Carbon tank flushing control method and device, vehicle-mounted controller and vehicle

Abstract

The invention is suitable for the technical field of automobiles, and provides a carbon tank flushing control method and device, a vehicle-mounted controller and a vehicle. Determining the working condition of the engine based on the parameter information; if the working condition is the steady-state working condition, carbon tank washing operation is executed; and if the working condition is the dynamic working condition, the carbon tank washing operation is not executed. According to the method and the device, the carbon tank flushing operation is executed only when the engine works under the steady-state working condition, so that the determined carbon tank oil-gas concentration during carbon tank flushing is more accurate, and the problems of unstable idling and even flameout during flushing due to the fact that the wrong carbon tank oil-gas concentration, especially the virtually high carbon tank oil-gas concentration is obtained are solved. Meanwhile, the carbon tank flushing operation is not executed when the engine works under the dynamic working condition, the situation that the engine obtains the wrong carbon tank oil gas concentration under the dynamic working condition is avoided, and the problems of unstable idling and even flameout in the flushing process caused by the wrong carbon tank oil gas concentration are further avoided.

Description

Technical Field

[0001] The present application belongs to the field of automobile technology, and in particular relates to a carbon canister flushing control method, device, vehicle-mounted controller and vehicle. Background Art

[0002] At present, after the fuel of a vehicle evaporates in the fuel tank, the fuel vapor will accumulate in the fuel tank and increase the tank pressure. In order to solve this problem, the volatilized fuel vapor in the fuel tank will be introduced into a carbon canister with an adsorption function for storage. Later, when the carbon canister is flushed, the carbon canister will be flushed with fresh air from the external environment, and the flushed air and the desorbed fuel in the carbon canister will re-enter the engine to participate in combustion, thereby saving fuel and reducing the emission of fuel evaporation.

[0003] However, the prior art usually directly performs carbon canister flushing. Therefore, it can be seen that the prior art does not consider the carbon canister flushing comprehensively enough, which may easily lead to the problem of unstable idle speed or even flameout during carbon canister flushing. Summary of the invention

[0004] The embodiments of the present application provide a control method, device, on-board controller and vehicle for carbon canister flushing to solve the problem that the prior art does not take comprehensive considerations into account when flushing the carbon canister, which easily leads to idling instability or even flameout during carbon canister flushing.

[0005] In a first aspect, an embodiment of the present application provides a method for controlling carbon canister flushing, comprising:

[0006] Obtaining parameter information of the vehicle's engine;

[0007] determining the operating condition of the engine based on the parameter information;

[0008] If the working condition is a steady-state condition, the carbon canister flushing operation is performed;

[0009] If the working condition is a dynamic condition, the carbon canister flushing operation is not performed.

[0010] Optionally, determining the operating condition of the engine based on the parameter information includes:

[0011] Performing filtering processing on the parameter information to obtain target information;

[0012] If the difference between the parameter information and the target information meets the set condition, the working condition is determined to be the steady-state condition.

[0013] Optionally, the parameter information includes a current average indicated pressure and a current intake air volume; and filtering the parameter information to obtain the target information includes:

[0014] Performing a first-order delay filtering process on the current average indicated pressure based on a first filtering coefficient to obtain a target average indicated pressure;

[0015] Performing a first-order delay filtering process on the current intake air volume based on a second filtering coefficient to obtain a target intake air volume; the second filtering coefficient is different from the first filtering coefficient;

[0016] Correspondingly, if the difference between the parameter information and the target information meets the set condition, determining that the working condition is the steady-state condition includes:

[0017] If the absolute value of the first difference between the target average indicated pressure and the current average indicated pressure is less than a set threshold, and the absolute value of the second difference between the target intake volume and the current intake volume is within a set range, the operating condition is determined to be the steady-state condition.

[0018] Optionally, determining the operating condition of the engine based on the parameter information includes:

[0019] If the parameter information satisfies the steady-state condition, then after the target time, a correction coefficient within the set time is obtained; the correction coefficient refers to a control coefficient when proportional-integral-differential control is performed on the air-fuel ratio;

[0020] If the change range of the correction coefficient within the set time period is less than the set range, it is determined that the working condition is a steady-state condition.

[0021] Optionally, the target duration is determined according to the following method:

[0022] Obtaining an actual air-fuel ratio and a desired air-fuel ratio of the vehicle;

[0023] The target duration is determined based on a ratio between the actual air-fuel ratio and the expected air-fuel ratio; the target duration is negatively correlated with the ratio.

[0024] Optionally, the carbon canister flushing operation includes:

[0025] Controlling the carbon canister solenoid valve of the vehicle to be in a closed state;

[0026] Obtaining an actual air-fuel ratio and a desired air-fuel ratio of the vehicle;

[0027] Based on a proportional-integral-derivative control method, adjusting the actual air-fuel ratio to an air-fuel ratio range corresponding to the desired air-fuel ratio;

[0028] After the actual air-fuel ratio is within the air-fuel ratio range, the canister solenoid valve is opened to perform the canister flushing operation.

[0029] Optionally, the method further includes:

[0030] When performing the carbon canister flushing operation, obtaining the carbon canister oil and gas concentration and the target oil volume required by the engine;

[0031] Based on the carbon canister oil and gas concentration, calculating a first oil volume corresponding to the carbon canister oil and gas;

[0032] Calculating a second oil quantity corresponding to the fuel injector of the vehicle according to the target oil quantity and the first oil quantity;

[0033] The injector is controlled to perform injection based on the second oil amount so that the engine operates at the target oil amount.

[0034] In a second aspect, an embodiment of the present application provides a control device for flushing a carbon canister, comprising:

[0035] A first acquisition unit, used to acquire parameter information of an engine of a vehicle;

[0036] A first operating condition determination unit, configured to determine an operating condition of the engine based on the parameter information;

[0037] an execution unit, configured to execute a carbon canister flushing operation if the working condition is a steady-state condition;

[0038] The stopping unit is used for not performing the carbon canister flushing operation if the working condition is a dynamic condition.

[0039] In a third aspect, an embodiment of the present application provides a vehicle-mounted controller, comprising: 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, a control method for flushing a carbon canister as described in any one of the first aspects above is implemented.

[0040] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the control method for flushing the carbon canister as described in any one of the first aspects above is implemented.

[0041] In a fifth aspect, an embodiment of the present application provides a computer program product. When the computer program product is run on a vehicle-mounted controller, the vehicle-mounted controller can execute the carbon canister flushing control method described in any one of the first aspects above.

[0042] In a sixth aspect, an embodiment of the present application provides a vehicle, comprising an on-board controller, wherein the on-board controller is used to execute the control method for flushing the carbon canister as described in any one of the first aspects.

[0043] Compared with the prior art, the embodiments of the present invention have the following beneficial effects:

[0044] The embodiment of the present application provides a control method for carbon canister flushing, which obtains the parameter information of the vehicle's engine; determines the working condition of the engine based on the parameter information; if the working condition is a steady-state condition, the carbon canister flushing operation is performed; if the working condition is a dynamic condition, the carbon canister flushing operation is not performed. Compared with the prior art, on the one hand, the present application performs the carbon canister flushing operation only when the engine is working in a steady-state condition, so that the carbon canister oil and gas concentration determined during the carbon canister flushing is more accurate, thereby solving the problem of unstable idle speed or even flameout during flushing due to obtaining the wrong carbon canister oil and gas concentration, especially the falsely high carbon canister oil and gas concentration. At the same time, the carbon canister oil and gas concentration determined during the carbon canister flushing is more accurate, and it also avoids the lean air-fuel ratio after combustion caused by insufficient total fuel supply of the engine, unstable idle speed, and even unstable engine combustion due to insufficient fuel. On the other hand, the present application does not perform the carbon canister flushing operation when the engine is operating under dynamic conditions, thereby avoiding obtaining an incorrect carbon canister oil and gas concentration under dynamic conditions, and further avoiding the problem of unstable idling or even flameout during flushing due to an incorrect carbon canister oil and gas concentration. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0046] Figure 1 is a flow chart of a method for controlling carbon canister flushing provided in one embodiment of the present application;

[0047] Figure 2 is a flow chart of a method for controlling carbon canister flushing provided by another embodiment of the present application;

[0048] Figure 3 is a flow chart of a method for controlling carbon canister flushing provided in yet another embodiment of the present application;

[0049] Figure 4 is a flow chart of a method for controlling carbon canister flushing provided by another embodiment of the present application;

[0050] Figure 5 is a flow chart of a method for controlling carbon canister flushing provided by another embodiment of the present application;

[0051] Figure 6 It is a structural schematic diagram of a carbon canister flushing control device provided in one embodiment of the present application;

[0052] Figure 7It is a structural diagram of a vehicle-mounted controller provided in one embodiment of the present application. DETAILED DESCRIPTION

[0053] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0054] It should be understood that when used in the present specification and the appended claims, the term "comprising" indicates the presence of described features, wholes, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, wholes, steps, operations, elements, components and / or combinations thereof.

[0055] It should also be understood that the term “and / or” used in the specification and appended claims refers to any and all possible combinations of one or more of the associated listed items, and includes these combinations.

[0056] As used in the specification and appended claims of this application, the term "if" can be interpreted as "when" or "uponce" or "in response to determining" or "in response to detecting", depending on the context. Similarly, the phrase "if it is determined" or "if [described condition or event] is detected" can be interpreted as meaning "uponce it is determined" or "in response to determining" or "uponce [described condition or event] is detected" or "in response to detecting [described condition or event]", depending on the context.

[0057] In addition, in the description of the present application specification and the appended claims, the terms "first", "second", "third", etc. are only used to distinguish the descriptions and cannot be understood as indicating or implying relative importance.

[0058] References to "one embodiment" or "some embodiments" etc. described in the specification of this application mean that one or more embodiments of the present application include specific features, structures or characteristics described in conjunction with the embodiment. Therefore, the statements "in one embodiment", "in some embodiments", "in some other embodiments", "in some other embodiments", etc. that appear in different places in this specification do not necessarily refer to the same embodiment, but mean "one or more but not all embodiments", unless otherwise specifically emphasized in other ways. The terms "including", "comprising", "having" and their variations all mean "including but not limited to", unless otherwise specifically emphasized in other ways.

[0059] At present, after the fuel of a vehicle evaporates in the fuel tank, the fuel vapor will accumulate in the fuel tank and increase the tank pressure. In order to solve this problem, the volatilized fuel vapor in the fuel tank will be introduced into a carbon canister with an adsorption function for storage. Later, when the carbon canister is flushed, the carbon canister will be flushed with fresh air from the external environment, and the flushed air and the desorbed fuel in the carbon canister will re-enter the engine to participate in combustion, thereby saving fuel and reducing the emission of fuel evaporation.

[0060] However, when the carbon canister is flushed under the dynamic working condition of the engine, the oil and gas concentration determined by the prior art may be wrong. If the oil and gas concentration of the carbon canister is too high, too little oil will be injected during the carbon canister flushing under the idling and low load working condition, resulting in unstable idling or even stalling, and affecting the flushing volume; if the oil and gas concentration of the carbon canister is too low, the mixture will be too rich under the low load working condition of the engine.

[0061] Specifically, when the carbon canister flushing is activated, the total required oil volume of the engine consists of two parts, one part comes from the injection from the injector, and the other part comes from the carbon canister oil and gas. The amount of oil in the carbon canister oil and gas is calculated by the concentration of the carbon canister oil and gas, and the concentration of the carbon canister oil and gas is learned by the engine ECU through proportional integral differential control. The higher the concentration of the carbon canister oil and gas learned by the engine ECU, the more oil the engine ECU will think that the carbon canister oil and gas can provide. If the total required oil volume is certain, the amount of oil allocated to the injector for injection will be reduced. If the learned carbon canister oil and gas concentration is too high, the actual total oil volume is insufficient, the air-fuel ratio after combustion is lean, the idle speed will be unstable or even unable to maintain stable combustion due to insufficient fuel, resulting in unstable idle speed or even inability to maintain.

[0062] Based on this, the present application proposes a control method for carbon canister flushing to avoid the problem of unstable idling or even flameout of the engine during carbon canister flushing.

[0063] See also Figure 1 , Figure 1 This is a flow chart of a method for controlling carbon canister flushing provided in an embodiment of the present application. In the embodiment of the present application, the executor of the method for controlling carbon canister flushing is a vehicle-mounted controller, wherein the vehicle-mounted controller may be an electronic control unit.

[0064] In practical applications, the Electronic Control Unit (ECU) is also called a driving computer or an onboard computer. The ECU is equivalent to the brain of the car, responsible for controlling various functions and systems of the car. The ECU collects sensor signals, performs calculations, and then issues control instructions to direct the actuators to work. Its main functions include controlling the engine's fuel injection amount, ignition timing, variable valve timing, etc., to ensure efficient and stable operation of the engine.

[0065] like Figure 1 As shown, the control method for carbon canister flushing provided by an embodiment of the present application may include S101 to S104, which are described in detail as follows:

[0066] In S101 , parameter information of an engine of a vehicle is acquired.

[0067] In actual applications, when relevant personnel need to perform a carbon canister flushing operation on a vehicle, a carbon canister flushing request can be sent to the on-board controller.

[0068] In the embodiment of the present application, the vehicle controller detects the carbon canister flushing request as follows: a preset operation for the vehicle is detected. The preset operation can be set according to actual needs and is not limited here. Exemplarily, the preset operation may include: clicking a preset control on the vehicle. Based on this, when the vehicle controller detects that the preset control on the vehicle is clicked, it indicates that the preset operation is detected, that is, the carbon canister flushing request is detected.

[0069] Since the carbon canister oil and gas concentration obtained at this stage is inaccurate when the carbon canister is flushed under dynamic conditions, it is easy to cause the engine idling to be unstable or even stall when the carbon canister is flushed at idle and low load. Therefore, in the embodiment of the present application, after detecting the above-mentioned carbon canister flushing request, the on-board controller needs to obtain the parameter information of the vehicle's engine to determine the operating condition of the engine.

[0070] The dynamic operating condition is used to describe the operating condition where the engine load is changing, for example, when the driver steps on the accelerator pedal, the required torque changes from small to large, or when the driver releases the accelerator pedal, the torque changes from large to small.

[0071] In the embodiment of the present application, the parameter information includes but is not limited to: the average indicated pressure of the engine, the intake volume, the intake pressure, the relative charge volume and the exhaust volume, etc.

[0072] In practical applications, the indicated mean pressure (Pmi) is the indicated work done by the engine's unit cylinder volume in one cycle. It reflects the degree of utilization of the engine's cylinder volume. The higher the Pmi, the better the engine's working cycle is and the higher the utilization of the cylinder volume.

[0073] Relative charge volume refers to the amount of air that actually enters the cylinder during the engine's intake process. It is usually expressed as the relative intake volume per stroke and can also be called charge efficiency.

[0074] In S102, the operating condition of the engine is determined based on the parameter information.

[0075] In an embodiment of the present application, after obtaining the parameter information of the engine, the on-board controller can determine the operating condition of the engine based on the parameter information.

[0076] The operating conditions of the engine include, but are not limited to, steady-state conditions and dynamic conditions.

[0077] The steady-state condition is used to describe that the difference between the actual air-fuel ratio of the vehicle and the expected air-fuel ratio is less than the set difference, that is, the fuel closed-loop control of the vehicle has been learned to be stable. Among them, the expected air-fuel ratio and the set difference can be determined according to actual needs and are not limited here.

[0078] It should be noted that the above-mentioned fuel closed-loop control specifically refers to the on-board controller performing proportional-integral-derivative control (PID control) according to the air-fuel ratio actually measured by the vehicle's oxygen sensor and the desired air-fuel ratio, so that the measured air-fuel ratio reaches the desired air-fuel ratio.

[0079] In one embodiment of the present application, the vehicle-mounted controller may obtain expected information corresponding to the parameter information, and compare the parameter information with the corresponding expected information.

[0080] In this embodiment, when the on-board controller detects that the difference between the parameter information and the expected information is less than or equal to the set difference, it can determine that the engine is in a steady-state operating condition.

[0081] When the on-board controller detects that the difference between the parameter information and the expected information is greater than the set difference, it can be determined that the engine is in a dynamic operating condition.

[0082] In one embodiment of the present application, in order to improve the accuracy of determining the working condition of the engine, the vehicle controller can specifically Figure 2 Steps S201 to S202 shown determine the working conditions of the engine, as described in detail below:

[0083] In S201, the parameter information is filtered to obtain target information.

[0084] In this embodiment, in order to clarify whether the air-fuel ratio of the vehicle changes dramatically at this time and to determine whether the engine is in a steady-state condition, the vehicle controller can filter the acquired parameter information to obtain target information corresponding to the parameter information.

[0085] In some possible embodiments, the above filtering processing method may be: first-order delay filtering, that is, first-order lag filtering.

[0086] In this embodiment, after obtaining the parameter information and the corresponding target information, the vehicle controller can determine the difference between the parameter information and the corresponding target information, and detect whether the difference meets the set condition. The set condition can be determined according to actual needs and is not limited here.

[0087] Exemplarily, the setting condition may be: the absolute value of the difference between the parameter information and the target information is less than a set threshold value. The set threshold value may be determined according to actual needs and is not limited here.

[0088] The setting condition may also be: the absolute value of the difference between the parameter information and the target information is within a setting range, wherein the setting range may be determined according to actual needs and is not limited here.

[0089] In one embodiment of the present application, when the vehicle-mounted controller detects that the difference between the parameter information and the target information meets the set condition, step S202 may be executed.

[0090] In another embodiment of the present application, when the vehicle-mounted controller detects that the difference between the parameter information and the target information does not meet the set conditions, it means that the air-fuel ratio of the vehicle changes dramatically and the engine is not operating in a steady state. Therefore, the vehicle-mounted controller can determine that the engine is in a dynamic operating condition.

[0091] In other embodiments, since different parameter information corresponds to different filtering coefficients, in order to improve the filtering accuracy and filtering success rate, when the parameter information includes the current average indicated pressure and the current intake volume, the vehicle controller can specifically implement step S201 according to the following steps, which are described in detail as follows:

[0092] Performing a first-order delay filtering process on the current average indicated pressure based on a first filtering coefficient to obtain a target average indicated pressure;

[0093] The current intake air amount is subjected to a first-order delay filtering process based on a second filtering coefficient to obtain a target intake air amount; the second filtering coefficient is different from the first filtering coefficient.

[0094] It should be noted that the above current average indicated pressure specifically refers to the average indicated pressure obtained by the engine controller within a control cycle period. Among them, a control cycle period can be determined according to actual needs, and is not limited here. For example, a control cycle period can be determined as 10ms.

[0095] The above-mentioned current intake air volume specifically refers to the intake air volume obtained by the engine controller within a control cycle.

[0096] In this embodiment, the vehicle controller can perform a first-order delay filtering process on the current average indicated pressure based on the first filter coefficient to obtain the target average indicated pressure, and perform a first-order delay filtering process on the current intake volume based on the second filter coefficient to obtain the target intake volume. The first filter coefficient and the second filter coefficient can be determined according to actual needs and are not limited here.

[0097] It should be noted that the second filter coefficient is different from the first filter coefficient.

[0098] In this embodiment, after obtaining the target average indicated pressure and the target air intake volume, the onboard controller can calculate a first difference between the target average indicated pressure and the current average indicated pressure, and calculate a second difference between the target air intake volume and the current air intake volume. Afterwards, the onboard controller can detect whether the absolute value of the first difference is less than a set threshold, and detect whether the absolute value of the second difference is within a set range.

[0099] In S202, if the difference between the parameter information and the target information meets the set condition, it is determined that the working condition is the steady-state condition.

[0100] In this embodiment, when the vehicle-mounted controller detects that the difference between the parameter information and the target information meets the set conditions, it indicates that the air-fuel ratio of the vehicle is not changing drastically and the engine is operating in a steady state. Therefore, the vehicle-mounted controller can determine that the engine is in a steady-state operating condition.

[0101] In one embodiment of the present application, in combination with S201, when the parameter information includes the current indicated average pressure and the current intake air volume, in order to further improve the accuracy of determining whether the engine is in a steady-state operating condition, the vehicle controller can specifically perform the following steps, which are described in detail as follows:

[0102] If the absolute value of the first difference between the target average indicated pressure and the current average indicated pressure is less than a set threshold, and the absolute value of the second difference between the target intake volume and the current intake volume is within a set range, the operating condition is determined to be the steady-state condition.

[0103] In this embodiment, when the vehicle-mounted controller detects that the absolute value of the above-mentioned first difference is less than the set threshold value and the absolute value of the above-mentioned second difference is within the set range, it can be determined that the air-fuel ratio of the vehicle does not change drastically at this time and the engine is operating in a steady state. Therefore, the vehicle-mounted controller can determine that the engine is in a steady-state operating condition.

[0104] In another embodiment of the present application, when the vehicle-mounted controller detects that the absolute value of the above-mentioned first difference is greater than or equal to the set threshold, or the absolute value of the above-mentioned second difference is not within the set range, it indicates that the air-fuel ratio of the vehicle changes dramatically at this time and the engine is not operating in a steady state. Therefore, the vehicle-mounted controller can determine that the engine is in a dynamic operating condition.

[0105] In S103, if the operating condition is a steady-state condition, the carbon canister flushing operation is performed.

[0106] In the embodiment of the present application, when the on-board controller detects that the engine is in a steady-state operating condition, it indicates that the carbon canister is flushed at this time. The on-board controller can learn the accurate carbon canister oil and gas concentration based on the fuel closed-loop control. Therefore, at this time, the on-board controller can perform the carbon canister flushing operation.

[0107] It should be noted that the above process of learning the carbon canister gas concentration according to the fuel closed-loop control includes an upward learning process and a downward learning process. Among them, upward learning specifically refers to the carbon canister gas concentration gradually increasing, and downward learning specifically refers to the carbon canister gas concentration gradually decreasing.

[0108] The specific process of upward learning is as follows: the carbon canister flushing starts (the carbon canister solenoid valve opens), the air-fuel ratio measured by the vehicle's oxygen sensor is rich (less than the target air-fuel ratio). At this time, the on-board controller determines that the richness is caused by the carbon canister oil and gas being higher than the current oil and gas concentration. Therefore, the carbon canister oil and gas concentration begins to learn upward (Note: the total intake volume is known, the target air-fuel ratio is known, the total oil volume = injection volume + carbon canister oil and gas volume. If the actual air-fuel ratio is richer than the target air-fuel ratio during flushing, it is judged that the carbon canister oil and gas provides an amount of oil that exceeds the current concentration calculation. Therefore, the actual concentration needs to become larger, that is, learning upward, so the oil and gas demand can be reduced to reduce the total oil volume so that the actual air-fuel ratio gradually approaches the target).

[0109] The specific process of downward learning is as follows: the carbon canister flushing starts (the carbon canister solenoid valve opens), the air-fuel ratio measured by the vehicle's oxygen sensor is lean (greater than the target air-fuel ratio). At this time, the on-board controller determines that the leanness is caused by the carbon canister oil and gas being less than the current oil and gas concentration. Therefore, the carbon canister oil and gas concentration begins to learn downward (Note: the total intake volume is known, the target air-fuel ratio is known, the total oil volume = injection volume + carbon canister oil and gas volume. If the actual air-fuel is leaner than the target air-fuel ratio during flushing, it is judged that the carbon canister oil and gas provides less oil than the current concentration calculation. Therefore, the actual concentration needs to become smaller, that is, to learn downward. Then, the oil and gas demand can be increased to increase the total oil volume so that the actual air-fuel ratio gradually approaches the target).

[0110] In one embodiment of the present application, in order to further improve the success rate of the carbon canister flushing operation, the vehicle controller can be specifically as follows: Figure 3 The steps S301 to S304 shown perform the carbon canister flushing operation, which are described in detail as follows:

[0111] In S301, the canister solenoid valve of the vehicle is controlled to be in a closed state.

[0112] In S302, the actual air-fuel ratio and the expected air-fuel ratio of the vehicle are obtained.

[0113] In S303, based on the proportional-integral-derivative control method, the actual air-fuel ratio is adjusted to an air-fuel ratio range corresponding to the desired air-fuel ratio.

[0114] In S304, after the actual air-fuel ratio is within the air-fuel ratio range, the canister solenoid valve is opened to perform the canister flushing operation.

[0115] In this embodiment, after the vehicle controller determines that the engine is in a steady-state condition, in order to further ensure that the accurate carbon canister oil and gas concentration can be learned through the fuel closed-loop control, the vehicle controller can control the vehicle's carbon canister solenoid valve to continue to be in a closed state, so that the vehicle controller can subsequently learn through the fuel closed-loop control under this condition, and can adjust the actual air-fuel ratio of the engine under various working conditions to the air-fuel ratio range corresponding to the expected air-fuel ratio. The actual air-fuel ratio specifically refers to the air-fuel ratio measured by the oxygen sensor.

[0116] The lower limit of the above air-fuel ratio range = the expected air-fuel ratio - the variation range, and the upper limit of the above air-fuel ratio range = the expected air-fuel ratio + the variation range. The variation range can be determined according to actual needs and is not limited here. For example, the variation range can be 10%.

[0117] Afterwards, the on-board controller can adjust the actual air-fuel ratio to an air-fuel ratio range corresponding to the desired air-fuel ratio based on the proportional-integral-derivative control method.

[0118] In this embodiment, after the actual air-fuel ratio is adjusted to the air-fuel ratio range corresponding to the desired air-fuel ratio, when the carbon canister solenoid valve is opened to flush the carbon canister, the on-board controller can learn the accurate carbon canister oil and gas concentration. Therefore, at this time, the on-board controller can open the carbon canister solenoid valve to perform the carbon canister flushing operation.

[0119] It should be noted that after the on-board controller learns the accurate carbon canister oil and gas concentration, when the engine is operating in low-load conditions such as idling, the amount of oil from the carbon canister oil and gas can be accurately calculated, so that the total injection amount meets the engine's required oil amount, and the exhaust air-fuel ratio after combustion is close to the target air-fuel ratio, so that the engine can operate stably.

[0120] In S104, if the operating condition is a dynamic condition, the carbon canister flushing operation is not performed.

[0121] It should be noted that when the carbon canister is flushed under dynamic conditions, the fuel closed-loop control usually cannot achieve the state where the actual air-fuel ratio and the target air-fuel ratio are consistent. If the carbon canister is flushed at this time, the on-board controller will determine that the deviation between the actual air-fuel ratio and the target air-fuel ratio is caused by the carbon canister oil and gas. At this time, the on-board controller learns the carbon canister oil and gas concentration, and may learn a carbon canister concentration that deviates from the true value. If it is always learned under this condition, it may cause the carbon canister oil and gas concentration to deviate from the true value. In other words, the on-board controller will learn a more wrong carbon canister oil and gas concentration, which may easily cause the engine to idle unstable or even stall. Even if the engine works to the idle condition at this time, and the vehicle is a hybrid model, and the vehicle's power is high at this time, the idle engine load will be very small, and the anti-interference ability will be very weak. At this time, if the carbon canister is flushed, the on-board controller will control the injection. Too much or too little injection will cause the air-fuel ratio after combustion to be too lean or too rich. Especially when it is too lean, it will cause the engine speed to be unstable or even unable to maintain operation and stall.

[0122] Therefore, in the embodiment of the present application, when the vehicle-mounted controller detects that the engine is in a dynamic operating condition, it can output a prompt message to remind relevant personnel that the vehicle cannot perform the carbon canister flushing at this time, and does not perform the carbon canister flushing operation on the vehicle.

[0123] From the above, it can be seen that a control method for carbon canister flushing provided in an embodiment of the present application obtains parameter information of the vehicle's engine; determines the engine's working condition based on the parameter information; if the working condition is a steady-state condition, the carbon canister flushing operation is performed; if the working condition is a dynamic condition, the carbon canister flushing operation is not performed. Compared with the prior art, on the one hand, the present application performs the carbon canister flushing operation only when the engine is working in a steady-state condition, so that the carbon canister oil and gas concentration determined during carbon canister flushing is more accurate, thereby solving the problem of unstable idle speed or even flameout during flushing due to obtaining an erroneous carbon canister oil and gas concentration, especially a falsely high carbon canister oil and gas concentration. At the same time, the carbon canister oil and gas concentration determined during carbon canister flushing is more accurate, and it also avoids the lean air-fuel ratio after combustion caused by insufficient total fuel supply of the engine, unstable idle speed, and even unstable engine combustion due to insufficient fuel. On the other hand, the present application does not perform the carbon canister flushing operation when the engine is operating under dynamic conditions, thereby avoiding obtaining an incorrect carbon canister oil and gas concentration under dynamic conditions, and further avoiding the problem of unstable idling or even flameout during flushing due to an incorrect carbon canister oil and gas concentration.

[0124] See also Figure 4 , Figure 4 FIG. 1 is a flowchart of a control method for flushing a carbon canister provided in another embodiment of the present invention. Figure 1 Corresponding to the embodiment, the carbon canister flushing control method of this embodiment may also include S401 to S402, which are described in detail as follows:

[0125] In S401, if the parameter information meets the steady-state condition, then after the target time, a correction coefficient within the set time is obtained; the correction coefficient refers to the control coefficient when the proportional-integral-differential control is performed on the air-fuel ratio.

[0126] In this embodiment, the parameter information satisfying the steady-state condition specifically means that the difference between the parameter information and its corresponding target information meets the set condition.

[0127] It should be noted that the difference between the above parameter information and its corresponding target information meets the process of setting conditions and Figure 2 Steps S201 to S202 in the corresponding embodiments are the same. Please refer to the relevant descriptions in steps S201 to S202 for details, which will not be repeated here.

[0128] In one embodiment of the present application, the target duration may be determined according to the following steps, which are described in detail as follows:

[0129] Obtaining an actual air-fuel ratio and a desired air-fuel ratio of the vehicle;

[0130] The target duration is determined based on a ratio between the actual air-fuel ratio and the expected air-fuel ratio; the target duration is negatively correlated with the ratio.

[0131] In this embodiment, the vehicle-mounted controller can obtain the actual air-fuel ratio of the vehicle in real time through the vehicle's oxygen sensor that is wirelessly connected to it.

[0132] After obtaining the actual air-fuel ratio and the expected air-fuel ratio, the on-board controller can determine the target duration according to the ratio between the actual air-fuel ratio and the expected air-fuel ratio, wherein the target duration is negatively correlated with the ratio.

[0133] It should be noted that the larger the above ratio is, the shorter the target duration is, and the smaller the above ratio is, the longer the target duration is.

[0134] In this embodiment, after the vehicle controller detects that the engine parameter information meets the steady-state condition, since the actual air-fuel ratio of the vehicle is delayed, the vehicle needs to meet a delay time condition to accurately determine whether the engine is in a steady-state condition. Based on this, the vehicle controller needs to wait for the target time.

[0135] After the target time, in order to accurately determine whether the engine is in a steady-state condition, the vehicle controller can obtain a correction coefficient within a set time. The set time can be determined according to actual needs and is not limited here. For example, the set time can be a unit time, that is, 1s.

[0136] It should be noted that the correction coefficient refers to the control coefficient when the air-fuel ratio is subjected to proportional-integral-differential control, that is, the coefficient corresponding to the fuel closed-loop control.

[0137] In this embodiment, the vehicle-mounted controller can calculate the variation range of the correction coefficient within a set time period.

[0138] Specifically, the vehicle controller can construct a coefficient curve based on the correction coefficient at each moment within the set time length. Afterwards, the vehicle controller can take any two points in the coefficient curve to calculate the slope corresponding to the coefficient curve, and determine the slope as the change range of the correction coefficient within the set time length.

[0139] Afterwards, the vehicle controller may compare the change amplitude with a set amplitude, wherein the set amplitude may be determined according to actual needs and is not limited here. For example, the set amplitude may be 0.05.

[0140] In one embodiment of the present application, when the vehicle controller detects that the change amplitude of the correction coefficient within a set time period is less than a set amplitude, step S402 may be executed.

[0141] In another embodiment of the present application, when the vehicle-mounted controller detects that the change amplitude of the correction coefficient within a set time period is greater than or equal to the set amplitude, it indicates that the change amplitude of the correction coefficient is large, that is, the change of the correction coefficient is large. Therefore, the vehicle-mounted controller can determine that the engine has not reached a stable state, that is, the engine is not in a steady-state operating condition.

[0142] In S402, if the change range of the correction coefficient within the set time period is less than the set range, it is determined that the working condition is a steady-state condition.

[0143] In this embodiment, when the vehicle-mounted controller detects that the change amplitude of the correction coefficient within the set time period is less than the set amplitude, it means that the change amplitude of the correction coefficient is small, that is, the change of the correction coefficient is small. Therefore, the vehicle-mounted controller can determine that the engine has reached a stable state, that is, the engine is in a steady-state operating condition.

[0144] From the above, it can be seen that the control method for carbon canister flushing provided in this embodiment can obtain a correction coefficient within a certain time length after a target time length after the parameter information of the engine meets the steady-state condition, and judge again whether the engine is indeed in a steady-state condition based on the correction coefficient, thereby further improving the accuracy of judging whether the engine is in a steady-state condition.

[0145] See also Figure 5 , Figure 5 FIG. 1 is a flowchart of a control method for flushing a carbon canister provided in another embodiment of the present application. Figure 1Corresponding to the embodiment, the carbon canister flushing control method of this embodiment may also include S501 to S504, which are described in detail as follows:

[0146] In S501, when the carbon canister flushing operation is performed, the carbon canister oil and gas concentration and the target oil amount required by the engine are obtained.

[0147] In this embodiment, when the vehicle-mounted controller performs the carbon canister flushing operation, the carbon canister is flushed with fresh air from the external environment, and the flushed air and the desorbed fuel in the carbon canister can re-enter the engine to participate in combustion. That is to say, the total required oil volume of the engine at this time is composed of two parts, one part comes from the vehicle's injector injection, and the other part comes from the carbon canister oil and gas. The oil volume in the carbon canister oil and gas is calculated by the carbon canister oil and gas concentration. Therefore, in this embodiment, in order to ensure that the engine works stably at the required required oil volume, the vehicle-mounted controller can obtain the carbon canister oil and gas concentration and the target oil volume required by the engine.

[0148] In practical applications, the target oil volume required by the engine is usually fixed.

[0149] In S502, based on the carbon canister oil and gas concentration, a first oil amount corresponding to the carbon canister oil and gas is calculated.

[0150] In the present embodiment, since the carbon canister is flushed when the engine is in a steady-state condition, that is, the carbon canister oil and gas concentration obtained at this time is accurate, therefore, the on-board controller can calculate the accurate first oil volume corresponding to the carbon canister oil and gas based on the obtained carbon canister oil and gas concentration, that is, the oil volume provided by the carbon canister oil and gas to the engine.

[0151] In S503, a second oil quantity corresponding to the fuel injector of the vehicle is calculated based on the target oil quantity and the first oil quantity.

[0152] In S504, the injector is controlled to perform injection based on the second oil amount, so that the engine operates at the target oil amount.

[0153] In this embodiment, after the vehicle-mounted controller calculates the accurate first oil quantity, it can accurately calculate the second oil quantity required to be injected by the vehicle's injector according to the target oil quantity and the first oil quantity.

[0154] The second oil amount=target oil amount-first oil amount.

[0155] Afterwards, the on-board controller can control the injector to spray based on the above-mentioned second oil amount, so that the engine can operate stably at the target oil amount.

[0156] From the above, it can be seen that the control method for carbon canister flushing provided in the present embodiment performs the carbon canister flushing operation when the engine is operating in a steady-state condition, so that the carbon canister oil and gas concentration determined during the carbon canister flushing is more accurate. Therefore, a more accurate oil amount corresponding to the carbon canister oil and gas can be calculated, so as to accurately determine the oil amount required to be injected by the injector, so that the engine can operate at the actual required target oil amount, thereby avoiding the lean air-fuel ratio after combustion and unstable idle speed caused by insufficient total fuel supply of the engine, and avoiding unstable engine combustion due to insufficient fuel.

[0157] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0158] Corresponding to the control method for flushing a carbon canister described in the above embodiment, Figure 6 The schematic diagram of the structure of a carbon canister flushing control device provided by an embodiment of the present application is shown. For the convenience of explanation, only the part related to the embodiment of the present application is shown. Figure 6 The carbon canister flushing control device 600 includes: a first acquisition unit 61, a first operating condition determination unit 62, an execution unit 63 and a stop unit 64. Among them:

[0159] The first acquisition unit 61 is used to acquire parameter information of the engine of the vehicle.

[0160] The first operating condition determination unit 62 is used to determine the operating condition of the engine based on the parameter information.

[0161] The execution unit 63 is used to execute the carbon canister flushing operation if the working condition is a steady-state condition.

[0162] The stopping unit 64 is used for not performing the carbon canister flushing operation if the working condition is a dynamic condition.

[0163] In one embodiment of the present application, the first operating condition determination unit 62 specifically includes: a first processing unit and a second operating condition determination unit.

[0164] The first processing unit is used to filter the parameter information to obtain target information.

[0165] The second operating condition determination unit is used to determine that the operating condition is the steady-state condition if the difference between the parameter information and the target information meets a set condition.

[0166] In one embodiment of the present application, the parameter information includes the current average indicated pressure and the current intake air volume; the first processing unit specifically includes: a second processing unit and a third processing unit; correspondingly, the second operating condition determination unit specifically includes: a third operating condition determination unit. Wherein:

[0167] The second processing unit is used to perform a first-order delay filtering process on the current average indicated pressure based on the first filtering coefficient to obtain a target average indicated pressure.

[0168] The third processing unit is used to perform a first-order delay filtering process on the current intake air volume based on a second filtering coefficient to obtain a target intake air volume; the second filtering coefficient is different from the first filtering coefficient.

[0169] The third operating condition determination unit is used to determine that the operating condition is the steady-state condition if the absolute value of the first difference between the target average indicated pressure and the current average indicated pressure is less than a set threshold, and the absolute value of the second difference between the target intake volume and the current intake volume is within a set range.

[0170] In one embodiment of the present application, the first operating condition determination unit 62 specifically includes: a second acquisition unit and a fourth operating condition determination unit.

[0171] The second acquisition unit is used to acquire a correction coefficient within a set time length after a target time length if the parameter information meets a steady-state condition; the correction coefficient refers to a control coefficient when proportional-integral-differential control is performed on the air-fuel ratio.

[0172] The fourth operating condition determination unit is used to determine that the operating condition is a steady-state condition if the change amplitude of the correction coefficient within the set time period is less than a set amplitude.

[0173] In one embodiment of the present application, the control device 600 for carbon canister flushing further includes: a third acquisition unit and a duration determination unit.

[0174] The third acquisition unit is used to acquire an actual air-fuel ratio and a desired air-fuel ratio of the vehicle.

[0175] The duration determination unit is used to determine the target duration based on a ratio between the actual air-fuel ratio and the expected air-fuel ratio; the target duration is negatively correlated with the ratio.

[0176] In one embodiment of the present application, the execution unit 63 specifically includes: a first control unit, a fourth acquisition unit, an adjustment unit and an opening unit.

[0177] The first control unit is used to control the carbon canister solenoid valve of the vehicle to be in a closed state.

[0178] The fourth acquisition unit is used to acquire an actual air-fuel ratio and a desired air-fuel ratio of the vehicle.

[0179] The adjustment unit is used to adjust the actual air-fuel ratio to an air-fuel ratio range corresponding to the desired air-fuel ratio based on a proportional-integral-derivative control method.

[0180] The opening unit is used for opening the carbon canister solenoid valve after the actual air-fuel ratio is within the air-fuel ratio range, so as to perform the carbon canister flushing operation.

[0181] In one embodiment of the present application, the carbon canister flushing control device 600 further includes: a fifth acquisition unit, a first calculation unit, a second calculation unit and a second control unit.

[0182] The fifth acquisition unit is used to acquire the carbon canister oil and gas concentration and the target oil amount required by the engine when performing the carbon canister flushing operation.

[0183] The first calculation unit is used for calculating a first oil volume corresponding to the oil and gas in the carbon canister based on the oil and gas concentration in the carbon canister.

[0184] The second calculation unit is used to calculate a second oil quantity corresponding to the fuel injector of the vehicle according to the target oil quantity and the first oil quantity.

[0185] The second control unit is used to control the injector to inject based on the second oil amount, so that the engine works at the target oil amount.

[0186] It should be noted that the information interaction, execution process, etc. between the above-mentioned devices / units are based on the same concept as the method embodiment of the present application. Their specific functions and technical effects can be found in the method embodiment part and will not be repeated here.

[0187] The technicians in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example for illustration. In practical applications, the above-mentioned function allocation can be completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiment can be integrated in a processing unit, or each unit can exist physically separately, or two or more units can be integrated in one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of this application. The specific working process of the units and modules in the above-mentioned system can refer to the corresponding process in the aforementioned method embodiment, which will not be repeated here.

[0188] Figure 7 This is a schematic diagram of the structure of a vehicle controller provided in one embodiment of the present application. Figure 7 As shown, the vehicle-mounted controller 7 of this embodiment includes: at least one processor 70 ( Figure 7 Only one is shown), a memory 71, and a computer program 72 stored in the memory 71 and executable on the at least one processor 70, wherein the processor 70 implements the steps of any of the above-mentioned carbon canister flushing control method embodiments when executing the computer program 72.

[0189] The vehicle-mounted controller may include, but is not limited to, a processor 70 and a memory 71. Those skilled in the art will appreciate that Figure 7 It is only an example of the vehicle-mounted controller 7 and does not constitute a limitation of the vehicle-mounted controller 7. It may include more or fewer components than shown in the figure, or a combination of certain components, or different components, for example, it may also include input and output devices, network access devices, etc.

[0190] The processor 70 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc.

[0191] In some embodiments, the memory 71 may be an internal storage unit of the vehicle controller 7, such as the memory of the vehicle controller 7. In other embodiments, the memory 71 may also be an external storage device of the vehicle controller 7, such as a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the vehicle controller 7. Further, the memory 71 may also include both the internal storage unit of the vehicle controller 7 and an external storage device. The memory 71 is used to store an operating system, an application program, a boot loader (BootLoader), data, and other programs, such as the program code of the computer program. The memory 71 may also be used to temporarily store data that has been output or is to be output.

[0192] An embodiment of the present application further provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps in the above-mentioned method embodiments can be implemented.

[0193] An embodiment of the present application provides a computer program product. When the computer program product runs on a vehicle-mounted controller, the vehicle-mounted controller can implement the steps in the above-mentioned method embodiments when executing the computer program product.

[0194] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present application implements all or part of the processes in the above-mentioned embodiment method, which can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a computer-readable storage medium, and the computer program can implement the steps of the above-mentioned various method embodiments when executed by the processor. Among them, the computer program includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form. The computer-readable medium may at least include: any entity or device capable of carrying the computer program code to the on-board controller, a recording medium, a computer memory, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), an electric carrier signal, a telecommunication signal, and a software distribution medium. For example, a USB flash drive, a mobile hard disk, a magnetic disk or an optical disk. In some jurisdictions, according to legislation and patent practice, computer-readable media cannot be electric carrier signals and telecommunication signals.

[0195] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0196] The embodiments described above are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, a person skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A method for controlling carbon canister flushing, characterized in that: include: Obtaining parameter information of the vehicle's engine; determining the operating condition of the engine based on the parameter information; If the working condition is a steady-state condition, the carbon canister flushing operation is performed; If the working condition is a dynamic condition, the carbon canister flushing operation is not performed.

2. The method for controlling carbon canister flushing according to claim 1, characterized in that: The determining the operating condition of the engine based on the parameter information comprises: Performing filtering processing on the parameter information to obtain target information; If the difference between the parameter information and the target information meets the set condition, the working condition is determined to be the steady-state condition.

3. The method for controlling carbon canister flushing according to claim 2, characterized in that: The parameter information includes the current average indicated pressure and the current intake air volume; the filtering process for the parameter information to obtain the target information includes: Performing a first-order delay filtering process on the current average indicated pressure based on a first filtering coefficient to obtain a target average indicated pressure; Performing a first-order delay filtering process on the current intake air volume based on a second filtering coefficient to obtain a target intake air volume; the second filtering coefficient is different from the first filtering coefficient; Correspondingly, if the difference between the parameter information and the target information meets the set condition, determining that the working condition is the steady-state condition includes: If the absolute value of the first difference between the target average indicated pressure and the current average indicated pressure is less than a set threshold, and the absolute value of the second difference between the target intake volume and the current intake volume is within a set range, the operating condition is determined to be the steady-state condition.

4. The method for controlling carbon canister flushing according to claim 1, characterized in that: The determining the operating condition of the engine based on the parameter information comprises: If the parameter information satisfies the steady-state condition, then after the target time, a correction coefficient within the set time is obtained; the correction coefficient refers to a control coefficient when proportional-integral-differential control is performed on the air-fuel ratio; If the change range of the correction coefficient within the set time period is less than the set range, it is determined that the working condition is a steady-state condition.

5. The carbon canister flushing control method according to claim 4, characterized in that: The target duration is determined as follows: Obtaining an actual air-fuel ratio and a desired air-fuel ratio of the vehicle; The target duration is determined based on a ratio between the actual air-fuel ratio and the expected air-fuel ratio; the target duration is negatively correlated with the ratio.

6. The carbon canister flushing control method according to any one of claims 1 to 5, characterized in that: The carbon canister flushing operation includes: Controlling the carbon canister solenoid valve of the vehicle to be in a closed state; Obtaining an actual air-fuel ratio and a desired air-fuel ratio of the vehicle; Based on a proportional-integral-derivative control method, adjusting the actual air-fuel ratio to an air-fuel ratio range corresponding to the desired air-fuel ratio; After the actual air-fuel ratio is within the air-fuel ratio range, the canister solenoid valve is opened to perform the canister flushing operation.

7. The method for controlling carbon canister flushing according to any one of claims 1 to 5, characterized in that: The method further comprises: When performing the carbon canister flushing operation, obtaining the carbon canister oil and gas concentration and the target oil volume required by the engine; Based on the carbon canister oil and gas concentration, calculating a first oil volume corresponding to the carbon canister oil and gas; Calculating a second oil quantity corresponding to the fuel injector of the vehicle according to the target oil quantity and the first oil quantity; The injector is controlled to perform injection based on the second oil amount so that the engine operates at the target oil amount.

8. A carbon canister flushing control device, characterized in that: include: A first acquisition unit, used to acquire parameter information of an engine of a vehicle; A first operating condition determination unit, configured to determine an operating condition of the engine based on the parameter information; an execution unit, configured to execute a carbon canister flushing operation if the working condition is a steady-state condition; The stopping unit is used for not performing the carbon canister flushing operation if the working condition is a dynamic condition.

9. A vehicle-mounted controller, 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, the method for controlling the carbon canister flushing according to any one of claims 1 to 7 is implemented.

10. A vehicle, characterized in that: Comprising the vehicle-mounted controller as claimed in claim 9.

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