Motorcycle emission fuel injector control method, system and equipment and storage medium

Abstract

The invention discloses a motorcycle emission fuel injector control method, system and equipment and a storage medium, and relates to the technical field of internal combustion engine control. According to the method, the real-time temperature of the fuel injector under the unheated condition is obtained, and the preheating temperature threshold value of the fuel injector is determined based on the difference value between the real-time temperature and the target temperature; acquiring a first temperature change rate of the fuel injector in each preset time period under the condition that the fuel injector is heated by a heat source of the motorcycle according to the preset heat supply amount; the preset heat supply amount is adjusted according to the first temperature change rates, and the target heat supply amount is obtained; a heat source of the motorcycle is controlled to heat a fuel injector according to the target heat supply amount until the real-time temperature reaches the preheating temperature threshold value, and emission parameters of a motorcycle engine are monitored; and the fuel injection amount of the fuel injector is determined based on the emission parameters and the emission parameter standard, and the fuel injector is controlled to inject according to the fuel injection amount. The motorcycle engine has the effect of improving the emission performance of the motorcycle engine.

Description

Technical Field

[0001] The present application relates to the field of internal combustion engine control technology, and in particular to a motorcycle exhaust fuel injector control method, system, device and storage medium. Background Art

[0002] With increasingly stringent global environmental regulations, exhaust emissions from motor vehicles, particularly motorcycles, are a growing concern. Due to their small size and compact structure, motorcycles commonly utilize fuel injection systems to improve fuel efficiency and reduce emissions. In this context, achieving precise control of the fuel injection process has become a key research area for improving motorcycle environmental performance.

[0003] Existing motorcycle fuel injection systems typically use electronic control technology to control the fuel injection amount based on the engine's operating status. This control method effectively meets emission requirements at room temperature. However, in cold environments, poor fuel atomization often leads to excessive emissions during cold-start engine operations. While some technologies currently use heating devices to improve fuel atomization, these devices often employ fixed heating strategies, resulting in significant variations in heating performance at different ambient temperatures. This makes it difficult to ensure precise fuel injection control, ultimately impacting engine emissions performance. Summary of the Invention

[0004] The present application provides a motorcycle exhaust fuel injector control method, system, device and storage medium, which have the effect of improving the emission performance of the motorcycle engine.

[0005] In a first aspect of the present application, a method for controlling a motorcycle exhaust fuel injector is provided, specifically comprising: obtaining a real-time temperature of a fuel injector of the motorcycle in an unheated state, and determining a preheating temperature threshold of the fuel injector based on a difference between the real-time temperature and a preset target temperature; When the ambient temperature of the motorcycle is lower than a preset temperature, obtaining a first temperature change rate of the fuel injector in each preset time period when the heat source of the motorcycle heats the fuel injector according to a preset heat supply; adjusting the preset heating supply according to each of the first temperature change rates to obtain a target heating supply; controlling a heat source of the motorcycle to heat the fuel injector according to the target heat supply until the real-time temperature of the fuel injector reaches the preheating temperature threshold, and monitoring emission parameters of the motorcycle engine; Based on the deviation between the emission parameter and a preset emission parameter standard, a fuel injection amount of the fuel injector is determined, and the fuel injector is controlled to inject according to the fuel injection amount.

[0006] With the above technical solution, the electronic device first obtains the real-time temperature of the fuel injector in the unheated state and determines the preheating temperature threshold based on the difference between this real-time temperature and a preset target temperature, enabling accurate assessment of the initial heating state of the fuel injector. When the motorcycle's ambient temperature is below the preset temperature, the electronic device obtains the first temperature change rate of the heat source during each preset time period during the heating process at the preset heating supply, and dynamically adjusts the heating supply accordingly, making the heating process more precisely controllable. Furthermore, the electronic device controls the heat source to heat at the target heating supply until the preheating temperature threshold is reached. The electronic device also monitors engine emission parameters and determines the fuel injection amount based on the deviation between these parameters and the emission parameter standard, thus forming a closed-loop, precise control system. This dual feedback control method based on temperature and emission parameters overcomes the technical bottleneck of the existing fixed heating strategy, which results in significant differences in heating effects at different ambient temperatures. It effectively improves fuel atomization in cold environments, enhances fuel injection accuracy, and ultimately achieves effective control of engine emissions during cold starts, fundamentally resolving the issue of excessive motorcycle emissions in cold environments.

[0007] Optionally, determining the preheating temperature threshold of the fuel injector based on the difference between the real-time temperature and a preset target temperature specifically includes: obtaining a second temperature change rate of the fuel injector during a target period, wherein the target period is a preset time period before an ambient temperature of the motorcycle falls below a preset temperature; calculating an estimated time required for the fuel injector to reach the target temperature from the real-time temperature based on the second temperature change rate; The preheating temperature threshold is determined according to the estimated time and the difference between the real-time temperature and the target temperature.

[0008] By adopting this technical solution, the determination of the preheating temperature threshold becomes more predictable by incorporating historical temperature change data before the ambient temperature drops and using this data to calculate the estimated time required to reach the target temperature. This dynamic calculation method, combining historical temperature change trends with the current temperature difference, more accurately estimates the system's temperature response characteristics, thereby establishing a more reasonable preheating target. This avoids the potential bias in threshold setting that would otherwise arise from relying solely on temperature differences, thereby improving the accuracy and efficiency of the preheating process.

[0009] Optionally, determining the preheating temperature threshold according to the estimated time and the difference between the real-time temperature and the target temperature specifically includes: Dividing the difference by the estimated time to obtain a target heating rate; using a ratio of the second temperature change rate to the target heating rate as a temperature adjustment coefficient; The target temperature is multiplied by the temperature adjustment coefficient to obtain the preheating temperature threshold.

[0010] By adopting this technical solution, the temperature difference and estimated time are converted into a target heating rate, and then compared with the historical temperature change rate to obtain the temperature adjustment coefficient, achieving accurate calculation of the preheating temperature threshold. This threshold adjustment method based on the heating rate ratio not only takes into account the dynamic characteristics of temperature changes, but also adjusts the preheating target according to the actual temperature response capability of the system, avoiding setting the preheating temperature threshold too high or too low, thereby improving the accuracy and controllability of the preheating process and helping to achieve more optimized temperature control results.

[0011] Optionally, adjusting the preset heating amount according to the first temperature change rate to obtain a target heating amount specifically includes: Calculate the temperature fluctuation amplitude of the maximum first temperature change rate and the minimum first temperature change rate within the preset time period; When the temperature fluctuation amplitude is greater than a preset amplitude threshold, the preset heating amount is reduced by a first correction amount to obtain a target heating amount, wherein the first correction amount is positively correlated with the temperature fluctuation amplitude; When the temperature fluctuation amplitude is not greater than a preset amplitude threshold, the target heating amount is determined according to each of the first temperature change rates and a preset standard temperature change rate range.

[0012] By adopting this technical solution, the heating process is made more stable by monitoring and determining the fluctuation amplitude of the temperature change rate and taking appropriate heating supply adjustments based on the fluctuation. When the temperature fluctuation is large, the heating supply is reduced to suppress the temperature fluctuation. When the temperature fluctuation is within a controllable range, the heating supply is precisely adjusted based on the comparison of the actual temperature change rate with the standard range. This graded adjustment method effectively prevents drastic temperature fluctuations while ensuring heating efficiency, improving the temperature control accuracy and stability of the system.

[0013] Optionally, determining the target heating amount according to each of the first temperature change rates and a preset standard temperature change rate range specifically includes: If the current first temperature change rate is less than the lower limit of the preset standard temperature change rate range, the preset heating supply is increased by a second correction amount to obtain the target heating supply, and the second correction amount increases nonlinearly as the difference between the lower limit of the standard temperature change rate range and the current first temperature change rate increases; If the current first temperature change rate is greater than the upper limit of the preset standard temperature change rate range, the preset heating supply is reduced by a third correction amount to obtain the target heating supply, and the third correction amount increases nonlinearly as the difference between the current first temperature change rate and the upper limit of the standard temperature change rate range increases; If the current first temperature change rate is within a preset standard temperature change rate range, the preset heating amount is used as the target heating amount.

[0014] By employing this technical solution, the heating supply correction value is dynamically adjusted based on the relative relationship between the current temperature change rate and the standard range. When the temperature changes too slowly, a nonlinearly increasing correction is used to increase the heating supply, accelerating the heating rate. When the temperature changes too rapidly, a nonlinearly increasing correction is used to reduce the heating supply to avoid temperature overshoot. This nonlinear correction-based regulation method can quickly respond and make appropriate adjustments when the temperature deviates from the standard range, improving the accuracy and smoothness of the heating process and effectively enhancing temperature control.

[0015] Optionally, determining the fuel injection amount of the fuel injector based on the deviation of the emission parameter from a preset emission parameter standard specifically includes: When the real-time temperature of the fuel injector reaches the preheating temperature threshold, obtaining the speed and load parameters of the motorcycle engine; According to the speed and load parameters, searching for the corresponding basic injection amount from a preset mapping table; Calculating a real-time deviation rate between the emission parameter and the emission standard parameter; When the deviation rate exceeds a preset range, compensating and correcting the basic injection amount based on the operating parameters of the motorcycle engine to obtain the fuel injection amount of the fuel injector; When the deviation rate does not exceed a preset range, the basic injection amount is used as the fuel injection amount of the fuel injector.

[0016] By adopting this technical solution, engine operating parameters and emission deviations are used as the basis for regulation, and the final injection quantity is determined by combining a base injection quantity lookup table with compensation corrections. When the deviation rate exceeds the range, the base injection quantity is determined by incorporating real-time parameters such as speed and load, and targeted corrections are made based on the emission deviation, making the injection quantity calculation more accurate. Otherwise, the base injection quantity is used directly. This layered injection control method not only ensures control stability under normal operating conditions but also provides a correction mechanism for abnormal operating conditions, making the determination of fuel injection quantity more reasonable and reliable, further improving the accuracy of emission control.

[0017] Optionally, the compensating and correcting the basic injection amount based on the operating parameters of the motorcycle engine to obtain the fuel injection amount of the fuel injector specifically includes: Acquiring operating parameters of the motorcycle engine, wherein the operating parameters include engine speed, throttle opening, intake air temperature, intake air pressure, and oxygen sensor signal; Establishing a characteristic vector of the operating condition parameter, and inputting the characteristic vector into a pre-trained operating condition recognition model to obtain the real-time operating condition type and operating condition load rate of the engine; Selecting a corresponding reference compensation coefficient from a preset compensation coefficient library according to the working condition type; The product of the base compensation coefficient and the working load rate is used as a dynamic compensation coefficient; The product of the basic injection quantity and the dynamic compensation coefficient is used as the fuel injection quantity of the fuel injector.

[0018] By employing this technical solution, the characteristic vector construction and model recognition of multi-dimensional operating condition parameters enable precise determination of operating condition type and load rate. Combining the baseline compensation coefficient with the operating condition load rate to generate a dynamic compensation coefficient allows for more targeted compensation corrections. This dynamic compensation approach, based on operating condition identification, enables more precise adjustment of the injection quantity based on the actual engine operating state, improving fuel injection adaptability and control accuracy, thereby optimizing overall engine performance.

[0019] In a second aspect of the present application, a motorcycle exhaust fuel injector control system is provided, the system comprising: a temperature difference acquisition module, configured to acquire a real-time temperature of a fuel injector of the motorcycle when the fuel injector is not heated, and determine a preheating temperature threshold of the fuel injector based on a difference between the real-time temperature and a preset target temperature; a temperature change rate acquisition module, configured to acquire, when the ambient temperature of the motorcycle is lower than a preset temperature, a first temperature change rate of the fuel injector in each preset time period when the heat source of the motorcycle heats the fuel injector according to a preset heat supply; A heating amount adjustment module, configured to adjust the preset heating amount according to each of the first temperature change rates to obtain a target heating amount; a heating control module, configured to control a heat source of the motorcycle to heat the fuel injector according to the target heat supply until the real-time temperature of the fuel injector reaches the preheating temperature threshold, and monitor emission parameters of the motorcycle engine; The injection control module is used to determine the fuel injection amount of the fuel injector based on the deviation of the emission parameter and a preset emission parameter standard, and control the fuel injector to inject according to the fuel injection amount.

[0020] With the above technical solution, the electronic device first obtains the real-time temperature of the fuel injector in the unheated state and determines the preheating temperature threshold based on the difference between this real-time temperature and a preset target temperature, enabling accurate assessment of the initial heating state of the fuel injector. When the motorcycle's ambient temperature is below the preset temperature, the electronic device obtains the first temperature change rate of the heat source during each preset time period during the heating process at the preset heating supply, and dynamically adjusts the heating supply accordingly, making the heating process more precisely controllable. Furthermore, the electronic device controls the heat source to heat at the target heating supply until the preheating temperature threshold is reached. The electronic device also monitors engine emission parameters and determines the fuel injection amount based on the deviation between these parameters and the emission parameter standard, thus forming a closed-loop, precise control system. This dual feedback control method based on temperature and emission parameters overcomes the technical bottleneck of the existing fixed heating strategy, which results in significant differences in heating effects at different ambient temperatures. It effectively improves fuel atomization in cold environments, enhances fuel injection accuracy, and ultimately achieves effective control of engine emissions during cold starts, fundamentally resolving the issue of excessive motorcycle emissions in cold environments.

[0021] In the third aspect of the present application, an electronic device is provided, including a processor, a memory, a user interface and a network interface, the memory is used to store instructions, the user interface and the network interface are both used to communicate with other devices, and the processor is used to execute the instructions stored in the memory so that the electronic device performs any of the methods described above.

[0022] In a fourth aspect of the present application, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores instructions. When the instructions are executed, any one of the methods described above is executed. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 This is a schematic diagram of the architecture of a motorcycle exhaust fuel injector control system disclosed in an embodiment of the present application; Figure 2 This is a flow chart of a motorcycle exhaust fuel injector control method disclosed in an embodiment of the present application; Figure 3 yes Figure 2 A schematic flow chart of a sub-step of step S103; Figure 4 This is a schematic flow chart of the steps of a method for determining the fuel injection amount of a fuel injector provided by the present application; Figure 5 This is a schematic flow chart of the steps of a method for correcting the fuel injection amount of a fuel injector provided by the present application; Figure 6This is a module diagram of a motorcycle exhaust fuel injector control system provided by an embodiment of the present application; Figure 7 This is a structural diagram of an electronic device disclosed in an embodiment of the present application.

[0024] Explanation of the accompanying drawings: 21. Temperature difference acquisition module; 22. Temperature change rate acquisition module; 23. Heating amount adjustment module; 24. Heating control module; 25. Injection control module; 901. Processor; 902. Communication bus; 903. User interface; 904. Network interface; 905. Memory. DETAILED DESCRIPTION

[0025] In order to enable those skilled in the art to better understand the technical solutions in this specification, the technical solutions in the embodiments of this specification will be clearly and completely described below in conjunction with the drawings in the embodiments of this specification. Obviously, the described embodiments are only part of the embodiments of this application, not all of the embodiments.

[0026] In the description of the embodiments of this application, words such as "for example" or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "for example" or "for instance" in the embodiments of this application should not be construed as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "for example" or "for instance" is intended to present the relevant concepts in a concrete manner.

[0027] In the description of the embodiments of the present application, the term "multiple" means two or more. For example, multiple systems refer to two or more systems, and multiple screen terminals refer to two or more screen terminals. In addition, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as indicating or implying relative importance or implicitly indicating the indicated technical features. Thus, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. The terms "including", "comprising", "having" and their variations all mean "including but not limited to", unless otherwise specifically emphasized.

[0028] Figure 1 An exemplary system architecture for a motorcycle exhaust fuel injector control system is shown.

[0029] like Figure 1 As shown, the system architecture may include an electronic device 11, a network 12, and a sensing device 13. The network 12 is used to provide a medium for a communication link between the electronic device 11 and the sensing device 13. The network 12 may include various connection types, such as wired or wireless communication links or fiber optic cables.

[0030] The user can use the electronic device 11 to interact with the sensor device 13 via the network 12 to receive or send temperature data, etc. Various control applications can be installed on the electronic device 11, such as a fuel injection control application, an engine parameter monitoring application, etc.

[0031] The electronic device 11 is hardware, and may be any computing device with a processor and a memory, for executing the fuel injector control method, including but not limited to a server, an industrial computer, an embedded device, and the like.

[0032] The sensing device 13 can be any type of sensor device installed on the motorcycle, such as a sensor for collecting fuel injector temperature, engine operating parameters, and emission parameters. This sensing device can collect relevant data in real time and transmit it to the electronic device 11 for processing, so that the electronic device 11 can calculate the target heat supply and fuel injection amount.

[0033] The following describes the electronic equipment side in detail as an example.

[0034] This embodiment discloses a method for controlling a motorcycle exhaust fuel injector. Figure 2 This is a flow chart of a motorcycle exhaust fuel injector control method disclosed in an embodiment of the present application, such as Figure 2 As shown, the method includes steps S101 to S105: S101: Acquire the real-time temperature of the fuel injector of the motorcycle in an unheated state, and determine a preheating temperature threshold of the fuel injector based on a difference between the real-time temperature and a preset target temperature.

[0035] In the embodiments of this application, the fuel injector is a key component of the motorcycle engine's fuel supply system, atomizing the fuel and injecting it into the engine's intake duct or cylinder. Generally, when the ambient temperature is high, the fuel injector does not need to be preheated when the motorcycle is started. However, in low-temperature environments, excessively low fuel injector temperatures can lead to poor fuel atomization, resulting in incomplete combustion and worsening emissions.

[0036] Specifically, the electronic device collects the real-time temperature of the fuel injector when the heating device is not started through a sensor device, compares the real-time temperature with a preset target temperature to calculate the temperature difference, wherein the target temperature value is an ideal operating temperature determined based on the operating characteristics of the fuel injector, environmental conditions and engine performance requirements, and dynamically determines the preheating temperature threshold that the fuel injector needs to reach under the current operating conditions by multiplying the temperature difference by a preset temperature compensation coefficient. The larger the temperature difference, the higher the preheating temperature threshold to ensure that the fuel injector can quickly reach a normal operating state. The smaller the temperature difference, the lower the preheating temperature threshold to reduce the preheating time and improve the system response speed.

[0037] For example, when the sensor device detects that the real-time temperature of the fuel injector is 15°C and the preset target temperature is 45°C, the calculated temperature difference is 30°C. Due to the large temperature difference, the temperature compensation coefficient is set to 1.2, and the calculated preheating temperature threshold should be 36°C (i.e., 30°C×1.2). On the contrary, if the detected real-time temperature is 35°C, the temperature difference is only 10°C, the temperature compensation coefficient is reduced to 0.8, and the calculated preheating temperature threshold is 33°C (i.e., 10°C×0.8), thereby shortening the preheating time of the motorcycle fuel injector and allowing the fuel injector to enter normal working state faster.

[0038] The present invention provides a flowchart of a method for determining a preheating temperature threshold, including steps S201 to S203. The steps are as follows: S201: Obtaining a second temperature change rate of the fuel injector in a target period, where the target period is a preset time period before the ambient temperature of the motorcycle is lower than a preset temperature.

[0039] In the embodiment of the present application, the second temperature change rate represents the normal temperature increase rate of the fuel injector recorded by the system before the ambient temperature drops to the preset low temperature.

[0040] Specifically, the electronic device obtains multiple temperature sampling values ​​of the fuel injector within a target period, where the target period refers to a fixed period of time before the ambient temperature of the motorcycle drops to a preset temperature. By calculating the difference between adjacent temperature sampling values ​​and dividing it by the sampling time interval, multiple instantaneous temperature change rates are obtained. These instantaneous temperature change rates are averaged within the target period to obtain a second temperature change rate. This calculation method based on temperature sampling during the target period can accurately reflect the preheating effect of the fuel injector before the ambient temperature changes.

[0041] For example, within 10 minutes before the ambient temperature drops to a preset temperature of 5°C, the temperature sensor collects the fuel injector temperature value once a minute. Assuming the collected temperature sequence is 40°C, 42°C, 44°C, 47°C, 49°C, 52°C, 54°C, 57°C, 59°C, and 62°C, the instantaneous temperature change rates per minute are calculated by calculating the differences between adjacent temperature values: 2°C, 2°C, 3°C, 2°C, 3°C, 2°C, 3°C, 2°C, and 3°C, respectively. The average of these instantaneous change rates is a second temperature change rate of 2.44°C / min, which reflects the warm-up speed of the fuel injector before the ambient temperature changes.

[0042] S202: Calculating an estimated time required for the fuel injector to reach the target temperature from the real-time temperature based on the second temperature change rate.

[0043] Specifically, the electronic device obtains the real-time temperature value of the fuel injector and a preset target temperature value, calculates the temperature difference between the real-time temperature value and the target temperature value, and divides the temperature difference by the second temperature change rate to obtain an estimated time. The estimated time represents the length of time required for the fuel injector to reach the target temperature at the current preheating speed. This calculation method based on the temperature difference and the change rate can accurately estimate the duration of the preheating process.

[0044] For example, when the temperature sensor detects that the real-time temperature of the fuel injector is 15°C and the target temperature is 45°C, the calculated temperature difference is 30°C. At this time, the second temperature change rate is 2°C / min. By dividing the temperature difference of 30°C by the second temperature change rate of 2°C / min, the estimated time is 15 minutes; when the real-time temperature is 25°C and the target temperature is 45°C, the calculated temperature difference is 20°C. At this time, the second temperature change rate is 4°C / min. By dividing the temperature difference of 20°C by the second temperature change rate of 4°C / min, the estimated time is 5 minutes.

[0045] S203: Determine a preheating temperature threshold according to the estimated time and the difference between the real-time temperature and the target temperature.

[0046] Specifically, the electronic device compares the expected time with a preset time threshold, and compares the difference between the real-time temperature and the target temperature with a preset temperature difference threshold. The compensation amount of the preheating temperature threshold is obtained by multiplying the expected time by a first product of a preset time compensation coefficient and adding the temperature difference by a second product of a preset temperature compensation coefficient. The compensation amount is added to the reference preheating temperature to obtain the final preheating temperature threshold. This dynamic adjustment method based on the expected time and temperature difference can make the preheating process more flexible and adaptable.

[0047] For example, when the estimated time is 15 minutes, the time threshold is 10 minutes, and the time compensation coefficient is 0.5℃ / min, the time compensation amount is 7.5℃; when the temperature difference is 30℃, the temperature difference threshold is 20℃, and the temperature compensation coefficient is 0.2, the temperature compensation amount is 6℃; if the reference preheating temperature is 30℃, the final preheating temperature threshold is 43.5℃; when the estimated time is 5 minutes and the temperature difference is 10℃, the time compensation amount is 2.5℃ and the temperature compensation amount is 2℃ according to the same calculation method, and the final preheating temperature threshold is 34.5℃.

[0048] This application provides a schematic flow chart of a sub-step of step S203, including steps S301 to S303, which are as follows: S301: Divide the difference by the estimated time to obtain a target heating rate.

[0049] In the embodiment of the present application, the target temperature rising rate represents the ideal temperature changing speed required for the fuel injector to reach the target temperature within a predetermined time.

[0050] Specifically, the electronic device obtains the difference between the real-time temperature and the target temperature, divides the difference by the expected time to obtain the target heating rate. This rate represents the temperature value that the fuel injector needs to rise per unit time. This calculation method based on the temperature difference and the expected time can provide a reference basis for subsequent preheating control.

[0051] For example, when the real-time temperature of the fuel injector is 15°C and the target temperature is 45°C, the calculated temperature difference is 30°C, the expected time is 15 minutes, and the target heating rate is 2°C / min by dividing the temperature difference of 30°C by the expected time of 15 minutes. When the real-time temperature is 25°C and the target temperature is 45°C, the calculated temperature difference is 20°C, the expected time is 5 minutes, and the target heating rate is 4°C / min by dividing the temperature difference of 20°C by the expected time of 5 minutes.

[0052] S302: Taking the ratio of the second temperature change rate to the target temperature increase rate as a temperature adjustment coefficient.

[0053] Specifically, the electronic device divides the obtained second temperature change rate by the target heating rate to obtain a temperature adjustment coefficient, which reflects the relationship between the actual preheating speed and the target preheating speed. Through this calculation method based on the actual change rate and the target rate, the execution effect of the preheating process can be quantified.

[0054] For example, when the second temperature change rate is 3°C / min and the target heating rate is 2°C / min, the temperature adjustment coefficient obtained by dividing the second temperature change rate of 3°C / min by the target heating rate of 2°C / min is 1.5, indicating that the actual preheating speed is faster than the target speed; when the second temperature change rate is 2°C / min and the target heating rate is 4°C / min, the temperature adjustment coefficient obtained by dividing the second temperature change rate of 2°C / min by the target heating rate of 4°C / min is 0.5, indicating that the actual preheating speed is slower than the target speed.

[0055] S303: Multiply the target temperature by the temperature adjustment coefficient to obtain a preheating temperature threshold.

[0056] Specifically, the electronic device multiplies the preset target temperature by the calculated temperature adjustment coefficient to obtain a preheating temperature threshold adapted to the current preheating situation. This calculation method based on the temperature adjustment coefficient can dynamically adjust the threshold according to the actual preheating speed.

[0057] For example, when the target temperature is 45°C, the second temperature change rate is 3°C / min, and the target heating rate is 2°C / min, the temperature adjustment coefficient is calculated to be 1.5, and the preheating temperature threshold is 67.5°C obtained by multiplying the target temperature of 45°C by the temperature adjustment coefficient of 1.5; when the target temperature is 45°C, the second temperature change rate is 2°C / min, and the target heating rate is 4°C / min, the temperature adjustment coefficient is calculated to be 0.5, and the preheating temperature threshold is 22.5°C obtained by multiplying the target temperature of 45°C by the temperature adjustment coefficient of 0.5.

[0058] S102: When the ambient temperature of the motorcycle is lower than a preset temperature, obtaining a first temperature change rate of the fuel injector in each preset time period when the heat source of the motorcycle heats the fuel injector according to a preset heat supply.

[0059] In the embodiment of the present application, the first temperature change rate represents the actual temperature increase rate of the fuel injector under the preset heat heating condition recorded by the system after the ambient temperature has dropped to the preset low temperature.

[0060] Specifically, when the ambient temperature is lower than a preset temperature, the electronic device controls a heat source to heat the fuel injector with a preset heat supply, where the preset heat supply is a standard heat value determined based on the preheating requirement of the fuel injector. During each preset time period, a temperature sensor device collects multiple temperature sampling values, and the difference between adjacent temperature sampling values ​​is divided by the sampling time interval to obtain multiple instantaneous temperature change rates. These instantaneous temperature change rates are averaged within the preset time period to obtain a first temperature change rate.

[0061] For example, when the ambient temperature drops below 5°C, the heat source heats the fuel injector with a preset heating power of 500W. Within a preset time period of 5 minutes, the temperature sensor device collects temperature values ​​once a minute. Assuming that the collected temperature sequence is 20°C, 23°C, 26°C, 28°C, and 31°C, the instantaneous temperature change rates per minute are calculated by calculating the differences between adjacent temperature values ​​to be 3°C, 3°C, 2°C, and 3°C, respectively. These instantaneous change rates are averaged to obtain a first temperature change rate of 2.75°C / min within the preset time period. The temperature sequence collected within the next preset time period is 31°C, 33°C, 36°C, 38°C, and 41°C. Calculated in the same manner, the first temperature change rate is 2.5°C / min.

[0062] S103: Adjust the preset heating amount according to each first temperature change rate to obtain a target heating amount.

[0063] In the embodiment of the present application, the target heat supply represents an optimal heat supply value adjusted according to temperature changes of the fuel injector within different preset time periods.

[0064] Specifically, the electronic device analyzes the first temperature change rate obtained in each preset time period, compares the first temperature change rate with the preset target change rate, increases the preset heating supply by the preset fixed heating supply when the first temperature change rate is less than the target change rate, reduces the preset heating supply by the preset fixed heating supply when the first temperature change rate is greater than the target change rate, and uses the preset heating supply as the target heating supply when the first temperature change rate is equal to the target change rate. The final target heating supply is obtained through this dynamic adjustment method based on the temperature change rate.

[0065] refer to Figure 3 , Figure 3 This application provides Figure 2 A schematic flow chart of a sub-step of step S103 includes steps S401 to S403, which are as follows: S401: Calculating the temperature fluctuation amplitudes of the maximum first temperature change rate and the minimum first temperature change rate within a preset time period.

[0066] In the embodiment of the present application, the temperature fluctuation amplitude represents the difference between the maximum value and the minimum value of the first temperature change rate in each preset time period, and the amplitude reflects the stability of the preheating process.

[0067] Specifically, the electronic device obtains the first temperature change rate within all preset time periods, selects the largest first temperature change rate and the smallest first temperature change rate, and subtracts the minimum value from the maximum value to obtain the temperature fluctuation amplitude. This calculation method based on the maximum and minimum change rates can be used to evaluate the fluctuation of the preheating process.

[0068] S402: When the temperature fluctuation amplitude is greater than a preset amplitude threshold, the preset heating amount is reduced by a first correction amount to obtain a target heating amount, where the first correction amount is positively correlated with the temperature fluctuation amplitude.

[0069] In the embodiment of the present application, the first correction amount represents a reduction in the preset heating amount when the temperature fluctuation amplitude is too large, and the correction amount increases as the temperature fluctuation amplitude increases.

[0070] Specifically, the electronic device compares the calculated temperature fluctuation amplitude with a preset amplitude threshold. When the temperature fluctuation amplitude exceeds the amplitude threshold, a first correction amount is obtained by multiplying the temperature fluctuation amplitude by a preset reduction coefficient, and the preset heating amount is subtracted from the first correction amount to obtain the target heating amount. This dynamic correction method based on the fluctuation amplitude can improve the stability of the preheating process.

[0071] For example, when the temperature fluctuation amplitude is 0.7°C / min, the preset amplitude threshold is 0.5°C / min, and the reduction coefficient is 100W·min / °C, the first correction amount 70W is obtained by multiplying the temperature fluctuation amplitude 0.7°C / min by the reduction coefficient 100W·min / °C, and the preset heating supply 500W is subtracted from the first correction amount 70W to obtain the target heating supply 430W; when the temperature fluctuation amplitude is 0.9°C / min, the first correction amount 90W is obtained by multiplying the temperature fluctuation amplitude 0.9°C / min by the reduction coefficient 100W·min / °C, and the preset heating supply 500W is subtracted from the first correction amount 90W to obtain the target heating supply 410W.

[0072] S403: When the temperature fluctuation amplitude is not greater than the preset amplitude threshold, the target heating amount is determined according to each first temperature change rate and a preset standard temperature change rate range.

[0073] In the embodiment of the present application, the standard temperature change rate range represents the ideal temperature change range expected to be achieved during the preheating process, and the setting of this range is used to determine whether the heating amount needs to be adjusted.

[0074] Specifically, when the temperature fluctuation amplitude of the electronic device is not greater than the amplitude threshold, the electronic device compares each first temperature change rate with a preset standard temperature change rate range. When the first temperature change rate is greater than the upper limit of the standard temperature change rate range, the preset heating supply is reduced; when the first temperature change rate is less than the lower limit of the standard temperature change rate range, the preset heating supply is increased. The target heating supply is determined through this standard range-based adjustment method.

[0075] For example, when the temperature fluctuation amplitude is 0.3℃ / min and the preset amplitude threshold is 0.5℃ / min, if the standard temperature change rate range is 2.5℃ / min to 3℃ / min, the first temperature change rate is 3.2℃ / min, which exceeds the upper limit of the standard range, the preset heating supply of 500W is reduced to 450W to obtain the target heating supply; if the first temperature change rate is 2.3℃ / min, which is less than the lower limit of the standard range, the preset heating supply of 500W is increased to 550W to obtain the target heating supply.

[0076] The embodiment of the present application provides a method for determining a target heating supply, including steps S501 to S503, which are as follows: S501: If the current first temperature change rate is less than the lower limit of the preset standard temperature change rate range, the preset heating supply is increased by a second correction amount to obtain the target heating supply, and the second correction amount increases nonlinearly as the difference between the lower limit of the standard temperature change rate range and the current first temperature change rate increases.

[0077] In the embodiment of the present application, the second correction amount is a dynamic compensation value calculated based on a nonlinear function, which reflects the control strategy of fine-tuning when the deviation is small and rapid adjustment when the deviation is large, so that the adjustment of the heating supply is more in line with the actual heating needs.

[0078] Specifically, the electronic device compares the current first temperature change rate with the lower limit of the standard temperature change rate range. When the current first temperature change rate is less than the lower limit, the difference between the current first temperature change rate and the lower limit of the standard temperature change rate range is calculated, and the difference is substituted into the preset first nonlinear function to obtain the second correction amount. The preset heating supply is added to the second correction amount to obtain the target heating supply. Through this correction method based on the nonlinear function, dynamic and precise adjustment of the heating supply can be achieved. In the embodiment of the present application, the preset first nonlinear function can be a quadratic function y=ax², a is a preset engineering gain coefficient, y is the second correction amount, and x is the difference between the current first temperature change rate and the lower limit of the standard temperature change rate range. The role of the quadratic function is to establish a nonlinear relationship of "the greater the deviation, the faster the correction force increases", thereby taking into account the dual needs of stable fine-tuning of small deviations and rapid and powerful correction of significant deviations.

[0079] For example, when the lower limit of the standard temperature change rate range is 2.5℃ / min, and the current first temperature change rate is 2℃ / min, the temperature change rate difference is 0.5℃ / min. By substituting this difference into the nonlinear function y=100x^2, the second correction amount 25W is obtained, and the preset heating supply of 500W is increased by 25W to obtain the target heating supply of 525W; when the first temperature change rate is 1.5℃ / min, the temperature change rate difference is 1℃ / min. The second correction amount 100W is calculated by the same nonlinear function, and the preset heating supply of 500W is increased by 100W to obtain the target heating supply of 600W.

[0080] S502: If the current first temperature change rate is greater than the upper limit of the preset standard temperature change rate range, the preset heating supply is reduced by a third correction amount to obtain the target heating supply, and the third correction amount increases nonlinearly as the difference between the current first temperature change rate and the upper limit of the standard temperature change rate range increases.

[0081] In the embodiment of the present application, the third correction amount is a dynamic reduction value calculated based on a nonlinear function, which reflects the strategy of precise control when the temperature rises too quickly. By slightly reducing when the deviation is small and reducing rapidly when the deviation is large, the reduction in heat supply is more in line with the actual cooling demand.

[0082] Specifically, the electronic device compares the current first temperature change rate with the upper limit of the standard temperature change rate range. When the current first temperature change rate is greater than the upper limit, the difference between the current first temperature change rate and the upper limit of the standard temperature change rate range is calculated, and the difference is substituted into the preset second nonlinear function to obtain a third correction amount. The preset heating supply is subtracted from the third correction amount to obtain the target heating supply. Through this correction method based on the nonlinear function, dynamic and precise adjustment of the heating supply can be achieved. In the embodiment of the present application, the preset second nonlinear function can be a quadratic function v=bu², b is a preset engineering gain coefficient, v is the third correction amount, and u is the difference between the current first temperature change rate and the upper limit of the standard temperature change rate range. The role of the quadratic function is to establish a nonlinear relationship of "the greater the deviation, the faster the correction force increases", thereby taking into account the dual needs of stable fine-tuning of small deviations and rapid and powerful correction of significant deviations.

[0083] For example, when the upper limit of the standard temperature change rate range is 3℃ / min and the current first temperature change rate is 3.5℃ / min, the temperature change rate difference is 0.5℃ / min. By substituting the difference into the nonlinear function y=100x^2, the third correction amount 25W is obtained, and the preset heating supply of 500W is reduced by 25W to obtain the target heating supply of 475W; when the first temperature change rate is 4℃ / min, the temperature change rate difference is 1℃ / min. The third correction amount 100W is calculated by the same nonlinear function, and the preset heating supply of 500W is reduced by 100W to obtain the target heating supply of 400W.

[0084] S503: If the current first temperature change rate is within a preset standard temperature change rate range, the preset heating amount is used as the target heating amount.

[0085] Specifically, the electronic device determines whether the current first temperature change rate is between the upper limit and the lower limit of the standard temperature change rate range. When the current first temperature change rate meets the requirements of the standard temperature change rate range, the preset heating amount is directly determined as the target heating amount. This range-based determination method can maintain the stability of the preheating process.

[0086] For example, when the standard temperature change rate range is 2.5℃ / min to 3℃ / min, and the current first temperature change rate is 2.8℃ / min, since the change rate is within the standard range, the preset heating supply of 500W is directly determined as the target heating supply; when the first temperature change rate is 2.7℃ / min, it is also within the standard range, and the preset heating supply of 500W is determined as the target heating supply.

[0087] S104: Controlling the heat source of the motorcycle to heat the fuel injector according to the target heat supply until the real-time temperature of the fuel injector reaches a preheating temperature threshold, and monitoring the emission parameters of the motorcycle engine.

[0088] In the embodiment of the present application, the emission parameter represents the exhaust emission index of the engine after the fuel injector is preheated, and the parameter is used to evaluate the impact of the preheating effect on the engine performance.

[0089] Specifically, the electronic device controls the heat source to heat the fuel injector according to the determined target heat supply, and monitors the temperature of the fuel injector in real time through the temperature sensor. When the real-time temperature reaches the preheating temperature threshold, the heating is stopped, and the emission sensor is started to collect the engine's emission parameters. This threshold-controlled heating method can ensure that the fuel injector reaches the optimal working state.

[0090] For example, when the target heating supply is 500W and the preheating temperature threshold is 40℃, the heat source continues to heat until the temperature sensor detects that the fuel injector temperature reaches 40℃, then stops heating and starts monitoring the engine's carbon monoxide, hydrocarbons and other emission parameters; when the target heating supply is 450W and the preheating temperature threshold is 35℃, the heat source continues to heat until the fuel injector temperature reaches 35℃, then stops heating and starts monitoring the engine's emission parameters.

[0091] S105: Determine a fuel injection amount of the fuel injector based on a deviation between the emission parameter and a preset emission parameter standard, and control the fuel injector to inject according to the fuel injection amount.

[0092] Specifically, the electronic device compares the monitored emission parameters with the preset emission parameter standards and calculates the deviation value. When the emission parameter is greater than the standard, the fuel injection amount is reduced according to the product of the adjustment coefficient and the deviation value. When the emission parameter is less than the standard, the fuel injection amount is increased according to the product of the adjustment coefficient and the deviation value. After determining the final fuel injection amount, the fuel injector is controlled to perform injection. This dynamic adjustment method based on emission deviation can keep the engine in the optimal emission state.

[0093] For example, when the monitored carbon monoxide emission value is 2.5g / km and the preset standard is 2g / km, since the emission value is 0.5g / km higher, the adjustment coefficient is 1mg / (time·g / km), and the base injection amount of 5mg / time is reduced by 0.5mg / time to 4.5mg / time; when the monitored hydrocarbon emission value is 0.15g / km and the preset standard is 0.2g / km, since the emission value is 0.05g / km lower, the base injection amount of 5mg / time is increased by 0.05mg / time to 5.05mg / time.

[0094] refer to Figure 4 , Figure 4 This is a flowchart of a method for determining the fuel injection amount of a fuel injector provided by the present application, including steps S601 to S605. The steps are as follows: S601: When the real-time temperature of the fuel injector reaches a preheating temperature threshold, the speed and load parameters of the motorcycle engine are obtained.

[0095] In the embodiment of the present application, the speed parameter represents the actual number of rotations of the engine crankshaft per minute, and the load parameter represents a characteristic quantity reflecting the current load level of the engine. The value of the load parameter is equal to the ratio of the engine output power to the maximum power.

[0096] Specifically, when the fuel injector temperature reaches the preheating temperature threshold, the electronic device collects the engine speed through the speed sensor and the real-time torque value of the engine through the torque sensor. The real-time torque value is multiplied by the speed to obtain the real-time output power of the engine, and then divided by the preset maximum power value of the engine to obtain the engine load parameter. This sensing and calculation-based method can fully reflect the operating status of the engine.

[0097] For example, when the fuel injector temperature reaches the preheating temperature threshold of 40°C, the speed sensor collects an engine speed of 3000 rpm, and the engine load parameter is calculated as 60% based on the torque and speed; when the temperature reaches the preheating temperature threshold of 35°C, the engine speed is collected as 2500 rpm, and the engine load parameter is calculated as 40%.

[0098] S602: According to the speed and load parameters, the corresponding basic injection amount is searched from a preset mapping table.

[0099] In the embodiment of the present application, the basic injection quantity represents the standard fuel supply quantity corresponding to different engine speed and load combinations, and this value is stored in a pre-calibrated mapping table.

[0100] Specifically, the electronic device uses the acquired speed and load values ​​as query conditions, locates the corresponding data points in a two-dimensional mapping table, and obtains the basic injection quantity. This mapping table-based search method can quickly determine the ideal fuel supply quantity under the current operating conditions. The two-dimensional mapping table is a matrix consisting of multiple rows and columns of data, where rows represent different load values ​​and columns represent different speed values. Each data point in the matrix records the basic injection quantity under the corresponding speed and load combination.

[0101] For example, when the engine speed is 3000 rpm and the load is 60%, the corresponding basic injection amount is 5 mg / time found in the mapping table; when the engine speed is 2500 rpm and the load is 40%, the corresponding basic injection amount is 3.5 mg / time found in the mapping table.

[0102] S603: Calculate the real-time deviation rate between the emission parameters and the emission standard parameters.

[0103] In the embodiment of the present application, the real-time deviation rate represents the degree of deviation of the emission parameter from the emission standard parameter, and the ratio is used to quantify the change in emission status.

[0104] Specifically, the electronic device subtracts the emission standard parameter from the monitored emission parameter and divides it by the emission standard parameter to obtain the real-time deviation rate. This ratio calculation method based on the standard value can accurately reflect the percentage of emissions exceeding or falling below the standard.

[0105] For example, when the monitored carbon monoxide emission value is 2.5g / km and the emission standard parameter is 2g / km, the real-time deviation rate is calculated to be 25%, indicating that it exceeds the standard value by 25%; when the monitored hydrocarbon emission value is 0.15g / km and the emission standard parameter is 0.2g / km, the real-time deviation rate is calculated to be -25%, indicating that it is lower than the standard value by 25%.

[0106] S604: When the deviation rate exceeds a preset range, the basic injection amount is compensated and corrected based on the operating parameters of the motorcycle engine to obtain the fuel injection amount of the fuel injector.

[0107] Specifically, the electronic device determines whether the deviation rate exceeds a preset range. When it exceeds, first, in the first calibration map, the current engine speed value and throttle opening value obtained by the engine speed sensor and the throttle opening sensor are used to determine the current operating point, obtain the first correction coefficient reference value at the adjacent calibration point closest to the operating point, and calculate the weighted average value according to the distance between the current operating point and the adjacent calibration point to obtain the first correction coefficient; then, in the second calibration map, the current intake temperature value and intake pressure value obtained by the intake temperature sensor and the intake pressure sensor are used to determine the current operating point, obtain the second correction coefficient reference value at the adjacent calibration point closest to the operating point, and calculate the weighted average value according to the distance between the current operating point and the adjacent calibration point to obtain the second correction coefficient; multiply the first correction coefficient by the second correction coefficient to obtain a combined correction coefficient, calculate the compensation coefficient by the percentage of deviation between the oxygen sensor signal and the ideal value, multiply the combined correction coefficient by the compensation coefficient to obtain the final correction coefficient, and multiply the basic injection amount by the final correction coefficient to obtain the fuel injection amount. Using this multiple operating condition dynamic correction method can more accurately control the fuel supply. Among them, the horizontal axis of the first calibration diagram is the engine speed and the vertical axis is the throttle opening, the horizontal axis of the second calibration diagram is the intake temperature and the vertical axis is the intake pressure, and the two calibration diagrams respectively store the first correction coefficient reference value and the second correction coefficient reference value corresponding to each calibration operating point.

[0108] S605: When the deviation rate does not exceed a preset range, the basic injection amount is used as the fuel injection amount of the fuel injector.

[0109] Specifically, the electronic device first determines whether the calculated emission parameter deviation rate is within the preset allowable range. When the deviation rate does not exceed the preset range, it means that the current fuel injection strategy is operating normally and no compensation correction is required. At this time, the electronic device directly uses the basic injection amount as the final fuel injection amount.

[0110] refer to Figure 5 , Figure 5 : This is a flowchart of a method for correcting the fuel injection amount of a fuel injector provided by the present application, including steps S701 to S705. The steps are as follows: S701: Obtain operating parameters of the motorcycle engine, including engine speed, throttle opening, intake air temperature, intake air pressure, and oxygen sensor signal.

[0111] In an embodiment of the present application, the operating condition parameters represent multiple physical quantities reflecting the operating status of the engine, including engine speed, throttle opening, intake temperature, intake pressure and oxygen sensor signal. These parameters are used to comprehensively evaluate the operating characteristics of the engine.

[0112] Specifically, the electronic device collects the engine's operating parameters simultaneously through multiple sensors, including engine speed through a speed sensor, throttle opening through a position sensor, intake temperature through a temperature sensor, intake pressure through a pressure sensor, and oxygen content signal through an oxygen sensor. This multi-sensor based collection method can comprehensively monitor the engine's operating status.

[0113] For example, when the engine is running normally, the speed sensor collects a speed of 3000rpm, the position sensor collects a throttle opening of 40%, the temperature sensor collects an intake temperature of 25°C, the pressure sensor collects an intake pressure of 95kPa, and the oxygen sensor collects a mixture concentration signal of 0.8V; when the engine is idling, the speed is collected as 800rpm, the throttle opening is 5%, the intake temperature is 20°C, the intake pressure is 90kPa, and the oxygen sensor signal is 1.0V.

[0114] S702: Establish a characteristic vector of the operating condition parameter, and input the characteristic vector into a pre-trained operating condition recognition model to obtain the real-time operating condition type and operating condition load rate of the engine.

[0115] In an embodiment of the present application, a feature vector represents a data structure formed by combining multiple operating condition parameters according to preset rules, and the operating condition identification model is used to map the feature vector to a corresponding operating condition type and operating condition load rate.

[0116] Specifically, the electronic device will collect the speed, throttle opening, intake temperature, intake pressure and oxygen sensor signals to form a feature vector in a preset order, and input the vector into the working condition recognition model trained by machine learning. The model outputs the engine working condition type and the corresponding working condition load rate. This machine learning-based recognition method can accurately judge the engine's operating status.

[0117] The operating condition recognition model utilizes a deep neural network structure, consisting of a feature extraction layer, a classification layer, and a regression layer. The feature extraction layer uses a multi-layer perceptron to extract key features from the input vector, including engine load-related features (such as the product of engine speed and throttle opening), combustion efficiency-related features (such as the ratio of intake air temperature to intake air pressure), and mixture concentration-related features (such as the rate of change of the oxygen sensor signal). The classification layer outputs a probability distribution of the operating condition type based on a softmax function, and the regression layer uses a fully connected layer to output a load rate within the range of 0-100%. When training the operating condition recognition model, real operating condition data, including speed, throttle opening, intake air temperature, intake air pressure, and oxygen sensor signals, is first collected and labeled with the corresponding operating condition type and load rate as a training set. This data is normalized and preprocessed before input into the model. The classification layer is optimized using a cross-entropy loss function to accurately predict the operating condition type, and the regression layer is optimized using a mean square error loss function to accurately predict the load rate. The weighted sum of the two loss functions is used as the final optimization target. The model parameters are iteratively updated using the Adam optimizer until the loss functions converge, ultimately resulting in a working condition recognition model that accurately identifies the operating condition type and load rate. S703: Based on the operating condition type, a corresponding baseline compensation coefficient is selected from a preset compensation coefficient library.

[0118] Specifically, the electronic device uses the operating condition type output by the operating condition identification model as a query condition and searches for the corresponding benchmark compensation coefficient in the compensation coefficient library. Through this selection method based on the operating condition type, correction parameters suitable for the current operating state can be obtained. The compensation coefficient library stores different operating condition types such as acceleration conditions, deceleration conditions, and idling conditions and their corresponding standard correction coefficient values.

[0119] For example, when the operating condition type is acceleration condition, the corresponding base compensation coefficient is 1.2, which is used to increase fuel supply; when the operating condition type is idle condition, the corresponding base compensation coefficient is 0.9, which is used to reduce fuel supply.

[0120] S704: The product of the base compensation coefficient and the operating load rate is used as the dynamic compensation coefficient.

[0121] In the embodiment of the present application, the dynamic compensation coefficient represents a correction value obtained by adjusting the base compensation coefficient according to actual load conditions, and the coefficient is used to achieve more accurate injection quantity compensation.

[0122] Specifically, the electronic device multiplies the baseline compensation coefficient selected from the compensation coefficient library by the operating load rate output by the operating condition identification model to obtain a dynamic compensation coefficient that reflects the current operating status. This dynamic calculation method based on the load rate can make the compensation more flexible and accurate.

[0123] For example, when the baseline compensation coefficient is 1.2 and the operating load rate is 65%, the dynamic compensation coefficient is 0.78 by multiplying the baseline compensation coefficient 1.2 by the load rate 0.65; when the baseline compensation coefficient is 0.9 and the operating load rate is 15%, the dynamic compensation coefficient is 0.135 by multiplying the baseline compensation coefficient 0.9 by the load rate 0.15.

[0124] S705: The product of the basic injection amount and the dynamic compensation coefficient is used as the fuel injection amount of the fuel injector.

[0125] In the embodiment of the present application, the fuel injection amount represents the final fuel supply amount after operating condition compensation, and this value is used to guide the actual injection operation of the fuel injector.

[0126] Specifically, the electronic device multiplies the basic injection amount by the dynamic compensation coefficient to obtain the fuel injection amount that adapts to the current working conditions. This calculation method based on dynamic compensation can make the fuel supply better match the actual needs of the engine.

[0127] For example, when the basic injection amount is 5 mg / time and the dynamic compensation coefficient is 0.78, the fuel injection amount is 3.9 mg / time by multiplying the basic injection amount 5 mg / time by the dynamic compensation coefficient 0.78; when the basic injection amount is 3.5 mg / time and the dynamic compensation coefficient is 0.135, the fuel injection amount is 0.47 mg / time by multiplying the basic injection amount 3.5 mg / time by the dynamic compensation coefficient 0.135.

[0128] This embodiment also discloses a motorcycle exhaust fuel injector control system. Figure 6 This is a module diagram of a motorcycle exhaust fuel injector control system disclosed in an embodiment of the present application. The system includes: a temperature difference acquisition module 21 for acquiring the real-time temperature of the fuel injector of the motorcycle when it is not heated, and determining a preheating temperature threshold of the fuel injector based on the difference between the real-time temperature and a preset target temperature; a temperature change rate acquisition module 22 for acquiring, when the ambient temperature of the motorcycle is lower than a preset temperature, a first temperature change rate of the fuel injector in each preset time period when the heat source of the motorcycle heats the fuel injector according to a preset heat supply; A heating amount adjustment module 23 is configured to adjust the preset heating amount according to each of the first temperature change rates to obtain a target heating amount; a heating control module 24 for controlling the heat source of the motorcycle to heat the fuel injector according to the target heat supply until the real-time temperature of the fuel injector reaches the preheating temperature threshold, and monitoring emission parameters of the motorcycle engine; The injection control module 25 is configured to determine a fuel injection amount of the fuel injector based on a deviation between the emission parameter and a preset emission parameter standard, and control the fuel injector to inject fuel according to the fuel injection amount.

[0129] Optionally, the temperature difference acquisition module 21 is further used to obtain a second temperature change rate of the fuel injector during a target period, where the target period is a preset time period before the ambient temperature of the motorcycle falls below a preset temperature; based on the second temperature change rate, calculate an estimated time required for the fuel injector to reach the target temperature from the real-time temperature; and determine the preheating temperature threshold based on the estimated time and the difference between the real-time temperature and the target temperature.

[0130] Optionally, the temperature difference acquisition module 21 is also used to divide the difference by the expected time to obtain the target heating rate; use the ratio of the second temperature change rate to the target heating rate as the temperature adjustment coefficient; multiply the target temperature by the temperature adjustment coefficient to obtain the preheating temperature threshold.

[0131] Optionally, the heating supply adjustment module 23 is also used to calculate the temperature fluctuation amplitude of the maximum first temperature change rate and the minimum first temperature change rate within the preset time period; when the temperature fluctuation amplitude is greater than a preset amplitude threshold, the preset heating supply is reduced by a first correction amount to obtain a target heating supply, and the first correction amount is positively correlated with the temperature fluctuation amplitude; when the temperature fluctuation amplitude is not greater than the preset amplitude threshold, the target heating supply is determined according to each of the first temperature change rates and a preset standard temperature change rate range.

[0132] Optionally, the heating supply adjustment module 23 is also used to increase the preset heating supply by a second correction amount to obtain a target heating supply if the current first temperature change rate is less than the lower limit of the preset standard temperature change rate range, and the second correction amount increases nonlinearly with the increase of the difference between the lower limit of the standard temperature change rate range and the current first temperature change rate; if the current first temperature change rate is greater than the upper limit of the preset standard temperature change rate range, reduce the preset heating supply by a third correction amount to obtain a target heating supply, and the third correction amount increases nonlinearly with the increase of the difference between the current first temperature change rate and the upper limit of the standard temperature change rate range; if the current first temperature change rate is within the preset standard temperature change rate range, use the preset heating supply as the target heating supply.

[0133] Optionally, the injection control module 25 is further configured to obtain the speed and load parameters of the motorcycle engine when the real-time temperature of the fuel injector reaches the preheating temperature threshold; search for a corresponding basic injection amount from a preset mapping table according to the speed and load parameters; calculate a real-time deviation rate between the emission parameters and the emission standard parameters; when the deviation rate exceeds a preset range, perform compensation correction on the basic injection amount based on the operating parameters of the motorcycle engine to obtain the fuel injection amount of the fuel injector; when the deviation rate does not exceed the preset range, use the basic injection amount as the fuel injection amount of the fuel injector.

[0134] Optionally, the injection control module 25 is also used to obtain the operating parameters of the motorcycle engine, which include engine speed, throttle opening, intake temperature, intake pressure and oxygen sensor signal; establish a characteristic vector of the operating parameters, and input the characteristic vector into a pre-trained operating condition recognition model to obtain the real-time operating condition type and operating load rate of the engine; select a corresponding baseline compensation coefficient from a preset compensation coefficient library according to the operating condition type; use the product of the baseline compensation coefficient and the operating load rate as the dynamic compensation coefficient; and use the product of the basic injection amount and the dynamic compensation coefficient as the fuel injection amount of the fuel injector.

[0135] It should be noted that the above embodiments provide devices that implement their functions using only the division of the above functional modules as examples. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the device and method embodiments provided in the above embodiments are based on the same concept. The specific implementation process is detailed in the method embodiment and will not be repeated here.

[0136] This embodiment also discloses an electronic device, referring to Figure 7The electronic device may include: at least one processor 901 , at least one communication bus 902 , a user interface 903 , a network interface 904 , and at least one memory 905 .

[0137] The communication bus 902 is used to implement connection and communication between these components.

[0138] The user interface 903 may include a display screen (Display) and a camera (Camera). Optional user interfaces may also include a standard wired interface and a wireless interface.

[0139] The network interface 904 may optionally include a standard wired interface or a wireless interface (such as a WI-FI interface).

[0140] Processor 901 may include one or more processing cores. The processor utilizes various interfaces and circuits to connect various components within the server. It executes instructions, programs, code sets, or instruction sets stored in memory, and accesses data stored in memory to perform various server functions and process data. Optionally, the processor may be implemented using at least one of the following hardware forms: a digital signal processing (DSP), a field-programmable gate array (FPGA), or a programmable logic array (PLA). The processor may integrate one or a combination of a central processing unit (CPU), a graphics processing unit (GPU), and a modem. The CPU primarily processes the operating system, user interface, and application programs; the GPU is responsible for rendering and drawing content displayed on the display; and the modem handles wireless communications. It is understood that the modem may also be implemented as a separate chip, rather than integrated into the processor.

[0141] Memory 905 may include random access memory (RAM) or read-only memory (ROM). Optionally, the memory may include non-transitory computer-readable storage medium. The memory may be used to store instructions, programs, code, code sets, or instruction sets. The memory may include a program storage area and a data storage area. The program storage area may store instructions for implementing an operating system, instructions for at least one function (such as a touch function, sound playback function, image playback function, etc.), instructions for implementing each of the aforementioned method embodiments, etc.; the data storage area may store data related to each of the aforementioned method embodiments, etc. The memory may also optionally be at least one storage device located remotely from the aforementioned processor. As shown in the figure, the memory, as a computer storage medium, may include an operating system, a network communication module, a user interface module, and an application program for a method for controlling a motorcycle exhaust fuel injector.

[0142] exist Figure 7 In the electronic device shown, the user interface is mainly used to provide an input interface for the user and obtain data input by the user; and the processor can be used to call an application program for a motorcycle exhaust fuel injector control method stored in the memory. When executed by one or more processors, the electronic device executes one or more methods as described in the above embodiments.

[0143] It should be noted that for the aforementioned method embodiments, for simplicity of description, they are all expressed as a series of action combinations, but those skilled in the art should be aware that this application is not limited by the order of the actions described, because according to this application, certain steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also be aware that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily required for this application.

[0144] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0145] In the several embodiments provided in this application, it should be understood that the disclosed devices can be implemented in other ways. For example, the device embodiments described above are merely schematic, such as the division of units, which is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some service interface, and the indirect coupling or communication connection of devices or units can be electrical or other forms.

[0146] Units described as separate components may or may not be physically separate, and components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0147] In addition, the functional units in the various embodiments of the present application may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0148] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable memory. Based on this understanding, the technical solution of this application, or the portion that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a memory and includes several instructions for causing a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the various embodiments of the method of this application. The aforementioned memory includes various media that can store program code, such as USB flash drives, mobile hard drives, magnetic disks, or optical disks.

[0149] The above is only an exemplary embodiment of the present disclosure and cannot be used to limit the scope of the present disclosure. That is, any equivalent changes and modifications made according to the teachings of the present disclosure are still within the scope of the present disclosure. After considering the disclosure of the specification, those skilled in the art will easily think of other embodiments of the present disclosure. This application is intended to cover any variations, uses or adaptive changes of the present disclosure, which follow the general principles of the present disclosure and include common knowledge or customary technical means in the technical field that are not recorded in the present disclosure. The description and examples are to be regarded as exemplary only, and the scope and spirit of the present disclosure are defined by the claims.

Claims

1. A motorcycle exhaust fuel injector control method, characterized in that: Specifically include: obtaining a real-time temperature of a fuel injector of the motorcycle in an unheated state, and determining a preheating temperature threshold of the fuel injector based on a difference between the real-time temperature and a preset target temperature; When the ambient temperature of the motorcycle is lower than a preset temperature, obtaining a first temperature change rate of the fuel injector in each preset time period when the heat source of the motorcycle heats the fuel injector according to a preset heat supply; adjusting the preset heating supply according to each of the first temperature change rates to obtain a target heating supply; controlling a heat source of the motorcycle to heat the fuel injector according to the target heat supply until the real-time temperature of the fuel injector reaches the preheating temperature threshold, and monitoring emission parameters of the motorcycle engine; Based on the deviation of the emission parameter from a preset emission parameter standard, a fuel injection amount of the fuel injector is determined, and the fuel injector is controlled to inject according to the fuel injection amount.

2. The motorcycle exhaust fuel injector control method according to claim 1, characterized in that: Determining the preheating temperature threshold of the fuel injector based on the difference between the real-time temperature and the preset target temperature specifically includes: obtaining a second temperature change rate of the fuel injector during a target period, wherein the target period is a preset time period before an ambient temperature of the motorcycle falls below a preset temperature; calculating an estimated time required for the fuel injector to reach the target temperature from the real-time temperature based on the second temperature change rate; The preheating temperature threshold is determined according to the estimated time and the difference between the real-time temperature and the target temperature.

3. The motorcycle exhaust fuel injector control method according to claim 2, characterized in that: The determining the preheating temperature threshold according to the estimated time and the difference between the real-time temperature and the target temperature specifically includes: Dividing the difference by the estimated time to obtain a target heating rate; using a ratio of the second temperature change rate to the target heating rate as a temperature adjustment coefficient; The target temperature is multiplied by the temperature adjustment coefficient to obtain the preheating temperature threshold.

4. The motorcycle exhaust fuel injector control method according to claim 1, characterized in that: The step of adjusting the preset heating supply according to the first temperature change rate to obtain a target heating supply specifically includes: Calculate the temperature fluctuation amplitude of the maximum first temperature change rate and the minimum first temperature change rate within the preset time period; When the temperature fluctuation amplitude is greater than a preset amplitude threshold, the preset heating amount is reduced by a first correction amount to obtain a target heating amount, wherein the first correction amount is positively correlated with the temperature fluctuation amplitude; When the temperature fluctuation amplitude is not greater than a preset amplitude threshold, the target heating amount is determined according to each of the first temperature change rates and a preset standard temperature change rate range.

5. The motorcycle exhaust fuel injector control method according to claim 4, characterized in that: The determining of the target heating supply according to each of the first temperature change rates and a preset standard temperature change rate range specifically includes: If the current first temperature change rate is less than the lower limit of the preset standard temperature change rate range, the preset heating supply is increased by a second correction amount to obtain the target heating supply, and the second correction amount increases nonlinearly as the difference between the lower limit of the standard temperature change rate range and the current first temperature change rate increases; If the current first temperature change rate is greater than the upper limit of the preset standard temperature change rate range, the preset heating supply is reduced by a third correction amount to obtain the target heating supply, and the third correction amount increases nonlinearly as the difference between the current first temperature change rate and the upper limit of the standard temperature change rate range increases; If the current first temperature change rate is within a preset standard temperature change rate range, the preset heating amount is used as the target heating amount.

6. The motorcycle exhaust fuel injector control method according to claim 1, characterized in that: The step of determining the fuel injection amount of the fuel injector based on the deviation between the emission parameter and a preset emission parameter standard specifically includes: When the real-time temperature of the fuel injector reaches the preheating temperature threshold, obtaining the speed and load parameters of the motorcycle engine; According to the speed and load parameters, searching for the corresponding basic injection amount from a preset mapping table; Calculating a real-time deviation rate between the emission parameter and the emission standard parameter; When the deviation rate exceeds a preset range, compensating and correcting the basic injection amount based on the operating parameters of the motorcycle engine to obtain the fuel injection amount of the fuel injector; When the deviation rate does not exceed a preset range, the basic injection amount is used as the fuel injection amount of the fuel injector.

7. The motorcycle exhaust fuel injector control method according to claim 6, characterized in that: The compensating and correcting the basic injection amount based on the operating parameters of the motorcycle engine to obtain the fuel injection amount of the fuel injector specifically includes: Acquiring operating parameters of the motorcycle engine, wherein the operating parameters include engine speed, throttle opening, intake air temperature, intake air pressure, and oxygen sensor signal; Establishing a characteristic vector of the operating condition parameter, and inputting the characteristic vector into a pre-trained operating condition recognition model to obtain the real-time operating condition type and operating condition load rate of the engine; Selecting a corresponding reference compensation coefficient from a preset compensation coefficient library according to the working condition type; The product of the base compensation coefficient and the working load rate is used as a dynamic compensation coefficient; The product of the basic injection quantity and the dynamic compensation coefficient is used as the fuel injection quantity of the fuel injector.

8. A motorcycle exhaust fuel injector control system, characterized in that: Specifically include: a temperature difference acquisition module, configured to acquire a real-time temperature of a fuel injector of the motorcycle when the fuel injector is not heated, and determine a preheating temperature threshold of the fuel injector based on a difference between the real-time temperature and a preset target temperature; a temperature change rate acquisition module, configured to acquire, when the ambient temperature of the motorcycle is lower than a preset temperature, a first temperature change rate of the fuel injector in each preset time period when the heat source of the motorcycle heats the fuel injector according to a preset heat supply; A heating amount adjustment module, configured to adjust the preset heating amount according to each of the first temperature change rates to obtain a target heating amount; a heating control module, configured to control a heat source of the motorcycle to heat the fuel injector according to the target heat supply until the real-time temperature of the fuel injector reaches the preheating temperature threshold, and monitor emission parameters of the motorcycle engine; The injection control module is used to determine the fuel injection amount of the fuel injector based on the deviation of the emission parameter and a preset emission parameter standard, and control the fuel injector to inject according to the fuel injection amount.

9. An electronic device, characterized in that: The electronic device comprises a processor, a memory, a user interface and a network interface, wherein the memory is used to store instructions, the user interface and the network interface are both used to communicate with other devices, and the processor is used to execute the instructions stored in the memory so that the electronic device executes the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores instructions, and when the instructions are executed, the method according to any one of claims 1 to 7 is executed.

Images