship is a pre-calibrated correspondence between the engine speed and load of the Miller cycle engine and the Miller degree. The second mapping relationship can be, for example, a two-dimensional mapping (MAP) table, where the horizontal axis of the MAP table represents the engine speed, the vertical axis represents the engine load, and the table values ​​are preset Miller degrees. Engine speeds can be divided according to commonly used engine operating ranges, measured in rpm, including key speed points such as 2500 rpm, 1500 rpm, and 3000 rpm. Engine load can be represented as a percentage, such as typical load points like 75%, 50%, and 100%. This two-dimensional MAP table is pre-calibrated through bench tests. For different combinations of speeds and loads, aiming for optimal combustion stability and minimal power loss, it determines the optimal Miller degree for each operating condition and generates a table. During use, the ECU reads the current engine speed (e.g., 2500 rpm) and current load (e.g., 75%) of the Miller cycle engine in real time, and matches a preset Miller degree (e.g., 0.89) in the two-dimensional MAP table as the target Miller degree in the cylinder at the current moment.

[0050] After obtaining the Miller degree of the target cylinder at the current moment, the ECU can determine the appropriate fuel injection parameters based on the Miller degree. For example, the ECU can then execute S103.

[0051] S103, based on Miller degree and vehicle operating parameters, determines the injection parameters of the target cylinder through a preset injection control model.

[0052] In this embodiment, the injection parameters are used to compensate for changes in the thermodynamic state within the target cylinder caused by the Miller cycle. Since the Miller cycle adjusts the actual intake air volume by changing the intake valve closing time, it directly leads to corresponding changes in thermodynamic parameters such as intake air volume, intake pressure, intake air density, and in-cylinder mixture state within the target cylinder. If a fixed injection control strategy is still used, problems such as mismatch between the injection quantity and the actual intake air volume, and deviation of the air-fuel ratio from the target value, are likely to occur. Therefore, this application compensates for fluctuations in the in-cylinder thermodynamic state caused by changes in the Miller cycle by dynamically adjusting the injection parameters, ensuring that the injection quantity, injection initiation angle, and spray characteristics are precisely adapted to the changing intake state, thereby guaranteeing uniform fuel-air mixing, stable combustion, suppressing torque fluctuations, and reducing particulate number (PN) emissions.

[0053] This application embodiment determines the injection parameters of the target cylinder based on Miller index and vehicle operating parameters through a preset injection control model. For example, the ECU inputs the current Miller index of the target cylinder and vehicle operating parameters (such as engine speed, throttle opening, boost pressure, intake air temperature, etc.) into the preset injection control model. Through model calculation, the required injection parameters for the target cylinder under the current operating conditions are finally obtained. These injection parameters include injection quantity such as pre-injection quantity, injection initiation angle, common rail pressure, injection pulse width, or injection cone angle, thereby achieving precise matching between the injection strategy and the Miller cycle state, ensuring stable combustion, smooth power delivery, and reduced emissions.

[0054] S104 controls the target injector corresponding to the target cylinder to perform fuel injection according to the injection parameters.

[0055] In this embodiment, after determining the injection parameters, the ECU can control the target injector to inject fuel into the target cylinder according to the injection parameters. The target injector is the injector corresponding to the target cylinder; in other words, the target injector is the injector used to inject fuel into the target cylinder, and its number is greater than or equal to one. For example, the ECU outputs a corresponding drive electrical signal to the target injector based on the determined injection parameters (including pre-injection quantity, injection start angle, injection cone angle, etc.). The ECU determines the injection start time of the injector by precisely controlling the energization start time of the drive signal. For example, the ECU controls the opening duration of the injector by controlling the energization duration of the drive signal, thereby precisely adjusting the injection pulse width. For example, for a high-pressure common rail system, the ECU can also synchronously adjust the common rail pressure (i.e., rail pressure). As another example, the ECU changes the flow rate and distribution of fuel during injection by controlling the needle valve lift, multi-stage injection, valve plate movement state, or nozzle flow distribution inside the injector, thereby increasing or decreasing the fuel jet diffusion angle and obtaining the target injection cone angle. After receiving the drive signal output by the ECU, the target injector activates the solenoid valve or piezoelectric actuator to open the injector needle valve and inject fuel into the target cylinder according to the injection parameters set by the ECU, thereby achieving fuel injection control that matches the current Miller level and operating conditions.

[0056] As can be seen, the fuel injection control method provided in this application, by introducing Miller inference into the decision-making of fuel injection parameters, can more accurately reflect the actual intake conditions in the cylinder, enabling precise matching of fuel injection parameters with actual intake conditions, improving the accuracy of fuel-air mixture control, and optimizing the combustion process. This not only reduces the air-fuel ratio but also reduces particulate matter generated by incomplete combustion, significantly reducing particulate matter emissions, while simultaneously improving engine torque fluctuations and enhancing power response and smoothness.

[0057] In some embodiments, the injection parameters include the target common rail pressure (hereinafter referred to as target rail pressure). The target rail pressure is determined based on Miller index and vehicle operating parameters. Rail pressure refers to the high-pressure fuel pressure stored in the common high-pressure fuel rail in a high-pressure common rail fuel system. It is established by the high-pressure fuel pump and targeted by the ECU to provide stable and controllable high-pressure fuel to the injectors. The higher the pressure, the more aggressive the injection and the better the atomization, which contributes to complete combustion.

[0058] In this embodiment, the ECU can first determine whether the vehicle is in a steady-state or transient operating condition based on its operating parameters. A steady-state operating condition refers to a condition where the vehicle's operating state remains relatively stable without drastic changes; operating parameters such as engine speed, accelerator pedal opening, and load fluctuate only slightly over a short period, and the engine is in a relatively stable operating state. A transient operating condition refers to a condition where the vehicle's operating state changes rapidly and drastically; operating parameters such as engine speed, accelerator pedal opening, and load fluctuate significantly over a short period, and the engine is in a state of rapid acceleration / deceleration or sudden load changes. For example, the ECU determines whether the vehicle is currently in a steady-state or transient operating condition based on at least one of the following: accelerator pedal opening, accelerator pedal opening change rate, engine speed change rate, and engine load change rate. For instance, when the accelerator pedal opening remains relatively constant and / or the engine speed is less than a preset threshold, it is determined to be a steady-state operating condition; when the accelerator pedal opening increases or decreases rapidly and / or the engine speed changes drastically, it is determined to be a transient operating condition.

[0059] If the vehicle is in a steady-state condition, the ECU uses a preset base rail pressure as the target rail pressure. For example, if the vehicle is in a steady-state condition, the ECU determines the base rail pressure based on the current engine speed and load of the Miller cycle engine, and a pre-calibrated mapping relationship, and uses this base rail pressure as the target rail pressure. This mapping relationship indicates a one-to-one correspondence between multiple sets of engine speeds and loads and multiple base rail pressures. For example, this mapping relationship is a pre-calibrated data table or MAP, where each set of engine speeds and loads uniquely corresponds to a base rail pressure. The ECU can obtain the corresponding base rail pressure based on the current engine speed and load by looking up a table or using a difference method, for subsequent common rail pressure control. For example, this mapping relationship can be determined based on the optimal emission results obtained from testing different combinations of speeds and loads on an engine bench.

[0060] If the vehicle is in a transient condition, the ECU corrects the base rail pressure to obtain the target rail pressure. For example, if the vehicle is in a transient condition, the ECU first determines the base rail pressure based on the mapping relationship mentioned above. Then, based on Miller degree and the vehicle's operating parameters, the ECU corrects the base rail pressure to obtain the target rail pressure through a first correction model.

[0061] For example, the first modified model is shown in formula (2).

[0062] , formula (2).

[0063] in, This is the rail pressure correction amount. This is the target correction factor, where M is the Miller degree of the target cylinder determined earlier. It is the rate of change of gas pressure.

[0064] Specifically, the ECU first obtains the rate of change of gas pressure in the intake manifold of the target cylinder during the intake phase. The gas pressure change rate, also known as the boost pressure change rate, is the rate of change of intake pressure in the target cylinder's intake manifold or similar pipeline over time. For example, the ECU uses a boost pressure sensor installed in the intake manifold or boost pipeline to collect the current boost pressure value and the boost pressure value from the previous sampling time. The difference between the two boost pressure values ​​is divided by the time interval between the two sampling times to obtain the boost pressure change rate. Alternatively, the boost pressure change rate can be determined not only by the boost pressure collected from two adjacent sampling times but also by filtering or fitting multiple consecutive sampling points to improve stability. Existing technologies can be referenced here, and will not be elaborated further.

[0065] Next, the ECU determines the target correction factor, i.e. For example, the ECU determines the target correction factor based on the current engine speed of the Miller cycle engine and a first mapping relationship. The first mapping relationship is a pre-calibrated correspondence between the engine speed and the correction factor. The correction factor is obtained by fitting the optimal rail pressure under different Miller degrees tested on an engine test bench.

[0066] For example, the first mapping relationship is a MAP table, which shows a one-to-one correspondence between the engine speed calibrated on the bench and the correction factor. Specifically, the ECU determines the target correction factor based on the current speed of the Miller cycle engine and the first mapping relationship, using either a table lookup or a difference method.

[0067] Alternatively, the MAP table can be a two-dimensional MAP table with the engine speed and intake air density calibrated on the test bench as its dimensions. This MAP table represents a one-to-one correspondence between the test bench-calibrated engine speed and intake air density combination and the correction coefficient. Specifically, the ECU determines the target correction coefficient based on the current engine speed, intake air density, and the first mapping relationship of the Miller cycle engine, using a lookup table or difference method. The intake air density is calculated based on the intake air temperature and intake air pressure. For example, the ECU uses formula (3) to calculate the intake air density.

[0068] , formula (3).

[0069] in, Pint is the intake density, Tint is the intake pressure, and Tint is the intake temperature. The intake pressure and intake temperature can be obtained by pressure sensors and intake temperature sensors deployed in the intake manifold of the target cylinder, respectively.

[0070] Next, using the first correction model, the rail pressure correction is determined based on the gas pressure change rate, the target correction coefficient, and the Miller degree. Specifically, the ECU uses the target correction coefficient K1, the Miller degree M of the target cylinder, and the gas pressure change rate... Substituting the first correction model as shown in formula (2), the rail pressure correction amount is obtained. It can be seen that the rail pressure correction amount Negatively correlated with Miller degree M, rail pressure correction amount With gas pressure change rate There is a positive correlation. Specifically, the greater the Miller cycle, the less air intake in the cylinder, the leaner the air-fuel mixture, and the lower the required fuel injection atomization intensity, thus resulting in a smaller rail pressure correction. The faster the boost pressure changes, the more drastic the change in intake volume, requiring stronger fuel injection atomization and faster response, thus leading to a larger rail pressure correction. This allows for precise adaptation to the cylinder state changes caused by the Miller cycle, resulting in more stable fuel injection under transient conditions, more complete combustion, reduced emissions, improved torque fluctuations, and enhanced fuel economy. Finally, the ECU adds the rail pressure correction to the base rail pressure to obtain the target rail pressure. That is, target rail pressure = base rail pressure P. base + .

[0071] In some embodiments, the injection parameters include the injection start angle and / or the injection cone angle. The injection start angle (SOI) refers to the crankshaft angle at which the injector begins to inject fuel into the cylinder. It can be the actual crankshaft angle, or the relative angle between the actual crankshaft angle and the compression top dead center (TDC). For example, the SOI can be 260°CA, 220°CA, or 300°CA before TDC. TDC is physically the same point as exhaust TDC, but on the engine's operating cycle time axis, it is the moment the piston reaches its second tip (i.e., the end of the compression stroke and the beginning of the power stroke). The injection cone angle is the expansion angle of the fuel jet or mist formed after the fuel is injected from the injector. If the injection cone angle is too small, the fuel atomization effect will be poor, and the fuel jet's penetration will be too strong (long penetration distance), potentially spraying fuel directly onto the opposite cylinder wall or piston top, leading to incomplete combustion, carbon buildup, and worsened emissions. If the fuel injection cone angle is too large, the fuel jet becomes short and thick. Although the atomization is good, the penetration is insufficient (the penetration distance is small). The fuel cannot reach the edge of the combustion chamber, resulting in low air utilization and poor combustion.

[0072] For example, the ECU can first determine whether the vehicle is in a steady-state or transient operating condition based on the vehicle's operating parameters. Please refer to the previous introduction for details, which will not be repeated here.

[0073] If the vehicle is in steady-state operation, the ECU determines the injection initiation angle and / or injection cone angle based on Miller level and the first mapping model. The first mapping model is a data correspondence pre-calibrated on a test bench and stored in the ECU, usually existing in the form of a MAP table or function, used to directly query or calculate the target control parameters based on the input operating parameters. Specifically, the first mapping model defines a one-to-one mapping relationship between multiple Miller level intervals and multiple injection initiation angles and / or injection cone angles. Taking a mapping table as an example, the mapping table can be as shown in Table 1.

[0074] Table 1

[0075] Specifically, if the vehicle is in a steady state, the ECU determines the injection initiation angle and / or injection cone angle based on the Miller degree of the target cylinder at the current moment and the first mapping model shown in Table 1.

[0076] It should be understood that the fuel injection process may include multiple injection stages such as pre-injection and main injection. Correspondingly, the fuel injection initiation angle can be divided into the pre-injection initiation angle and the main injection initiation angle. In the embodiments of this application, the fuel injection initiation angle (SOI) refers to the main injection initiation angle. If the vehicle is in a steady-state operating condition, both the pre-injection initiation angle and the pre-injection fuel quantity can be preset values.

[0077] If the vehicle is in a transient operating condition, the ECU can obtain the injection initiation angle and pre-injection quantity based on the correction model. For example, the ECU determines the fuel quantity correction amount based on Miller degree and the third correction model. The third correction model is used to obtain the fuel quantity correction amount based on Miller degree and total injection quantity. The third correction model can be, for example, as shown in formula (4).

[0078] , formula (4).

[0079] in, This is the fuel level correction amount. It is a correction factor, a preset value such as 0.2. It is the Miller degree of the target cylinder at the current moment, as determined in the previous text. This is the total fuel injection amount for this working cycle, a preset value. It can be seen that the fuel injection amount is negatively correlated with the Miller cycle degree. The essence of the Miller cycle is to shorten the actual compression stroke by closing the intake valve earlier or later, thereby achieving an expansion ratio greater than the compression ratio. However, this leads to reduced intake air volume and lower compression end temperature. The role of pre-injection is to create a better combustion environment for the main injection, for example, by pre-burning a small amount of fuel, increasing in-cylinder temperature and pressure, and shortening the ignition delay time of the main injection fuel. A strong Miller cycle (earlier or later intake valve closing) leads to lower in-cylinder temperature and pressure, making fuel more difficult to ignite; therefore, the pre-injection amount needs to be increased to compensate for ignition conditions. A weak Miller cycle results in better in-cylinder thermodynamic conditions and easier ignition; therefore, the pre-injection amount can be reduced.

[0080] Specifically, the ECU will correct the coefficient. Miller degree M and total fuel injection quantity Substituting the values ​​into the third correction model shown in formula (4), the fuel quantity correction amount can be obtained. Then, the ECU adds the fuel quantity correction amount to the basic pre-injection amount to obtain the target pre-injection amount. For example, the target pre-injection amount = the basic pre-injection amount. +Fuel level correction . It is the preset pre-spray base injection amount, which is obtained based on industry standards, human experience, or bench calibration.

[0081] For example, if the vehicle is in a transient operating condition, the ECU obtains the injection initiation angle correction based on the Miller degree, the current speed of the Miller cycle engine, and the fourth correction model. The fourth correction model is used to obtain the injection initiation angle correction based on the Miller degree and the current speed of the Miller cycle engine. The fourth correction model can be, for example, as shown in Equation (5).

[0082] , formula (5).

[0083] in, It is the correction amount for the injection start angle. This is a correction factor, a pre-calibrated value. For example, It is the calibrated crankshaft angle base value. This is the current rotational speed of the Miller cycle engine.

[0084] Specifically, the ECU will correct the coefficient. Miller degree M and current speed of Miller engine Substituting the fourth correction model as shown in formula (5), the injection initiation angle correction amount can be obtained. Fuel injection start angle correction amount It is negatively correlated with Miller inclination and positively correlated with real-time engine speed. Finally, the ECU subtracts the base injection initiation angle from the injection initiation angle correction to obtain the target injection initiation angle. For example, target injection initiation angle = base injection initiation angle. - Injection initiation angle correction amount . This is the preset baseline injection initiation angle, for example, the optimal fuel economy or optimal power injection initiation angle calibrated through bench testing at a preset engine speed and preset Miller index. Injection initiation angle correction amount. This is the amount of compensation needed when the engine deviates from a preset speed and / or preset Miller level, with the aim of correcting the combustion phase. Through The dynamic correction of SOI compensates for the thermodynamic effects of the Miller cycle and the time-scale effects of speed changes, adjusts the main injection timing to the optimal position, thereby locking the combustion phase, improving thermal efficiency, flexibly responding to transient conditions, and improving drivability.

[0085] In some embodiments, the injection parameters may further include the injection pulse width. The injection pulse width is the duration of fuel injection, typically measured in milliseconds. The ECU may also determine the injection pulse width correction amount based on the fifth correction model, and correct the base injection pulse width based on the injection pulse width correction amount to obtain the target injection pulse width. It should be understood that the target injection pulse width can be determined based on Miller degree regardless of whether the vehicle is in steady-state or transient operating conditions. The fifth correction model is used to obtain the injection pulse width correction amount based on the load change rate of the Miller cycle engine and the Miller degree change rate of the target cylinder. For example, the fifth correction model may be as shown in formula (6).

[0086] + , formula (6).

[0087] in, It is the fuel injection pulse width correction amount. It is the load change rate of the Miller cycle engine. It is the rate of change of Miller degree of the target cylinder. , and All are correction factors.

[0088] For example, the ECU acquires the load change rate of the Miller cycle engine and the Miller degree change rate of the target cylinder. For instance, the ECU obtains the load change rate based on the load of the Miller cycle engine acquired at the current sampling time and the load of the same Miller cycle engine acquired at the previous M sampling times. M is an integer greater than or equal to 1. It should be understood that in this embodiment, the ECU can acquire the load of the Miller cycle engine in the current working cycle at a preset frequency.

[0089] The ECU can determine the rate of change of the Miller degree of the target cylinder based on the Miller degree in the current working cycle and the Miller degree in the previous N working cycles. N is an integer greater than or equal to 1. It should be understood that in the embodiments of this application, the ECU can obtain the Miller degree of the target cylinder in each working cycle.

[0090] Next, the ECU uses the fifth correction model to determine the injection pulse width compensation based on the load change rate and the Miller degree change rate. For example, the ECU uses the load change rate... and Miller degree of change rate Substituting into the fifth correction model as shown in formula (6), the injection pulse width correction amount is obtained. Among them, the fuel injection pulse width correction amount It is directly proportional to both the load change rate and the Miller degree change rate. The larger the load change rate, the more drastic the changes in engine load and / or operating conditions, and the faster the changes in fuel demand, requiring a larger pulse width correction for rapid response. The larger the Miller degree change rate, the faster the changes in in-cylinder intake air volume, compression ratio, and air-fuel mixture state, also requiring a larger pulse width correction to ensure stable air-fuel ratio and combustion.

[0091] Finally, the ECU adds the injection pulse width compensation amount to the base injection pulse width to obtain the target injection pulse width. For example, the target injection pulse width = base injection pulse width P + injection pulse width correction amount. The base injection pulse width is a preset value, also known as the preset injection pulse width. It can be preset based on industry standards, bench test data, or manual calibration experience, and stored in the ECU.

[0092] In some embodiments, the correction coefficients need to be determined before using the fifth correction model. , and The value of .

[0093] For example, it could be the gain coefficient of the load change rate, determined based on mapping relationship A. Mapping relationship A is used to indicate the Miller degree and the gain coefficient. The correspondence between them. For example, mapping relationship A is a MAP table, which uses Miller degree M as the horizontal axis and load correction factor as the vertical axis. The vertical axis represents the optimal load correction factor corresponding to different Miller levels. The table data is pre-stored in the ECU. During bench calibration, the correction factor is fixed. With the correction factor C, the Miller degree M is scanned point-by-point under multiple operating conditions. With the goal of achieving optimal combustion stability, the process iterates through adjustments and determines the optimal value for each point. Value; compare all M with the optimal The corresponding relationships are organized into a one-dimensional table, which yields the MAP table. The ECU can match the load correction factor from the table based on the Miller degree M at the current moment by looking up the table and / or using interpolation. .

[0094] For example, it could be the gain coefficient of the Miller degree rate of change, determined by mapping relationship B. Mapping relationship B is used to indicate the relationship between load and gain coefficient. The correspondence between them. For example, mapping relationship B is a MAP table, which uses load as the x-axis and Miller correction factor as the y-axis. The vertical axis represents the optimal Miller correction factor under different engine loads; the table data is pre-stored in the ECU. During bench calibration, the correction factor is fixed. With a correction factor C, the engine load is scanned point-by-point under multiple operating conditions. The optimization objective is to minimize combustion stability fluctuations. The process iterates through adjustments and determines the optimal load for each point. Numerical values. Compare all loads with the optimal... The corresponding relationships are organized into a one-dimensional table, namely the MAP table. The ECU can, based on the current load of the Miller cycle engine, match the gain coefficient of the Miller degree rate of change from this table by looking up the table and / or using interpolation. .

[0095] For example, it could be a transient compensation gain coefficient, determined based on mapping relationship C. Mapping relationship C indicates the mapping relationship between various loads and Miller levels and multiple correction coefficients C. For instance, mapping relationship C is a MAP table, which plots engine load on the horizontal axis, Miller level M on the vertical axis, and the correction coefficient C for rapid acceleration and VVT adjustment as the table value. This table characterizes the optimal correction coefficients corresponding to different combinations of load and Miller level, and the data is pre-stored in the ECU. During bench calibration, it is fixed... and The engine load and Miller degree M are scanned point-by-point under multiple operating conditions. With minimizing combustion stability fluctuations as the optimization objective, the optimal correction coefficient C for each load (M) group is determined through a traversal adjustment process. The correspondence between all operating points and the optimal C is compiled into a two-dimensional table, resulting in the MAP table. The ECU can then use the current load of the Miller cycle engine and the real-time determined Miller degree M to match the transient compensation gain coefficient from this table through table lookup and / or difference calculations. .

[0096] The following uses a Miller cycle engine as an example of a direct-injection turbocharged gasoline engine to introduce a method, apparatus, device, and computer-readable storage medium for controlling fuel injection provided in the embodiments of this application. A direct-injection turbocharged gasoline engine is a gasoline engine that employs in-cylinder direct injection and turbocharging technologies.

[0097] The Miller cycle, by adjusting the intake valve closing time (EIVC) or late intake valve closing time (LIVC), achieves an expansion ratio greater than the compression ratio, and is a key technology for improving the thermal efficiency of gasoline engines. However, when applying the Miller cycle to turbocharged direct injection engines, the dynamically changing in-cylinder conditions pose significant challenges to the fuel injection system, resulting in the following problems.

[0098] 1. Injection pressure mismatch: Miller cycle causes drastic changes in cylinder pressure, while traditional systems use fixed rail pressure and cannot adaptively adjust, resulting in the actual injection quantity deviating from the target value and a decrease in air-fuel ratio control accuracy.

[0099] 2. Insufficient spray optimization: Under high Miller intensity, the turbulence intensity in the cylinder is significantly enhanced, but the traditional strategy of fixing the injection cone angle will increase the risk of the fuel jet hitting the wall, resulting in worsening particulate matter emissions.

[0100] 3. Transient response lag: Under transient conditions such as rapid acceleration, Miller index and boost pressure change simultaneously. The dynamic change in Miller index introduces huge and rapid air turbulence, leading to a severely rich or lean air-fuel ratio. Traditional methods of determining injection pulse width based on the mapping relationship between engine speed and load cannot respond quickly enough. That is, it cannot distinguish whether the change in air volume is caused by the boost pressure or the Miller index, ultimately resulting in torque fluctuations and excessive emissions.

[0101] Related technologies have attempted to compensate for fuel quantity through load change rate, but none of them have treated Miller degree as an independent, core control variable, nor have they established its global coupling relationship with injection pressure and injection timing. Therefore, they cannot systematically solve the above problems.

[0102] The technical problem to be solved by this application is how to calculate the Miller degree in real time and establish a global dynamic coupling model with the injection system to achieve coordinated optimization of injection pressure, injection quantity, injection timing and injection strategy, so as to solve the problem of injection quantity reference accuracy and dynamic response of fuel-air matching when the operating conditions change rapidly, and ultimately improve the air-fuel ratio control accuracy, reduce emissions and improve transient response.

[0103] Figure 2 This is a flowchart illustrating a method for controlling fuel injection according to an embodiment of this application. The method includes: S201, calculates the Miller degree M of the target cylinder in real time.

[0104] For example, the following signals are collected in real time by sensors: crankshaft position signal (resolution 0.1°CA); intake valve lift signal (derived from VVT phase); boost pressure signal (sampling frequency 10kHz); accelerator pedal opening signal. The Miller degree M is calculated using the Miller degree calculation model shown in formula (1). For example, when the ECU controls the intake valve to close 129°CA after the exhaust top dead center, substituting into the formula: M=11.34 / 13≈0.872.

[0105] S202, determine whether the vehicle is in a steady-state or transient operating condition.

[0106] Based on the vehicle's operating parameters, determine whether the vehicle is in a steady-state or transient operating condition.

[0107] If the vehicle is in a steady-state condition, execute S203; if the vehicle is in a transient condition, execute S205.

[0108] S203 If the vehicle is in a steady-state condition, the base rail pressure will be used as the target rail pressure.

[0109] S204 determines the injection initiation angle and injection cone angle based on Miller degree M.

[0110] Based on the range of M values, the injection initiation angle (SOI) is dynamically delayed and the injection cone angle is reduced to match the high turbulence environment and reduce the risk of fuel jet impact with the wall. For example, when the Miller degree M∈[0.9,1.0], the injection initiation angle (SOI) is set to 300°CA before the compression top dead center and the injection cone angle is a preset value such as 50°; when M∈[0.8,0.9], the SOI is delayed to 260°CA before the compression top dead center and the injection cone angle is reduced by 5°, such as 45°; when M<0.8, the SOI is delayed to 220°CA before the compression top dead center and the injection cone angle is reduced by 10°, such as 40°.

[0111] S205, if the vehicle is in transient condition, the target rail pressure is obtained by correcting the base rail pressure based on Miller degree M.

[0112] The target fuel rail pressure is dynamically adjusted based on the real-time calculated M value and the boost pressure change rate. For example, the target rail pressure P... rail_tgt =P base + k1(1-M)*(dP boost / dt). Here, k1 is the coupling coefficient obtained through bench calibration, stored in a two-dimensional MAP with engine speed and intake air density as its dimensions. The dimension of this two-dimensional MAP is engine speed × intake air density. Calibration method: Optimal rail pressure under different Miller degrees is tested on an engine bench, and k1 = f(n,ρ) is obtained by fitting. air ), where ρ air是The intake pressure Pint and intake temperature Tint are calculated based on the intake pressure and temperature signals, which are both derived from the engine's built-in pressure and temperature sensor signals.

[0113] For example, look up the mapping table to obtain the basic rail pressure P. base =20MPa. For example, P base The value is determined by interpolation using a two-dimensional table of engine speed (rpm) and load. The two-dimensional table has engine speed on the horizontal axis and load on the vertical axis. This table is based on optimal emission results obtained from testing different combinations of engine speed and load on an engine bench. The boost pressure change rate (dP) is calculated. boost / dt= 5 bar / s. Based on the intake pressure and intake temperature, the intake density is determined using formula (3). According to the current speed of the gasoline engine and the intake density, the coupling coefficient k1=0.15 is obtained from the two-dimensional MAP. Calculate the target rail pressure: P rail_tgt t =20+0.15*1-0.872)*5≈20.1.

[0114] S205 determines the target injection initiation angle and target pre-injection quantity based on Miller degree M.

[0115] For example, target pre-injection fuel quantity = Q base +0.2*(1-M)*Q total Target injection initiation angle = SOI base - k*(1-M) *rpm / 1000.

[0116] Among them, Q base This represents the pre-injection base fuel quantity, a preset value. Qtotal represents the total fuel injection quantity, also a preset value. (SOI) base The base injection initiation angle is given, rpm is the actual engine speed, and k is a calibrated crankshaft angle base value. The aforementioned pre-injection base injection quantity, total injection quantity, and base injection initiation angle can all be determined in advance based on industry standards, human experience, bench calibration, etc.

[0117] S206, the target injection pulse width is determined based on Miller degree M.

[0118] Based on the Miller degree rate of change (dM / dt), load rate of change (dLoad / dt), and the gain coefficient K of the load rate of change. load(M) Gain coefficient K of Miller degree of change miller（load) The injection pulse width is fed forward to compensate, and the transient fuel quantity compensation is calculated by formula (6). This is to overcome the air response lag under transient operating conditions. The transient fuel quantity compensation model accurately describes the synergistic influence mechanism of Miller degree and load change on intake air volume by introducing a variable gain coefficient and cross-coupling term related to the operating conditions.

[0119] S207 outputs the above injection parameters to the drive module of the target injector to achieve adaptive injection control based on Miller degree.

[0120] For example, the ECU drives the high-pressure oil pump to stabilize the rail pressure at 20.1 MPa, and drives the target injector at a specified crankshaft angle to inject with one or more parameters of the corrected injection pulse width, injection cone angle, and injection quantity.

[0121] In some embodiments, the ECU can also activate an emergency correction mode based on the Miller degree change rate. For example, the determined injection pulse width is used as a feedforward term, and proportional-integral-derivative (PID) correction is performed based on the air-fuel ratio sensor signal. Specifically, the calculated injection pulse width is used as the feedforward control term, and the actual air-fuel ratio signal in the engine exhaust is collected in real time using the air-fuel ratio sensor and compared with the target air-fuel ratio to obtain an air-fuel ratio deviation signal. Based on this deviation signal, the ECU performs closed-loop adjustment through the PID control algorithm, outputting a corresponding correction amount to correct the injection pulse width in real time, ensuring that the actual air-fuel ratio accurately tracks the target air-fuel ratio. By combining feedforward control and PID feedback control, air-fuel ratio deviations caused by operating condition fluctuations can be quickly suppressed, ensuring that the actual air-fuel ratio always accurately and stably tracks the target air-fuel ratio, thereby ensuring that the mixture concentration is always in the optimal range, improving combustion stability, and reducing fuel consumption and emissions.

[0122] In some embodiments, if an invalid intake valve opening / closing angle is obtained, or if no intake valve opening / closing angle is obtained, the system switches to backup mode. For example, if the crankshaft position sensor and / or phase sensor malfunctions, the system switches to backup mode. Miller degree M = f(n, Load), where f(n, Load) is a two-dimensional map obtained through bench calibration. Specifically, when a crankshaft position sensor and / or phase sensor signal failure is diagnosed, the system automatically switches to backup mode. The backup mode retrieves a fixed M value (e.g., 0.89) from a preset two-dimensional map table based on the current engine speed (e.g., 2500 rpm) and load (e.g., 75%), and continues to execute subsequent control strategies based on this value to ensure basic vehicle driving performance, while simultaneously illuminating a malfunction indicator light to alert the driver.

[0123] The beneficial effects of this application include: 1. Precise control: By introducing Miller degree as the core control variable, a global dynamic coupling model with the fuel injection system is established, significantly improving the air-fuel ratio control accuracy and reducing air-fuel ratio fluctuation under rapid acceleration conditions from ±18% to ±5%. 2. Significant emission reduction: The spray optimization strategy based on the M-value effectively reduces the risk of fuel jet impact. Bench tests show that PN emissions under the RDE cycle can be reduced by more than 67%, meeting relevant requirements. 3. Rapid response: The innovative transient fuel quantity feedforward compensation mechanism intervenes based on the rate of change of the M-value, overcoming the lag of traditional air-fuel ratio feedback control and improving the transient response speed of turbocharged engines by more than 20%. 4. Low cost and easy implementation: This algorithm can be implemented on existing engine electronic control unit hardware through software upgrades, without the need to add expensive sensors. The hardware modification cost per unit is less than $5, possessing extremely high industrialization value.

[0124] Figure 3 This is a schematic diagram of a fuel injection control system provided in an embodiment of this application, as shown below. Figure 3 The fuel injection control system 300 shown includes a sensor 1, a fuel injection control device 2, a high-pressure fuel pump 3, and a target fuel injector 4.

[0125] The fuel injection control device 2 includes a signal acquisition unit 201, a Miller level calculation unit 202, a processing unit 203, and a control unit 204. The processing unit 203 includes a dynamic compensation processing unit 2031 and a transient compensation processing unit 2032.

[0126] The signal acquisition unit 201 is used to acquire vehicle operating parameters from multiple sensors deployed in the vehicle.

[0127] The Miller degree calculation unit 202 calculates the real-time Miller degree based on the intake valve opening and closing angles and the Miller degree calculation model. Specifically, the Miller degree calculation unit 202 is used to obtain the intake valve opening angle and intake valve closing angle of the target cylinder in the current working cycle; based on the preset Miller degree calculation model, intake valve opening angle, and intake valve closing angle, it determines the Miller degree in the target cylinder at the current moment; wherein, the Miller degree calculation model is used to quantify the Miller degree in the cylinder based on the intake valve opening and closing angles and the cylinder's structural parameters.

[0128] In some embodiments, the Miller degree calculation unit 202 may also determine the rate of change of the Miller degree based on the Miller degree in the current work cycle and the Miller degree in the previous N work cycles.

[0129] The processing unit 203 is used to determine the injection parameters of the target cylinder based on Miller degree and vehicle operating parameters, through a preset injection control model.

[0130] The dynamic compensation processing unit 2031 is used to determine the target rail pressure based on Miller degree and vehicle operating parameters.

[0131] The dynamic compensation processing unit 2031 is used to determine whether the vehicle is in a steady-state or transient operating condition based on the vehicle's operating parameters. If the vehicle is in a steady-state operating condition, the preset base rail pressure is used as the target rail pressure. If the vehicle is in a transient operating condition, the base rail pressure is corrected to obtain the target rail pressure based on Miller degree and the vehicle's operating parameters through a first correction model.

[0132] The dynamic compensation processing unit 2031 is used to obtain the gas pressure change rate in the intake pipe of the target cylinder during the intake phase; determine the target correction coefficient based on the current speed of the Miller cycle engine and the first mapping relationship; wherein, the first mapping relationship is the correspondence between the pre-calibrated speed of the Miller cycle engine and the correction coefficient; using the first correction model, the rail pressure correction amount is determined based on the gas pressure change rate, the target correction coefficient and the Miller degree; the rail pressure correction amount is negatively correlated with the Miller degree and positively correlated with the gas pressure change rate; the rail pressure correction amount is added to the base rail pressure to obtain the target rail pressure.

[0133] The dynamic compensation processing unit 2031 is also used to determine the injection initiation angle and / or injection cone angle based on Miller degree and vehicle operating parameters, when the vehicle is in steady-state operating conditions.

[0134] The dynamic compensation processing unit 2031 is used to determine whether the vehicle is in a steady-state or transient operating condition based on the vehicle's operating parameters. If the vehicle is in a steady-state operating condition, it determines the injection initiation angle and / or injection cone angle based on Miller degree and the first mapping model. The first mapping model defines a one-to-one mapping relationship between multiple Miller degree intervals and multiple injection initiation angles and / or injection cone angles.

[0135] The dynamic compensation processing unit 2031 is also used to determine the fuel quantity correction amount based on Miller degree and the third correction model if the vehicle is in a transient operating condition; the fuel quantity correction amount is negatively correlated with Miller degree; the fuel quantity correction amount is added to the basic pre-injection fuel quantity to obtain the target pre-injection fuel quantity. Based on Miller degree, the current speed of the Miller cycle engine, and the fourth correction model, the injection initiation angle correction amount is obtained; wherein, the injection initiation angle correction amount is negatively correlated with Miller degree and positively correlated with the current speed of the Miller cycle engine; the basic injection initiation angle is subtracted from the injection initiation angle correction amount to obtain the target injection initiation angle.

[0136] The transient compensation processing unit 2032 is used to obtain the load change rate of the Miller cycle engine and the Miller degree change rate of the target cylinder. The Miller degree change rate is determined based on the Miller degree under the current working cycle and the Miller degree under the previous N working cycles, where N is an integer greater than or equal to 1. The fifth correction model is used to determine the injection pulse width compensation amount based on the load change rate and the Miller degree change rate. The injection pulse width compensation amount is proportional to both the load change rate and the Miller degree change rate. The injection pulse width compensation amount is added to the basic injection pulse width to obtain the target injection pulse width.

[0137] Control unit 204 outputs control signals to high-pressure fuel pump 3 and target injector 4, and controls target injector 4 to perform fuel injection according to injection parameters. For example, control unit 204 sends the target injection pulse width, target injection initiation angle, and target injection cone angle, or the target injection pulse width, target injection initiation angle, and target pre-injection quantity to target injector 4, which can then inject fuel into the target cylinder based on the received injection parameters. Control unit 204 sends the target rail pressure to high-pressure fuel pump 3 to pressurize the fuel and deliver it to the common rail, so that the fuel pressure in the common rail reaches and stabilizes at the target rail pressure, providing the necessary high-pressure fuel for subsequent fuel injection by the target injector. In other words, the target injector performing fuel injection according to the injection parameters includes the target injector injecting fuel under the target rail pressure. For example, when the target injector is open, the high-pressure fuel in the common rail is forced into the cylinder under the action of the target rail pressure.

[0138] In some embodiments, the dynamic compensation processing unit 2031 may be a processor with a dual-core architecture. For example, core A is responsible for Miller degree-related calculations: processing valve signals in real time and calculating the M value; core B is responsible for pressure compensation calculations: calculating rail pressure correction based on the rate of change of boost pressure; the two cores exchange data through shared memory, with a synchronization period of ≤10μs.

[0139] In some embodiments, Figure 3 The fuel injection control system 300 shown may also include a self-learning module. This self-learning module is used to dynamically optimize the Miller degree-injection parameter MAP based on actual combustion data fed back from the cylinder pressure sensor; the learning algorithm adopts the recursive least squares method, and the update cycle is 10 engine cycles.

[0140] Figure 4 This is a schematic diagram of the structure of a device for controlling oil injection provided in an embodiment of this application, as shown below. Figure 4 As shown, the device 400 for controlling fuel injection includes one or more processors 410 and one or more memories 420.

[0141] The processor 410 can support the control device in implementing the methods described in the preceding method embodiments.

[0142] The memory 420 stores a program that can be executed by the processor 410, causing the processor 410 to perform the methods described in the preceding method embodiments. The memory 420 may be independent of the processor 410 or integrated into the processor 410.

[0143] Optionally, vehicle 400 may also include transceiver 430. Processor 410 can communicate with other devices or chips via transceiver 430. For example, processor 410 can send and receive data with other devices or chips via transceiver 430.

[0144] In some embodiments, the processor 400 uses an automotive-grade microcontroller unit (MCU) as its hardware. For example, the main chip is an Infineon Aurix TC297; sampling accuracy is 0.1°CA for crankshaft angle resolution and 10kHz for pressure sampling frequency; output channels include 6 high-pressure injector drive channels supporting multi-pulse injection.

[0145] This application provides a computer storage medium that stores one or more programs, which can be executed by one or more processors to implement the steps of the methods described in any of the above embodiments.

[0146] It should be noted that the descriptions of the storage medium and device embodiments above are similar to the descriptions of the method embodiments above, and have similar beneficial effects. For technical details not disclosed in the storage medium and device embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0147] The aforementioned processor can be at least one of the following: application-specific integrated circuit (ASIC), digital signal processor (DSP), digital signal processing device (DSPD), programmable logic device (PLD), field-programmable gate array (FPGA), central processing unit (CPU), controller, microcontroller, and microprocessor. It is understood that other electronic devices can also implement the functions of the aforementioned processor, and this application does not specifically limit the specific implementation.

[0148] The aforementioned computer storage media / memory can be read-only memory, programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), ferromagnetic random access memory (FRAM), flash memory, magnetic surface memory, optical disc, or compact disc read-only memory (CD ROM), etc.

[0149] This application provides a computer program including computer-readable code. When the computer-readable code runs in an electronic device, the processor in the electronic device executes some or all of the steps in the above-described method.

[0150] This application provides a computer program product, which includes a non-transitory computer-readable storage medium storing a computer program. When the computer program is read and executed by a computer, it implements some or all of the steps in the above-described method. This computer program product can be implemented specifically through hardware, software, or a combination thereof. In some embodiments, the computer program product is specifically embodied as a computer storage medium; in other embodiments, the computer program product is specifically embodied as a software product, such as a software development kit (SDK), etc.

[0151] It should be understood that the phrase "one embodiment" or "an embodiment" throughout the specification means that a specific feature, structure, or characteristic related to the embodiment is included in at least one embodiment of this application. Therefore, "in one embodiment" or "in an embodiment" appearing throughout the specification does not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. It should be understood that in the various embodiments of this application, the sequence numbers of the above steps / processes do not imply a sequential order of execution; the execution order of each step / process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application. The sequence numbers of the above embodiments of this application are merely descriptive and do not represent the superiority or inferiority of the embodiments.

[0152] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0153] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods, such as: multiple units or components can be combined, or integrated into another system, or some features can be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the various components shown or discussed can be through some interfaces, and the indirect coupling or communication connection between devices or units can be electrical, mechanical, or other forms.

[0154] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units. They may be located in one place or distributed across multiple network units. Some or all of the units may be selected to achieve the purpose of this embodiment according to actual needs.

[0155] In addition, each functional unit in the various embodiments of this application can be integrated into one processing unit, or each unit can be a separate unit, or two or more units can be integrated into one unit; the integrated unit can be implemented in hardware or in the form of hardware plus software functional units.

[0156] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments. The aforementioned storage medium includes various media that can store program code, such as mobile storage devices, read-only memory (ROM), magnetic disks, or optical disks.

[0157] Alternatively, if the integrated units described above are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence or the part that contributes to related technologies, 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 an in-vehicle terminal (which may be a personal computer, server, or network device, etc.) to execute all or part of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as mobile storage devices, ROM, magnetic disks, or optical disks.

[0158] The above are merely embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

[0159] The above embodiments are merely preferred embodiments provided to fully illustrate this application, and the scope of protection of this application is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on this application are all within the scope of protection of this application.

Claims

1. A method for controlling fuel injection, characterized in that, The method is applied to vehicles including Miller cycle engines, and the method includes: Obtain the vehicle's operating parameters; Determine the Miller degree within the target cylinder of the Miller cycle engine at the current moment; the Miller degree is used to characterize the strength of the Miller cycle within the target cylinder. Based on the Miller degree and the vehicle's operating parameters, the injection parameters of the target cylinder are determined using a preset injection control model; the injection parameters are used to compensate for changes in the thermodynamic state within the target cylinder caused by the Miller cycle. Control the target injector corresponding to the target cylinder to perform fuel injection according to the injection parameters.

2. The method according to claim 1, characterized in that, Determining the Miller degree within the target cylinder of the Miller cycle engine at the current moment includes: Obtain the intake valve opening angle and intake valve closing angle of the target cylinder in the current working cycle; Based on a preset Miller degree calculation model, the intake valve opening angle, and the intake valve closing angle, the Miller degree in the target cylinder at the current moment is determined; wherein, the Miller degree calculation model is used to quantify the Miller degree in the cylinder based on the intake valve opening and closing angle and the cylinder's structural parameters.

3. The method according to claim 1 or 2, characterized in that, The injection parameters include the target rail pressure; the injection control model is a first modified model; the determination of the injection parameters of the target cylinder based on the Miller degree and the vehicle's operating parameters, through a preset injection control model, includes: Based on the vehicle's operating parameters, determine whether the vehicle is in a steady-state or transient operating condition; If the vehicle is in a steady-state condition, the preset base rail pressure will be used as the target rail pressure. If the vehicle is in a transient condition, the target rail pressure is obtained by correcting the base rail pressure using a first correction model based on the Miller degree and the vehicle's operating parameters.

4. The method according to claim 3, characterized in that, The process of obtaining the target rail pressure by correcting the base rail pressure using a first correction model based on the Miller degree and the vehicle's operating parameters includes: Obtain the rate of change of gas pressure in the intake pipe of the target cylinder during the intake phase; Based on the current rotational speed of the Miller cycle engine and the first mapping relationship, a target correction coefficient is determined; wherein, the first mapping relationship is a pre-calibrated correspondence between the rotational speed of the Miller cycle engine and the correction coefficient; Using the first correction model, the rail pressure correction amount is determined based on the gas pressure change rate, the target correction coefficient, and the Miller degree; the rail pressure correction amount is negatively correlated with the Miller degree and positively correlated with the gas pressure change rate. The target rail pressure is obtained by adding the rail pressure correction amount to the base rail pressure.

5. The method according to claim 1 or 2, characterized in that, The injection parameters include the injection initiation angle and / or the injection cone angle; the injection control model is a first mapping model; determining the injection parameters of the target cylinder based on the Miller degree and the vehicle's operating parameters using a preset injection control model includes: Based on the vehicle's operating parameters, determine whether the vehicle is in a steady-state or transient operating condition; If the vehicle is in a steady-state condition, the injection initiation angle and / or injection cone angle are determined based on the Miller degree and the first mapping model; the first mapping model defines a one-to-one mapping relationship between multiple Miller degree intervals and multiple injection initiation angles and / or injection cone angles.

6. The method according to claim 5, characterized in that, The injection parameters also include the target pre-injection quantity; the injection control model is a third correction model; the method further includes: If the vehicle is in a transient operating condition, the fuel quantity correction amount is determined based on the Miller degree and the third correction model; the fuel quantity correction amount is negatively correlated with the Miller degree. The target pre-injection amount is obtained by adding the oil quantity correction amount to the base pre-injection amount.

7. The method according to claim 5, characterized in that, The fuel injection control model is the fourth modified model, and the method further includes: If the vehicle is in a transient operating condition, the injection initiation angle correction is obtained based on the Miller degree, the current speed of the Miller cycle engine, and the fourth correction model; wherein the injection initiation angle correction is negatively correlated with the Miller degree and positively correlated with the current speed of the Miller cycle engine. The target injection start angle is obtained by subtracting the base injection start angle from the injection start angle correction.

8. The method according to claim 1 or 2, characterized in that, The injection parameters include the target injection pulse width, and the injection control model is the fifth modified model; the method further includes: Obtain the load change rate of the Miller cycle engine and the Miller degree change rate of the target cylinder; the Miller degree change rate is determined based on the Miller degree under the current working cycle and the Miller degree under the previous N working cycles, where N is an integer greater than or equal to 1; Using the fifth correction model, the injection pulse width compensation amount is determined based on the load change rate and the Miller degree change rate; wherein, the injection pulse width compensation amount is proportional to both the load change rate and the Miller degree change rate. The target injection pulse width is obtained by adding the injection pulse width compensation amount to the base injection pulse width.

9. The method according to claim 2, characterized in that, Determining the Miller degree within the target cylinder based on the intake valve opening angle and the intake valve closing angle includes: If valid intake valve opening angle and intake valve closing angle are obtained, the Miller degree in the target cylinder is determined based on the intake valve opening angle and intake valve closing angle. If the intake valve opening angle and / or intake valve closing angle are not obtained or are invalid, the Miller degree in the target cylinder is determined based on the second mapping relationship, the current speed and current load of the Miller cycle engine; wherein, the second mapping relationship is a pre-calibrated correspondence between the speed and load of the Miller cycle engine and the Miller degree.

10. A device for controlling fuel injection, characterized in that, For use in vehicles including Miller cycle engines, the device includes: The signal acquisition unit is used to acquire the vehicle's operating parameters; A Miller degree calculation unit is used to determine the Miller degree in the target cylinder of the Miller cycle engine at the current moment; the Miller degree is used to characterize the strength of the Miller cycle in the target cylinder. The processing unit is used to determine the injection parameters of the target cylinder based on the Miller cycle and the vehicle's operating parameters, using a preset injection control model; the injection parameters are used to compensate for changes in the thermodynamic state within the target cylinder caused by the Miller cycle. The control unit is used to control the target injector corresponding to the target cylinder to perform fuel injection according to the injection parameters.

11. A device for controlling oil injection, characterized in that, For use in vehicles including Miller cycle engines, the device includes: One or more processors; A memory for storing one or more programs that, when executed by one or more processors, cause the control device to perform the method as described in any one of claims 1 to 9.

12. A computer-readable storage medium, characterized in that, It stores a computer program that, when executed by the computer's processor, causes the computer to perform the method according to any one of claims 1 to 9.

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