Engine fuel injection control method and vehicle

Abstract

This application provides a fuel injection control method for an engine and a vehicle. The method receives airflow velocity data collected by an airflow parameter acquisition module over a preset time period and engine operating parameters collected by an operating parameter acquisition module. Based on the engine operating parameters, a fluctuation reference threshold is determined, and based on the airflow velocity data over the preset time period, the fluctuation value of the airflow velocity is determined. If the fluctuation value of the airflow velocity exceeds the fluctuation reference threshold, it indicates that the airflow velocity in the intake manifold is turbulent. This turbulent airflow disrupts the effective impact force required for fuel droplet atomization, resulting in insufficient fuel atomization. Therefore, the method controls the injector to perform a fuel atomization enhancement operation, ensuring sufficient fuel atomization, improving fuel combustion efficiency and fuel economy, while also reducing engine power output and extending engine lifespan.

Description

Technical Field

[0001] This application relates to the field of vehicle engine technology, and more particularly to a fuel injection control method for an engine and a vehicle. Background Technology

[0002] The fuel injection control of the engine intake manifold is achieved by the onboard controller precisely calculating the base fuel injection quantity based on airflow meter and engine speed signals. This base quantity is then dynamically corrected by incorporating feedback from coolant temperature, throttle opening, and oxygen sensor. The onboard controller determines the stroke of each cylinder based on the engine crankshaft position signal. Primarily, before the intake valves open, it controls the fuel atomization assembly to atomize the fuel, ensuring that the fuel entering the intake manifold is in an atomized state. This guarantees optimal combustion efficiency and emissions performance under various operating conditions.

[0003] Currently, fuel injection control strategies typically employ a "fixed calibration + simple correction" approach. This involves pre-calibrating the injection timing and quantity reference values ​​for different engine speeds in the vehicle controller. Then, based on the real-time collected engine speed, the injection timing and quantity reference values ​​are determined, and the injectors are controlled to inject fuel according to these determined reference values.

[0004] However, a vehicle's engine operates under various conditions after startup, and controlling the fuel injectors in the aforementioned manner is not suitable for all operating conditions. This can lead to insufficient atomization after injection in some situations, causing fuel to fail to mix with air in time and instead adhere to the intake manifold walls, forming an oil film (the "wet wall effect"). This results in low combustion efficiency, poor fuel economy, and can even affect engine power output and cause engine malfunctions. Summary of the Invention

[0005] This application provides a fuel injection control method and vehicle for an engine, which solves the problem in the prior art that insufficient atomization after injection under certain operating conditions leads to fuel not being able to mix with air in time.

[0006] In a first aspect, this application provides a fuel injection control method for an engine, applied to an on-board controller of a vehicle. The on-board controller is communicatively connected to an airflow parameter acquisition module and a fuel injector respectively installed in the intake manifold of the vehicle's engine. The on-board controller is also communicatively connected to an engine operating parameter acquisition module. The method provided in this application includes: It receives airflow velocity within a preset time period from the airflow parameter acquisition module and engine operating parameters from the operating parameter acquisition module; Based on the engine's operating parameters, a fluctuation reference threshold is determined, wherein the fluctuation reference threshold is positively correlated with the actual air-fuel ratio corresponding to the engine's operating parameters; The fluctuation value of the airflow velocity is determined based on the airflow velocity within the preset time period; When the fluctuation value of the airflow velocity exceeds the fluctuation reference threshold, the injector is controlled to perform fuel atomization enhancement operation.

[0007] In some implementations, controlling the injector to perform fuel atomization enhancement operations includes: Advance the base injection timing of the injector.

[0008] In some implementations, the basic injection timing ranges from 0.1s to 0.3s before the intake valve of the intake manifold opens, while the basic injection timing range of the advanced injector is from 0.05s to 0.09s before the intake valve of the intake manifold opens.

[0009] In some implementations, controlling the injector to perform fuel atomization enhancement operations includes: Receives airflow direction data collected by the airflow parameter acquisition module; Control the injection angle of the injector by rotating it at a preset angle in the direction of airflow.

[0010] In some embodiments, after receiving the airflow velocity within a preset time period collected by the operating parameter acquisition module, the method provided in this application further includes: When the airflow velocity is greater than the set speed reference threshold, the fuel injection quantity of the injector is increased.

[0011] In some embodiments, the method provided in this application further includes: Receives the airflow pressure inside the intake duct collected by the operating parameter acquisition module; When the airflow pressure is lower than the set air pressure threshold, the fuel injection quantity of the injector is reduced.

[0012] In some embodiments, the on-board controller is also communicatively connected to a temperature sensor located inside the cylinder of the engine. The method provided in this application further includes: Receives the cylinder temperature collected by the temperature sensor; Based on the average value of the in-cylinder temperature and the airflow velocity over a preset time period, the amount of oil film adhering to the wall of the intake manifold is found from the preset first mapping relationship. Based on the amount of oil film on the intake manifold wall, the fuel injection quantity of the injector is increased, and the increase in the fuel injection quantity is positively correlated with the amount of oil film.

[0013] In some implementations, a fluctuation reference threshold is determined based on engine operating parameters, including: Determine the engine's operating conditions based on its operating parameters; Based on the engine's operating conditions, the fluctuation reference threshold is found from the preset second mapping relationship.

[0014] In some implementations, the engine operating conditions include at least one of cold start, idling, constant speed, rapid acceleration, and rapid deceleration. The actual air-fuel ratios for rapid acceleration, cold start, idling, constant speed, and rapid deceleration are arranged in ascending order.

[0015] In a second aspect, this application provides a vehicle including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, the vehicle performs the method provided in the first aspect of this application.

[0016] Thirdly, this application also provides a storage medium storing a computer program, which, when executed by a processor, causes a vehicle to perform the method provided in the first aspect of this application.

[0017] Fourthly, this application also provides a computer program product, including a computer program that, when run, causes a vehicle to perform the method provided in the first aspect of this application.

[0018] Fifthly, embodiments of this application also provide a fuel injection control device for an engine, applied to an on-board controller of a vehicle. The on-board controller is communicatively connected to an airflow parameter acquisition module and a fuel injector respectively installed in the intake manifold of the vehicle's engine. The on-board controller is also communicatively connected to an engine operating parameter acquisition module. The device provided in this application includes a data receiving unit, a threshold determination unit, a fluctuation value determination unit, and an atomization enhancement unit, wherein... The data receiving unit is used to receive the airflow velocity collected by the airflow parameter acquisition module within a preset time period and the engine operating parameters collected by the operating parameter acquisition module. The threshold determination unit is used to determine the fluctuation reference threshold based on the engine's operating parameters, wherein the fluctuation reference threshold is positively correlated with the actual air-fuel ratio corresponding to the engine's operating parameters. The fluctuation value determination unit is used to determine the fluctuation value of the airflow velocity based on the airflow velocity within a preset time period; The atomization enhancement unit is used to control the injector to perform fuel atomization enhancement operation when the fluctuation value of the airflow velocity is greater than the fluctuation reference threshold.

[0019] This application provides a fuel injection control method for an engine and a vehicle. The method receives airflow velocity data collected by an airflow parameter acquisition module over a preset time period and engine operating parameters collected by an operating parameter acquisition module. Based on the engine operating parameters, a fluctuation reference threshold is determined, and the fluctuation value of the airflow velocity is determined based on the airflow velocity over the preset time period. When the actual air-fuel ratio corresponding to the engine operating parameters is higher, it indicates that the fuel cannot be fully atomized based on the airflow impact force in the intake manifold. Therefore, the fluctuation reference threshold is positively correlated with the actual air-fuel ratio corresponding to the engine operating parameters to accurately determine whether the fuel is fully atomized. When the fluctuation value of the airflow velocity is greater than the fluctuation reference threshold, it indicates that the airflow velocity in the intake manifold is turbulent. Turbulent airflow disrupts the effective impact force required for fuel droplet atomization, resulting in insufficient fuel atomization. Therefore, the injector is controlled to perform a fuel atomization enhancement operation, enabling the fuel to be fully atomized, improving fuel combustion efficiency and fuel economy, without affecting engine power output, and extending engine life. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 This is a schematic diagram of the structure of the fuel injection control system for an engine provided in an embodiment of this application; Figure 2 A flowchart of an engine fuel injection control method provided in an embodiment of this application; Figure 3 A functional block diagram of the fuel injection control device for an engine provided in an embodiment of this application; Figure 4 This is a block diagram of the circuit module of a vehicle provided in an embodiment of this application. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to specific embodiments and corresponding drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of the embodiments of this application.

[0023] The technical solutions of this application and how they solve the aforementioned technical problems will be described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0024] This application provides a fuel injection control method for an engine, applied to an on-board controller 101 of a vehicle. The on-board controller 101 may be, but is not limited to, an engine control unit (ECU). Figure 1 This illustration shows a structural diagram of the fuel injection control system for an engine provided in an embodiment of this application. Figure 1 As shown, the vehicle controller 101 is communicatively connected to the airflow parameter acquisition module 103 and the fuel injector 104 located in the engine intake duct 102 of the vehicle. The vehicle controller 101 is also communicatively connected to the engine operating parameter acquisition module 106. Figure 2 As shown, the method provided in this application embodiment includes: S201: Receives airflow velocity within a preset time period collected by airflow parameter acquisition module 103 and engine operating parameters collected by operating parameter acquisition module 106.

[0025] For example, the airflow parameter acquisition module 103 includes an airflow velocity sensor (such as a three-dimensional airflow sensor with a sampling frequency of 100Hz), which is used to acquire the airflow velocity within the intake duct 102 for a preset time period (such as 8s, 10s, or 15s).

[0026] S202: Determine the fluctuation reference threshold based on the engine's operating parameters. The fluctuation reference threshold is positively correlated with the actual air-fuel ratio corresponding to the engine's operating parameters.

[0027] For example, S202 can be implemented as follows: determine the engine's operating conditions based on the engine's operating parameters; and find the fluctuation reference threshold from the preset second mapping relationship based on the engine's operating conditions.

[0028] Specifically, the engine's operating conditions include at least one of the following: cold start, idling, constant speed, rapid acceleration, and rapid deceleration. The actual air-fuel ratios for each of these conditions, from smallest to largest, are as follows: rapid acceleration, cold start, idling, constant speed, and rapid deceleration.

[0029] When the engine is under rapid acceleration, the fuel injection quantity suddenly increases, while the airflow in the intake manifold 102 increases relatively slowly, resulting in the lowest air-fuel ratio under rapid acceleration. When the engine is under cold start, the intake air volume is small, but the fuel injection quantity is large to cope with the condensation on the low-temperature walls of the intake manifold 102, resulting in the second smallest actual air-fuel ratio under cold start. Under engine idling, the intake air volume is small, and the fuel injection quantity needs to maintain the minimum stable speed, resulting in a moderate actual air-fuel ratio under idling, but less than the theoretical air-fuel ratio. Under constant speed, the actual air-fuel ratio is the theoretical air-fuel ratio, resulting in a large actual air-fuel ratio under constant speed. Under rapid deceleration, the fuel injection quantity suddenly decreases, while the airflow in the intake manifold 102 decreases relatively slowly, resulting in a larger actual air-fuel ratio under rapid acceleration than the theoretical air-fuel ratio, resulting in the largest actual air-fuel ratio under rapid deceleration.

[0030] Furthermore, the criteria for determining whether an engine is in a cold start condition are: the coolant temperature in the engine's coolant pipe is ≤25℃ and the engine start time is ≤30s; the criteria for determining whether an engine is in an idle condition are: the engine speed is within the range of 800r / min-1000r / min and the throttle opening is ≤5%; the criteria for determining whether an engine is in a constant speed condition are: the engine speed fluctuation is ≤50r / min and the throttle opening fluctuation of the intake manifold 102 is ≤2%; the criteria for determining whether an engine is in a rapid acceleration condition are: the throttle opening change rate of the intake manifold 102 is ≥5° / s and the engine speed increase rate is ≥100r / min·s; and the criteria for determining whether an engine is in a rapid deceleration condition are: the throttle opening change rate of the intake manifold 102 is ≤-5° / s and the engine speed decrease rate is ≥80r / min·s.

[0031] S203: Determine the fluctuation value of airflow velocity based on the airflow velocity within a preset time period.

[0032] For example, the maximum and minimum values ​​of airflow velocity within a preset time period can be extracted, and the maximum and minimum values ​​of airflow velocity within the preset time period can be determined as the fluctuation value of airflow velocity; in addition, the variance or standard deviation of airflow velocity within the preset time period can be determined, and the variance or standard deviation of airflow velocity within the preset time period can be determined as the fluctuation value of airflow velocity.

[0033] S204: When the fluctuation value of the airflow velocity is greater than the fluctuation reference threshold, control the injector 104 to perform fuel atomization enhancement operation.

[0034] For example, when the fluctuation value of the airflow velocity is the maximum and minimum value of the airflow velocity within a preset time period, the fluctuation reference threshold can be 0.5 m / s to 1.2 m / s. For example, the fluctuation reference threshold can be 0.5 m / s, 0.8 m / s, or 1.2 m / s.

[0035] Specifically, S204 can be implemented in, but is not limited to, the following two ways: The first scenario: When the fluctuation value of the airflow velocity exceeds the fluctuation reference threshold, it indicates that the airflow velocity within the intake duct 102 is turbulent. Severe velocity fluctuations cause irregular lateral aerodynamic interference to the high-speed injected fuel jet during the inertial breakup stage, leading to instability in the fuel jet penetration distance, abnormal expansion or deflection of the spray cone angle, and tearing apart the originally uniform fuel droplet size distribution. A large number of small fuel droplets recombine into larger droplets due to inertial collisions. Simultaneously, the distribution of the fuel droplet group in space is extremely uneven, with some areas excessively concentrated while others are too sparse. This abnormal aerodynamic interference not only shortens the effective secondary breakup time of the fuel but also weakens the shear mixing effect between the fuel droplets and the surrounding air, preventing the fuel droplets from completing sufficient evaporation and diffusion before ignition. Ultimately, this results in a mixture that is locally too rich or too lean, leading to a sharp deterioration in combustion stability, i.e., insufficient atomization. Therefore, it is necessary to advance the basic injection timing of the injector 104, allowing the fuel more time to evaporate and mix with air, thus ensuring more complete fuel atomization in the subsequent stages.

[0036] For example, the basic injection timing range is 0.1s-0.3s before the intake valve of the intake manifold 102 opens, and the basic injection timing range of the advanced injector 104 is 0.05s-0.09s before the intake valve of the intake manifold 102 opens. For instance, the basic injection timing range is 0.2s before the intake valve of the intake manifold 102 opens, and the basic injection timing range of the advanced injector 104 is 0.06s before the intake valve of the intake manifold 102 opens.

[0037] The second method involves receiving the airflow direction from the airflow parameter acquisition module 103, controlling the injection angle of the injector 104, and rotating it by a preset angle in the direction of the airflow.

[0038] For example, the airflow parameter acquisition module 103 may include an airflow direction sensor (such as a three-dimensional airflow sensor with a sampling frequency of 100Hz). The airflow direction sensor can acquire the airflow direction and then control the injection angle of the injector 104 to rotate a preset angle in the airflow direction.

[0039] For example, the preset angle can be, but is not limited to, 4°, 5° or 6°. Rotating the preset angle in the direction of airflow can reduce the collision between fuel mist and airflow, improve atomization effect and mixing efficiency, thereby improving the degree of fuel atomization.

[0040] Of course, controlling the injector 104 to perform fuel atomization enhancement operation can be a combination of advancing the basic injection timing of the injector 104 and controlling the injection angle of the injector 104 to rotate a preset angle in the direction of airflow.

[0041] In summary, this application provides a fuel injection control method for an engine. This method receives airflow velocity data collected by an airflow parameter acquisition module 103 over a preset time period and engine operating parameters collected by an operating parameter acquisition module 106. Based on the engine operating parameters, a fluctuation reference threshold is determined. When the actual air-fuel ratio corresponding to the engine operating parameters is higher, it indicates that the fuel cannot be fully atomized based on the airflow impact force within the intake manifold 102. Therefore, the fluctuation reference threshold is positively correlated with the actual air-fuel ratio corresponding to the engine operating parameters to accurately determine whether the fuel is sufficiently atomized. When the fluctuation value of the airflow velocity is greater than the fluctuation reference threshold, it indicates that the airflow velocity within the intake manifold 102 is turbulent. Turbulent airflow disrupts the effective impact force required for fuel droplet atomization, resulting in insufficient fuel atomization. Therefore, the injector 104 is controlled to perform a fuel atomization enhancement operation, enabling sufficient fuel atomization, improving fuel combustion efficiency and fuel economy, while also reducing engine power output and extending engine lifespan. For example, the uniformity of air-fuel mixing can be improved by 15%-20%, fuel economy by 8%-12%, hydrocarbon emissions by 10%-15%, and acceleration response by 5%. Moreover, it does not require major modifications to the existing intake manifold injection structure; only a few components such as airflow sensors and fuel pressure sensors need to be added, resulting in low cost.

[0042] Furthermore, the method provided in this application embodiment may also include: when the airflow velocity is greater than a set velocity reference threshold (e.g., 15 m / s or 20 m / s), as the airflow velocity increases, the carrying effect of the airflow on the fuel mist is enhanced, and some atomized fuel is carried away by the airflow, resulting in a reduction in the actual amount of fuel entering the cylinder 105. This increases the fuel injection quantity of the injector 104 to compensate for the atomized fuel carried away by the airflow. For example, the ratio of the increased fuel injection quantity of the injector 104 to the original fuel injection quantity ranges from 1.05 to 1.1. For example, the ratio of the increased fuel injection quantity of the injector 104 to the original fuel injection quantity is 1.05, 1.08, and 1.1.

[0043] In addition, the method provided in this application embodiment further includes: receiving the airflow pressure in the intake manifold 102 collected by the operating parameter acquisition module 106; when the airflow pressure is less than a set air pressure threshold (e.g., 0.12 MPa), the fuel atomization effect deteriorates, and under the same injection quantity, the particle size of the atomized fuel increases, and the mixing uniformity decreases. Therefore, reducing the injection quantity of the injector 104 can avoid incomplete combustion caused by excessive fuel. For example, the ratio of the reduced injection quantity of the injector 104 to the original injection quantity of the injector 104 is in the range of 0.9-0.95. For example, the ratio of the increased injection quantity of the injector 104 to the original injection quantity of the injector 104 is 0.9, 0.92, and 0.95.

[0044] In addition, the vehicle controller 101 is also communicatively connected to a temperature sensor installed in the cylinder 105 of the engine. The method provided in this embodiment further includes: receiving the cylinder temperature collected by the temperature sensor; and finding the amount of oil film adhering to the wall of the intake manifold 102 from a preset first mapping relationship based on the average value of the cylinder temperature and the airflow velocity over a preset time period. It should be noted that bench tests can be conducted to collect the oil film adhesion amount under different intake manifold 102 wall temperatures and different airflow velocities, and establish a first mapping relationship between the oil film amount and the intake manifold 102 wall temperature and airflow velocity.

[0045] For example, the relationship between the oil film amount and the wall temperature and airflow velocity of the intake manifold 102 can be: Oil film amount = 0.02 × wall temperature of intake manifold 102 - 0.05 × airflow velocity + 0.1. Specifically, when the collected in-cylinder temperature is 80°C, the wall temperature of the intake manifold 102 can be found to be 75°C based on a preset mapping relationship. With an airflow velocity of 18 m / s, the oil film amount = 0.02 × 75 - 0.05 × 18 + 0.1 = 1.5 - 0.9 + 0.1 = 0.7 mg. Furthermore, the fuel injection quantity of the injector 104 can be increased based on the oil film amount on the wall of the intake manifold 102, wherein the increase in the fuel injection quantity of the injector 104 is positively correlated with the oil film amount. For example, the increase in the fuel injection quantity of the injector 104 can range from 80% to 90% of the oil film amount. For example, it could be 80%, 85%, or 90% of the oil film amount. This ensures that the actual amount of fuel entering cylinder 105 is consistent with the theoretical amount of fuel injected, avoiding deviations in the air-fuel mixture ratio caused by the fuel film.

[0046] Additionally, an oxygen sensor can collect the oxygen concentration in the engine's exhaust pipe and feed it back to the vehicle controller 101 in real time. The vehicle controller 101 calculates the current air-fuel mixture ratio based on the oxygen concentration. If the air-fuel mixture ratio deviates from the preset stoichiometric air-fuel ratio, the injection quantity and injection timing are corrected a second time: when the air-fuel mixture ratio is too rich (i.e., the oxygen concentration is too low), the injection quantity can be appropriately reduced or the injection timing delayed; when the air-fuel mixture ratio is too lean (the oxygen concentration is too high), the injection quantity can be appropriately increased or the injection timing advanced. Understandably, each working cycle of the engine can complete one second correction of the injection quantity and injection timing, ensuring that the air-fuel mixture ratio is maintained within ±5% of the stoichiometric air-fuel ratio, achieving precise control.

[0047] For example, if the air-fuel mixture ratio deviates from the stoichiometric air-fuel ratio (14.7:1), the injection quantity and injection timing are adjusted twice: when the air-fuel mixture ratio is 13.5:1 (too rich), the injection quantity is reduced by 0.05mg and the injection timing is delayed by 0.02s; when the air-fuel mixture ratio is 15.5:1 (too lean), the injection quantity is increased by 0.04mg and the injection timing is advanced by 0.02s, ensuring that the mixture ratio is maintained within the range of 14.7±0.735:1.

[0048] Additionally, please see Figure 3 This application embodiment also provides a fuel injection control device for an engine, applied to an on-board controller 101 of a vehicle. The on-board controller 101 is communicatively connected to an airflow parameter acquisition module 103 and a fuel injector 104 respectively installed in the engine's intake manifold 102. The on-board controller 101 is also communicatively connected to an engine operating parameter acquisition module 106. Figure 3 As shown, the apparatus provided in this application embodiment includes a data receiving unit, a threshold determining unit, a fluctuation value determining unit, and a fogging enhancement unit, wherein... The data receiving unit is used to receive the airflow velocity within a preset time period collected by the airflow parameter acquisition module 103 and the engine operating parameters collected by the operating parameter acquisition module 106. The threshold determination unit is used to determine the fluctuation reference threshold based on the engine's operating parameters, wherein the fluctuation reference threshold is positively correlated with the actual air-fuel ratio corresponding to the engine's operating parameters. The fluctuation value determination unit is used to determine the fluctuation value of the airflow velocity based on the airflow velocity within a preset time period; The atomization enhancement unit is used to control the injector 104 to perform fuel atomization enhancement operation when the fluctuation value of the airflow velocity is greater than the fluctuation reference threshold.

[0049] In some implementations, the atomization enhancement unit is specifically used to advance the basic injection timing of the injector 104.

[0050] In some implementations, the basic injection timing ranges from 0.1s to 0.3s before the intake valve of the intake manifold 102 opens, and the basic injection timing of the advanced injector 104 ranges from 0.05s to 0.09s before the intake valve of the intake manifold 102 opens.

[0051] In some embodiments, the atomization enhancement unit is also specifically used to receive the airflow direction collected by the airflow parameter acquisition module 103; and to control the injection angle of the injector 104 by rotating it by a preset angle in the direction of the airflow.

[0052] In some embodiments, the apparatus provided in this application further includes: a fuel injection quantity adjustment unit, used to increase the fuel injection quantity of the injector 104 when the airflow velocity is greater than a set velocity reference threshold.

[0053] In some embodiments, the data receiving unit is also used to receive the airflow pressure in the intake duct 102 collected by the operating parameter acquisition module 106; the fuel injection quantity adjustment unit is also used to reduce the fuel injection quantity of the fuel injector 104 when the airflow pressure is less than a set air pressure threshold.

[0054] In some embodiments, the on-board controller 101 is also communicatively connected to a temperature sensor disposed within the cylinder 105 of the engine. The data receiving unit is also used to receive the cylinder temperature collected by the temperature sensor; The apparatus provided in this application embodiment further includes: an oil film quantity determination unit, used to find the amount of oil film adhering to the wall surface of the intake manifold 102 from a preset first mapping relationship based on the average value of the in-cylinder temperature and the airflow velocity within a preset time period; and a fuel injection quantity adjustment unit, used to increase the fuel injection quantity of the injector 104 based on the amount of oil film on the wall surface of the intake manifold 102, wherein the increase in the fuel injection quantity of the injector 104 is positively correlated with the amount of oil film.

[0055] In some implementations, the threshold determination unit is specifically used to determine the engine's operating conditions based on the engine's operating parameters; and to search for a fluctuation reference threshold from a preset second mapping relationship based on the engine's operating conditions.

[0056] For example, the engine's operating conditions include at least one of cold start condition, idling condition, constant speed condition, rapid acceleration condition, and rapid deceleration condition. The actual air-fuel ratios corresponding to the cold start condition, idling condition, constant speed condition, rapid acceleration condition, and rapid deceleration condition are ordered from smallest to largest as follows: rapid acceleration condition, cold start condition, idling condition, constant speed condition, and rapid deceleration condition.

[0057] Figure 4 This is a structural schematic diagram of the vehicle provided in an embodiment of this application. Please refer to it. Figure 4At the hardware level, the vehicle includes a processor, and optionally also an internal bus, network interface, and memory. The memory may include RAM, such as high-speed random-access memory (RAM), or non-volatile memory, such as at least one disk drive. Of course, the vehicle may also include other hardware required for other business operations.

[0058] The processor, network interface, and memory can be interconnected via an internal bus, which can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc. This bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 4 The symbol is represented by a single double-headed arrow, but this does not mean that there is only one bus or one type of bus.

[0059] Memory is used to store programs. Specifically, programs may include program code, which includes computer operation instructions. Memory may include main memory and non-volatile memory, and provides instructions and data to the processor.

[0060] The processor reads the corresponding computer program from non-volatile memory into memory and then runs it, forming a fuel injection control device for the engine at the logical level. The processor executes the program stored in memory and performs the method provided in the above embodiments of this application.

[0061] The methods described in the embodiments of this application can be applied to a processor or implemented by a processor. The processor may be an integrated circuit chip with signal processing capabilities. During implementation, each step of the above method can be completed by integrated logic circuits in the processor's hardware or by instructions in software form. The processor can be a general-purpose processor, including a Central Processing Unit (CPU), a Network Processor (NP), etc.; it can also be a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field-Programmable Gate Array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this application can be directly manifested as execution by a hardware decoding processor, or execution by a combination of hardware and software modules in the decoding processor. The software module can reside in a mature storage medium in the field, such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, or registers. This storage medium is located in memory, and the processor reads information from the memory and, in conjunction with its hardware, completes the steps of the above method.

[0062] The vehicle can also perform Figure 2 The method, and implements a fuel injection control device for the engine in Figure 2 The functions of the embodiments shown are not described again in this application.

[0063] Of course, in addition to the software implementation, the vehicle in this application embodiment does not exclude other implementation methods, such as logic devices or a combination of software and hardware, etc. That is to say, the execution subject of the following processing flow is not limited to each logic unit, but can also be hardware or logic devices.

[0064] Furthermore, embodiments of this application also propose a storage medium that stores one or more programs, each program including instructions that, when executed by a vehicle comprising multiple applications, enable the vehicle to perform the methods provided in the above embodiments of this application. Specifically, computer-readable media, including both permanent and non-permanent, removable and non-removable media, can store information using any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0065] In addition, this application also provides a computer program product, including a computer program that, when run, causes a vehicle to perform the method provided in the above embodiments of this application.

[0066] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0067] In summary, the above descriptions are merely preferred embodiments of this application and are not intended to limit the scope of protection of this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A fuel injection control method for an engine, characterized in that, An on-board controller for a vehicle, wherein the on-board controller is communicatively connected to an airflow parameter acquisition module and a fuel injector respectively installed in the intake manifold of the vehicle's engine, and the on-board controller is also communicatively connected to an engine operating parameter acquisition module, the method comprising: Receives the airflow velocity within a preset time period collected by the airflow parameter acquisition module and the engine operating parameters collected by the operating parameter acquisition module; Based on the engine's operating parameters, a fluctuation reference threshold is determined, wherein the fluctuation reference threshold is positively correlated with the actual air-fuel ratio corresponding to the engine's operating parameters; The fluctuation value of the airflow velocity is determined based on the airflow velocity within the preset time period; If the fluctuation value of the airflow velocity is greater than the fluctuation reference threshold, the injector is controlled to perform a fuel atomization enhancement operation.

2. The method according to claim 1, characterized in that, The control of the injector to perform fuel atomization enhancement operation includes: The basic injection timing of the injector is advanced.

3. The method according to claim 2, characterized in that, The basic injection timing range is 0.1s-0.3s before the intake valve of the intake manifold opens, and the advanced basic injection timing range of the injector is 0.05s-0.09s before the intake valve of the intake manifold opens.

4. The method according to claim 1, characterized in that, The control of the injector to perform fuel atomization enhancement operation includes: Receive the airflow direction collected by the airflow parameter acquisition module; Control the injection angle of the injector and rotate it by a preset angle in the direction of the airflow.

5. The method according to claim 1, characterized in that, After receiving the airflow velocity within a preset time period collected by the operation parameter acquisition module, the method further includes: When the airflow velocity is greater than a set velocity reference threshold, the fuel injection quantity of the injector is increased.

6. The method according to claim 1, characterized in that, The method further includes: Receive the airflow pressure in the intake duct collected by the operating parameter acquisition module; If the airflow pressure is less than a set air pressure threshold, the fuel injection quantity of the injector is reduced.

7. The method according to claim 1, characterized in that, The on-board controller is also communicatively connected to a temperature sensor located inside the cylinder of the engine, and the method further includes: Receive the cylinder temperature collected by the temperature sensor; Based on the average value of the cylinder temperature and the airflow velocity over a preset time period, the amount of oil film adhering to the wall of the intake manifold is found from a preset first mapping relationship. The amount of fuel injected by the injector is increased based on the amount of oil film on the wall of the intake manifold, wherein the increase in the amount of fuel injected by the injector is positively correlated with the amount of oil film.

8. The method according to any one of claims 1-7, characterized in that, Determining the fluctuation reference threshold based on the engine's operating parameters includes: The operating conditions of the engine are determined based on its operating parameters. Based on the engine's operating conditions, a fluctuation reference threshold is found from a preset second mapping relationship.

9. The method according to claim 8, characterized in that, The engine's operating conditions include at least one of the following: cold start, idling, constant speed, rapid acceleration, and rapid deceleration. The actual air-fuel ratios corresponding to the rapid acceleration condition, the cold start condition, the idling condition, the constant speed condition, and the rapid deceleration condition are arranged in ascending order.

10. A vehicle comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it causes the vehicle to perform the method as described in any one of claims 1 to 9.

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