Control method and terminal equipment for carbon canister solenoid valve on vehicle

Abstract

This application relates to the field of solenoid valve control technology, and provides a control method and terminal device for a canister purge solenoid valve in a vehicle. The method includes: when the vehicle is idling, acquiring the combustion stability of the engine within a preset time period; when the combustion stability is unstable, controlling the canister purge solenoid valve to operate at different switching frequencies to obtain vibration data of the vehicle during the operation of the canister purge solenoid valve at different switching frequencies; determining a control strategy for the canister purge solenoid valve based on the vibration data; and controlling the canister purge solenoid valve to operate based on the control strategy. This application, in the case of idling and when engine combustion is determined to be unstable, determines the control strategy for the canister purge solenoid valve through vibration data, avoiding the problem of large vehicle vibrations caused by an unreasonable control strategy for the canister purge solenoid valve during idling, which leads to unstable engine combustion.

Description

Technical Field

[0001] This application belongs to the field of electromagnetic valve control technology, and in particular relates to a control method and terminal equipment for a carbon canister solenoid valve in a vehicle. Background Technology

[0002] With the increasing number of cars, gaseous pollutants emitted by vehicles have become a major concern. To reduce the emission of evaporative pollutants from cars, carbon canister adsorption systems are installed. Fuel vapors emitted from the fuel tank are adsorbed by activated carbon in the carbon canister. When the engine is running, the negative pressure of the intake system allows fresh air to pass through the carbon canister's solenoid valve, desorbing the fuel vapors adsorbed by the activated carbon. This desorbed fuel vapors then enter the engine for combustion, reducing the amount of evaporative pollutants emitted.

[0003] Currently, regardless of the vehicle's operating conditions, the carbon canister solenoid valve operates according to a fixed control strategy. When the vehicle is idling, an unreasonable control strategy often leads to unstable combustion in the engine when fuel vapors desorbed from the carbon canister enter the engine. This unstable combustion can cause resonance between the carbon canister solenoid valve's operating frequency and the vehicle's powertrain's inherent modes, resulting in significant vehicle vibration. Summary of the Invention

[0004] This application provides a control method and terminal device for a carbon canister solenoid valve in a vehicle, which can solve the problem of large vehicle vibration caused by an unreasonable control strategy of the carbon canister solenoid valve when the vehicle is idling.

[0005] In a first aspect, embodiments of this application provide a method for controlling a carbon canister solenoid valve in a vehicle. The vehicle includes a carbon canister and a carbon canister solenoid valve for controlling the opening and closing of the carbon canister. When the carbon canister solenoid valve is open, fuel vapor adsorbed in the carbon canister enters the cylinder of the engine for combustion. The method includes:

[0006] When the vehicle is idling, the combustion stability of the engine in the vehicle is obtained, wherein the combustion stability includes stable or unstable.

[0007] When the combustion stability is unstable, the carbon canister solenoid valve is controlled to operate at different switching frequencies to obtain the vibration data of the vehicle.

[0008] Based on the vibration data, a control strategy for the carbon canister solenoid valve is determined, the control strategy including the target switching frequency and / or opening value of the carbon canister solenoid valve;

[0009] Based on the control strategy of the carbon canister solenoid valve, the carbon canister solenoid valve is controlled to operate.

[0010] Secondly, embodiments of this application provide a control device for a carbon canister solenoid valve in a vehicle, comprising:

[0011] The information acquisition module is used to acquire the combustion stability of the engine in the vehicle when the vehicle is idling, wherein the combustion stability includes stable or unstable.

[0012] The first control module is used to control the carbon canister solenoid valve to operate at different switching frequencies when the combustion stability is unstable, so as to obtain the vibration data of the vehicle.

[0013] The strategy determination module is used to determine the control strategy of the carbon canister solenoid valve in the vehicle based on the vibration data, the control strategy including the target switching frequency and / or opening value of the carbon canister solenoid valve;

[0014] The second control module is used to control the carbon canister solenoid valve to perform actions based on the control strategy of the carbon canister solenoid valve.

[0015] Thirdly, embodiments of this application provide a terminal device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the control method for the carbon canister solenoid valve on a vehicle as described in any of the first aspects above.

[0016] Fourthly, embodiments of this application provide a control system for a carbon canister solenoid valve in a vehicle, including an engine fuel tank, a carbon canister, a carbon canister solenoid valve, an engine, and a processor. The carbon canister is used to adsorb fuel vapors volatilized from the fuel tank. When the carbon canister solenoid valve is opened, the fuel vapor adsorbed in the carbon canister enters the engine cylinder for combustion. When the processor executes the computer program, it implements the control method for the carbon canister solenoid valve in the vehicle described in any one of the first aspects above.

[0017] The processor is also used to control the oxygen sensor to collect the oxygen content in the exhaust gas from the engine, and the oxygen sensor generates a voltage value based on the oxygen content.

[0018] The processor is also used to control the cylinder pressure sensor to detect cylinder pressure values.

[0019] The processor is also used to control the crankshaft sensor to detect the angular velocity value of the engine's crankshaft.

[0020] The processor is also used to control the vibration sensors to detect vibration data from the vehicle.

[0021] Fifthly, embodiments of this application provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the control method for the carbon canister solenoid valve on a vehicle as described in any of the first aspects.

[0022] In a sixth aspect, embodiments of this application provide a computer program product that, when run on a terminal device, causes the terminal device to execute the control method for the carbon canister solenoid valve on a vehicle as described in any of the first aspects.

[0023] The beneficial effects of the first aspect of this application compared to the prior art are as follows: When the vehicle is idling, this application acquires the combustion stability of the engine. When the combustion stability is unstable, it controls the canister purge solenoid valve to operate at different switching frequencies to obtain vehicle vibration data. Based on the vibration data, a control strategy for the canister purge solenoid valve is determined, and based on the determined control strategy, the canister purge solenoid valve is controlled to operate. Compared to the prior art, which uses a fixed control strategy to control the opening and closing of the canister purge solenoid valve under any operating condition, this application determines the control strategy for the canister purge solenoid valve through vibration data when the engine combustion is determined to be unstable during idling. This avoids the problem of large vehicle vibration caused by an unreasonable control strategy for the canister purge solenoid valve during idling, which leads to unstable engine combustion. This reduces the probability of large vehicle vibration.

[0024] It is understood that the beneficial effects of the second to fifth aspects mentioned above can be found in the relevant descriptions in the first aspect mentioned above, and will not be repeated here. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 This is a schematic flowchart of a control method for a carbon canister solenoid valve on a vehicle according to an embodiment of this application;

[0027] Figure 2 This is a schematic diagram showing the change in vibration displacement of a vehicle seat with the switching frequency of a carbon canister solenoid valve according to an embodiment of this application.

[0028] Figure 3 This is a flowchart illustrating a method for determining the control strategy of a carbon canister solenoid valve according to an embodiment of this application.

[0029] Figure 4 This is a schematic flowchart of a method for determining the combustion stability of an engine according to an embodiment of this application;

[0030] Figure 5This is a schematic flowchart of a method for determining the combustion stability of an engine using voltage values, provided in an embodiment of this application.

[0031] Figure 6 This is a schematic flowchart of a method for determining the combustion stability of an engine using the angular velocity value of a crankshaft, provided in an embodiment of this application.

[0032] Figure 7 This is a schematic flowchart of a method for determining the combustion stability of an engine using cylinder pressure values, provided in an embodiment of this application.

[0033] Figure 8 This is a schematic diagram of the structure of a control device for a carbon canister solenoid valve on a vehicle according to an embodiment of this application;

[0034] Figure 9 This is a schematic diagram of the structure of a terminal device provided in an embodiment of this application. Detailed Implementation

[0035] It should be understood that, when used in this application specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or a collection thereof.

[0036] It should also be understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0037] Furthermore, in the description of this application and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0038] References to "one embodiment" or "some embodiments" in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized.

[0039] Idle condition: refers to the state in which the engine runs without load, that is, the clutch is engaged, the transmission is in neutral (for vehicles with automatic transmissions, it should be in "Park" or "P" gear); for vehicles with a carburetor fuel supply system, the choke is fully open; and the accelerator pedal is fully released.

[0040] During idling, abnormal vehicle vibrations often occur when the six free modes of the powertrain (degrees of freedom: along the X-axis, Y-axis, Z-axis, RX, RY, RZ; modes: 5Hz-20Hz) coincide with the operating frequency of the carbon canister solenoid valve (e.g., 5Hz-30Hz, or 10-20Hz). Here, RX is around the X-axis, RY is around the Y-axis, and RZ is around the Z-axis. Carbon canister desorption causes unstable combustion in the engine. When the switching frequency of the carbon canister solenoid valve is close to the natural frequency (mode) of the powertrain, it triggers powertrain resonance, resulting in poor NVH (noise, vibration, and harshness) performance of the entire vehicle. These resonance frequencies are typically between 5Hz and 20Hz, which is close to the resonance frequencies of internal human organs (4Hz-17Hz). Once resonance occurs, it is noticeably perceptible to the human body.

[0041] Based on the above problems, the control method for the carbon canister solenoid valve in this application aims to reduce the likelihood of vehicle vibration by resetting the control strategy of the carbon canister solenoid valve when the vehicle is idling and the engine combustion is determined to be unstable.

[0042] Figure 1 A schematic flowchart of the control method for the carbon canister solenoid valve on a vehicle provided in this application is shown, with reference to... Figure 1 The method is described in detail below:

[0043] S101, when the vehicle is idling, obtain the combustion stability of the engine in the vehicle during a first preset time period, wherein the combustion stability includes stable or unstable.

[0044] In this embodiment, the method for determining the idling condition includes: while the engine is running, acquiring the engine speed at various sampling moments within a preset time period (e.g., the first 5 or 6 seconds) according to a detection cycle; filtering the acquired speeds to obtain filtered speeds; calculating the average value of the filtered speeds; and determining that the vehicle is in an idling condition if the average speed is less than a preset speed value. In electric vehicles or hybrid electric vehicles, the idling condition can be referred to as an idling charging condition. If the average speed is greater than or equal to the preset speed value, determining that the vehicle is in a non-idling condition. Non-idling conditions may include acceleration conditions, deceleration conditions, etc.

[0045] In this embodiment, if the vehicle is idling at the current time, the combustion stability of the fuel in the engine cylinders during a second preset time period prior to the current time is obtained. For example, if the current time is 3:50:50, the combustion stability of the engine during the previous 10 seconds (from 3:50:40 to 3:50:50) is obtained.

[0046] Specifically, combustion stability can be determined based on at least one of the cylinder pressure, the crankshaft angular velocity, and the voltage value of an oxygen sensor that detects the oxygen content in the exhaust gas from the engine.

[0047] S102, when the combustion stability is unstable, the carbon canister solenoid valve is controlled to operate at different switching frequencies to obtain vehicle vibration data.

[0048] Specifically, when the combustion stability is unstable, the carbon canister solenoid valve is controlled to operate at different switching frequencies to obtain vibration data of the vehicle when the carbon canister solenoid valve is operating at different switching frequencies.

[0049] In this embodiment, the vibration data includes at least one of vibration displacement, vibration acceleration, and vibration velocity. The vibration data can be collected by sensors distributed throughout the vehicle, which can collect vibration data from different locations within the vehicle (e.g., seats, steering wheel, floor, etc.).

[0050] In this embodiment, when the combustion stability is unstable, frequency sweep is performed to obtain vibration data. Frequency sweep refers to adjusting the switching frequency of the canister solenoid valve so that the canister solenoid valve runs at different frequencies for a preset time (e.g., the preset time is 0.1 seconds, 0.2 seconds, or 0.5 seconds) to obtain vibration data at each switching frequency.

[0051] As an example, the control solenoid valve for the carbon canister starts operating at 5Hz, and each time the preset frequency is increased (for example, the preset frequency is a value between 0.5 and 1Hz), until it is increased to 30Hz.

[0052] In this embodiment, the carbon canister solenoid valve is controlled to operate at different switching frequencies. These different switching frequencies do not include the frequencies corresponding to the inherent modes of the vehicle's powertrain. For example, if the vehicle has six inherent modes of its powertrain, each mode corresponds to a frequency, and the different switching frequencies do not include the six frequencies corresponding to these six inherent modes.

[0053] For example, if the frequency of the powertrain's inherent mode is 10Hz, when controlling the carbon canister solenoid valve to operate at different switching frequencies, the different switching frequencies can be 7Hz, 8Hz, 9Hz, 11Hz, and 12Hz, excluding 10Hz.

[0054] Specifically, if the carbon canister solenoid valve is controlled to operate at a switching frequency of h, according to the formula... The vibration data of the vehicle is calculated, where d is the vibration weighting coefficient at a switching frequency of h; a, b, and c are all preset weighting coefficients. When S is the vibration acceleration, X is the vibration acceleration measured by the vibration accelerometer in the X-axis direction of the vehicle, Y is the vibration acceleration measured by the vibration accelerometer in the Y-axis direction of the vehicle, and Z is the vibration acceleration measured by the vibration accelerometer in the Z-axis direction of the vehicle. When S is the vibration velocity, X is the vibration velocity in the X-axis direction of the vehicle, Y is the vibration velocity in the Y-axis direction of the vehicle, and Z is the vibration velocity in the Z-axis direction of the vehicle. When S is the vibration displacement, X is the vibration displacement measured by the vibration displacement sensor in the X-axis direction of the vehicle, Y is the vibration displacement measured by the vibration displacement sensor in the Y-axis direction of the vehicle, and Z is the vibration displacement measured by the vibration displacement sensor in the Z-axis direction of the vehicle.

[0055] S103, based on the vibration data, determine the control strategy for the carbon canister solenoid valve, the control strategy including the target switching frequency and / or opening value of the carbon canister solenoid valve.

[0056] Specifically, the vibration data are input into the strategy determination model to obtain the control strategy for the carbon canister solenoid valve. The opening value characterizes the degree to which the carbon canister solenoid valve is opened.

[0057] S104, based on the control strategy of the carbon canister solenoid valve, control the carbon canister solenoid valve to perform an action.

[0058] In this embodiment, when the vehicle is idling, the combustion stability of the engine is acquired over a preset time period. When the combustion stability is unstable, the canister purge solenoid valve is controlled to operate at different switching frequencies, obtaining vibration data of the vehicle during the operation of the canister purge solenoid valve at different switching frequencies. Based on the vibration data, a control strategy for the canister purge solenoid valve is determined. Compared to the prior art, which uses a fixed control strategy to control the switching of the canister purge solenoid valve under all operating conditions, this application determines the control strategy for the canister purge solenoid valve through vibration data when the engine combustion is determined to be unstable during idling. This avoids the problem of large vehicle vibration caused by an unreasonable control strategy for the canister purge solenoid valve during idling, which leads to unstable engine combustion. This reduces the probability of large vehicle vibration. Figure 2 As shown in the figure, the operating frequency (switching frequency) of the carbon canister solenoid valve determined in this application is 13Hz. It can be seen from the figure that the vibration displacement value of the seat decreases from large to small and then increases from small to large. At 13Hz, the vibration displacement of the seat is the smallest, and the seat vibration reaches the optimal level.

[0059] like Figure 3As shown, in one possible implementation, the vibration data is vibration acceleration, and the implementation process of step S103 may include:

[0060] S1031, calculate the average value of vibration acceleration obtained at the same switching frequency, and obtain the average value of vibration acceleration corresponding to each switching frequency.

[0061] In this embodiment, when the carbon canister solenoid valve is running at a switching frequency, if multiple vibration accelerations are obtained, the average value of each vibration acceleration is calculated to obtain the average vibration acceleration at that switching frequency.

[0062] As an example, when the carbon canister solenoid valve is running at a switching frequency of 12Hz, the vibration accelerations obtained include A, B, and C. The average value of A, B, and C is D. Therefore, D is determined to be the average vibration acceleration value obtained when the switching frequency is 12Hz.

[0063] One switching frequency corresponds to one average vibration acceleration.

[0064] S1032, the minimum value among the average values ​​of each vibration acceleration is taken as the target vibration acceleration of the vehicle.

[0065] In this embodiment, the minimum value among multiple average vibration accelerations is found, and the minimum value among multiple average vibration accelerations is taken as the target vibration acceleration.

[0066] S1033, when the control strategy includes the target switching frequency, the switching frequency corresponding to the target vibration acceleration is taken as the target switching frequency.

[0067] In this embodiment, when the carbon canister solenoid valve operates at the switching frequency corresponding to the target vibration acceleration, the vehicle vibration is relatively small. Therefore, the switching frequency corresponding to the target vibration acceleration is used as the target switching frequency of the carbon canister solenoid valve to ensure that the vehicle vibration is small when the carbon canister solenoid valve is working.

[0068] S1034, when the control strategy includes the opening value, obtain the current speed of the engine.

[0069] In this embodiment, the current engine speed can be detected by a speed detection sensor.

[0070] S1035, based on the current rotational speed, the switching frequency corresponding to the target vibration acceleration, and a preset chart, determine the opening value of the carbon canister solenoid valve, wherein the preset chart stores the correspondence between the engine rotational speed, the vehicle vibration acceleration, and the opening value of the carbon canister solenoid valve.

[0071] In this embodiment, the correspondence between the engine speed, the vehicle vibration acceleration, and the opening value of the carbon canister solenoid valve is pre-stored. After determining the switching frequency corresponding to the current speed and the target vibration acceleration, the opening value can be determined.

[0072] In one possible implementation, when the vibration data is vibration velocity, the implementation process of step S103 is the same as that of steps S1031 to S1035 above. Please refer to steps S1031 to S1035 above, and they will not be repeated here.

[0073] In one possible implementation, when the vibration data is vibration displacement, the implementation process of step S103 is the same as that of steps S1031 to S1035 above. Please refer to steps S1031 to S1035 above, and they will not be repeated here.

[0074] In one possible implementation, when the vibration data includes vibration acceleration, vibration velocity, and vibration displacement, the implementation process of step S103 includes:

[0075] Calculate the average value of the vibration acceleration obtained at the same switching frequency to obtain the first value.

[0076] The average value of the vibration velocity obtained at the same switching frequency is calculated to obtain the second value.

[0077] The average value of the vibration displacement obtained at the same switching frequency is calculated to obtain the third value.

[0078] A fourth value is obtained based on the first, second, and third values ​​and weight values ​​obtained at the same switching frequency. The first value corresponds to a preset weight, the second value corresponds to a preset weight, and the third value corresponds to a preset weight.

[0079] The switching frequency corresponding to the minimum value among all the fourth values ​​is taken as the target switching frequency.

[0080] When the control strategy includes the target switching frequency, the switching frequency corresponding to the target vibration acceleration is taken as the target switching frequency;

[0081] When the control strategy includes the opening value, the current speed of the engine is obtained;

[0082] Based on the current rotational speed, the switching frequency corresponding to the target vibration acceleration, and a preset chart, the opening value of the carbon canister solenoid valve is determined. The preset chart stores the correspondence between the engine rotational speed, the vehicle vibration acceleration, and the opening value of the carbon canister solenoid valve.

[0083] In one possible implementation, when the vibration data includes two of vibration acceleration, vibration velocity, and vibration displacement, the implementation process of step S103 is similar to that of the vibration data vibration acceleration, vibration velocity, and vibration displacement described above. Please refer to the description of the vibration data vibration acceleration, vibration velocity, and vibration displacement described above, which will not be repeated here.

[0084] like Figure 4 As shown, in one possible implementation, the process of step S101 may include:

[0085] S1011, acquire first data at each sampling moment within the preset time period, wherein the first data includes at least one of the cylinder pressure value of the cylinder, the angular velocity value of the crankshaft of the engine, and the voltage value of the oxygen sensor, and the voltage value is determined based on the oxygen content in the exhaust gas discharged by the engine detected by the oxygen sensor.

[0086] In this embodiment, the time interval between two sampling times can be set as needed. For example, the time interval can be set to 0.5 seconds, 1 second, or 1.5 seconds, etc.

[0087] The cylinder pressure can be detected by a pressure sensor. The crankshaft angular velocity can be detected by an acceleration sensor. The oxygen sensor detects the oxygen content in the exhaust gas from the engine, and determines the voltage value based on the oxygen content. Specifically, the oxygen sensor detects the oxygen content in the exhaust gas from the engine, obtains the air-fuel ratio based on the oxygen content, and determines the voltage value based on the magnitude of the air-fuel ratio.

[0088] S1012, Based on the first data, determine the combustion stability of the engine within a preset time period.

[0089] Specifically, the first data is input into a neural network discrimination model to obtain combustion stability.

[0090] like Figure 5 As shown, in one possible implementation, when the first data includes the voltage value, the implementation process of step S1012 may include:

[0091] S201, determine the third number of the voltage values ​​that are not within the preset voltage range among the voltage values ​​obtained within the preset time period.

[0092] In this embodiment, the preset voltage range can be set as needed. For example, the preset voltage range can be set to 2V to 5V.

[0093] A voltage value is obtained at each sampling time within the preset time period. It is determined whether the voltage value obtained at each sampling time is within the preset voltage range. If the voltage value obtained at each sampling time is not within the preset voltage range, the third number is incremented by 1.

[0094] S202, when the third number is greater than or equal to the fourth preset value, the combustion stability of the engine within the preset time period is determined to be unstable.

[0095] In this embodiment, the fourth preset value can be set as needed, and the fourth preset value is less than the total number of sampling times within the preset time period.

[0096] Optionally, the voltage difference is calculated by taking the difference between each voltage value and a preset voltage standard value. The number of voltage differences that are outside the preset range is then determined. If the number of voltage differences outside the preset range is greater than a fourth preset value, the combustion stability of the engine within the preset time period is determined to be unstable.

[0097] In this embodiment, if the first data does not include data other than the voltage value, and the third number is less than the fourth preset value, the combustion stability of the engine within the preset time period is determined to be stable.

[0098] like Figure 6 As shown, in one possible implementation, when the first data is the angular velocity value of the crankshaft, the implementation process of step S1012 may include:

[0099] S301, obtain the maximum angular velocity value of the crankshaft when the engine ignites for the gth time within the preset time period, and the maximum angular velocity value of the crankshaft when the engine ignites for the (g+1)th time.

[0100] Where 1≤g≤k, and k is the total number of ignitions.

[0101] In this embodiment, ignition is performed at intervals within a preset time period, and a maximum angular velocity value of the crankshaft can be obtained each time ignition is performed.

[0102] S302, obtain the time difference between the g-th ignition and the g+1-th ignition.

[0103] S303, based on the maximum angular velocity value at the g-th ignition, the maximum angular velocity value at the (g+1)-th ignition, and the time difference, the angular acceleration value of the crankshaft between the g-th ignition and the (g+1)-th ignition is obtained.

[0104] In this embodiment, the difference between the two maximum angular velocity values ​​obtained during two adjacent ignitions is calculated to obtain the fifth value. The ratio of the fifth value to the time difference is calculated to obtain the crankshaft angular acceleration value between two adjacent ignitions.

[0105] S304, determine the second angular acceleration value that is not within the preset acceleration range from the obtained angular acceleration values.

[0106] In this embodiment, the number of angular acceleration values ​​that are not within the preset acceleration range is denoted as the second number in this application. The preset acceleration range can be set as needed.

[0107] S305, if the second number is greater than or equal to the third preset value, the combustion stability of the engine within the preset time period is determined to be unstable.

[0108] In this embodiment, the third preset value can be set as needed. The third preset value is less than the total number of sampling times within the preset time period.

[0109] In this embodiment, if the first data does not include data other than the crankshaft angular acceleration, and the second data is less than the third preset value, the combustion stability of the engine within the preset time period is determined to be stable.

[0110] like Figure 7 As shown, in one possible implementation, when the first data is a cylinder pressure value, the implementation process of step S1012 may include:

[0111] S401, determine the first sampling time among the sampling times before the (i+1)th sampling time, wherein the first sampling time is the sampling time when the combustion stability is stable.

[0112] Where n≤i≤m, n takes a natural number greater than or equal to 1, m is the total number of sampling times, and the sampling times before the (n+1)th sampling time are all the first sampling times.

[0113] In this embodiment, the cylinder pressure values ​​collected at each sampling time are recorded as the first cylinder pressure value. The sampling time when the combustion stability is stable from the first sampling time to the i-th sampling time is found. The sampling time when the combustion stability is stable from the first sampling time to the i-th sampling time is recorded as the first sampling time, and the cylinder pressure value corresponding to the first sampling time is recorded as the second cylinder pressure value.

[0114] If n=1, the cylinder pressure value obtained at the first sampling time is the second cylinder pressure value, which means the combustion stability at the first sampling time is determined to be stable. If n=2, the cylinder pressure values ​​obtained at the first and second sampling times are both the second cylinder pressure values, which means the combustion stability at the first sampling time is determined to be stable, and the combustion stability at the second sampling time is determined to be stable.

[0115] For example, when n=1, i=1, i=2, or i=3, etc. When n=3, i=3, i=4, or i=5, etc.

[0116] S402, calculate the average value of the cylinder pressure at the first sampling time of a preset number of times, wherein the preset number is ≤ n.

[0117] In practical applications, the average value can be calculated from any preset number of first sampling times selected from the first sampling times.

[0118] In practical applications, the first sampling times can also be arranged in descending order to obtain the arranged first sampling times. The average cylinder pressure value corresponding to the first n first sampling times in the arranged first sampling times is then calculated.

[0119] For example, if there are 6 sampling times in the first sampling period, n=3, then the first 3 sampling times are taken. Calculate the average value of the cylinder pressure corresponding to the first 3 sampling times.

[0120] S403, subtract the average value from the cylinder pressure value at the (i+1)th sampling time to obtain a first difference value, wherein if the first difference value is greater than a preset value, the combustion stability at the (i+1)th sampling time is determined to be unstable, and if the first difference value is less than or equal to the preset value, the combustion stability at the (i+1)th sampling time is determined to be stable.

[0121] The preset values ​​can be set as needed.

[0122] S404, determine the first number among all the obtained first differences that is greater than the first preset value.

[0123] In this embodiment, the first preset value can be set as needed.

[0124] S405, when the first number is greater than or equal to the second preset value, the combustion stability of the engine within a preset time period is determined to be unstable.

[0125] Wherein, the second preset value is greater than or equal to mi.

[0126] In this embodiment, the second preset value can be set as needed. The second preset value is less than the total number of sampling times within the preset time period.

[0127] In this embodiment, if the first data does not include data other than cylinder pressure and the first number is less than the second preset value, the combustion stability of the engine within the preset time period is determined to be stable.

[0128] In one possible implementation, when the first data is the cylinder pressure value, the implementation process of step S1012 may include:

[0129] Obtain the first cylinder pressure value at each sampling time from the first sampling time to the nth sampling time, and the combustion stability at the sampling times before the (n+1)th sampling time is considered stable;

[0130] Calculate the first average value of the first cylinder pressure at each sampling time from the first sampling time to the nth sampling time.

[0131] If the absolute value of the difference between the first cylinder pressure value and the first average value at the (i+1)th sampling time is greater than a preset value, the combustion stability corresponding to the (i+1)th sampling time is determined to be unstable, where i is a natural number from n to m. The instability count is incremented by 1.

[0132] If the absolute value of the difference between the first cylinder pressure value and the first average value at the (i+1)th sampling time is less than or equal to the preset value, the combustion stability corresponding to the (i+1)th sampling time is determined to be stable.

[0133] If the combustion stability at the (i+1)th sampling time is unstable, and the absolute value of the difference between the first cylinder pressure value and the first average value at the (i+2)th sampling time is greater than a preset value, then the combustion stability at the (i+2)th sampling time is determined to be unstable, and the instability count is incremented by 1; if the absolute value of the difference between the first cylinder pressure value and the first average value at the (i+2)th sampling time is less than or equal to the preset value, then the combustion stability at the (i+2)th sampling time is determined to be stable.

[0134] If the combustion stability at the (i+1)th sampling time is stable, calculate the second average value of the first cylinder pressure value at each sampling time from the second sampling time to the (i+1)th sampling time. If the absolute value of the difference between the first cylinder pressure value at the (i+2)th sampling time and the second average value is greater than a preset value, determine that the combustion stability at the (i+2)th sampling time is unstable, and increment the instability count by 1. If the absolute value of the difference between the first cylinder pressure value at the (i+2)th sampling time and the second average value is less than or equal to the preset value, determine that the combustion stability at the (i+2)th sampling time is stable.

[0135] Calculate sequentially using the above method. When the instability count is greater than or equal to the second preset value, determine that the combustion stability of the engine within the preset time period is unstable.

[0136] In one possible implementation, when the first data includes at least two of the cylinder pressure value, voltage value, and crankshaft angular velocity value, the implementation process of step S1012 may include:

[0137] If the combustion stability of the engine within a preset time period is determined to be unstable based on any one of the cylinder pressure, voltage, and crankshaft angular velocity values, then the combustion stability of the engine within the preset time period is determined to be unstable.

[0138] If the combustion stability of the engine within a preset time period is not unstable based on any one of the cylinder pressure, voltage, and crankshaft angular velocity values, then the combustion stability of the engine within the preset time period is determined to be stable.

[0139] In one possible implementation, the control strategy includes the target switching frequency and the opening value; the method may further include:

[0140] When the vehicle is not in the idling condition, the target switching frequency is determined based on a first speed range in which the engine speed falls, wherein different first speed ranges correspond to different switching frequencies. The opening value is determined based on a second speed range in which the engine speed falls, wherein different second speed ranges correspond to different opening values.

[0141] In this embodiment, the engine speed can be the average of various speeds within a preset time period prior to the current time.

[0142] For example, if the first speed range includes ranges A, B, and C, and ranges A, B, and C correspond to different switching frequencies, then if the engine speed is in range B, the switching frequency corresponding to range B is the target switching frequency.

[0143] In one possible implementation, the control strategy includes the target switching frequency and the opening value, and after step S103, step S101 may further include:

[0144] When the combustion stability is stable, the preset switching frequency is used as the target switching frequency; the opening value is determined based on the second speed range in which the engine speed is located, wherein different second speed ranges correspond to different opening values.

[0145] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0146] Corresponding to the control method of the carbon canister solenoid valve on the vehicle described in the above embodiments, Figure 8 A structural block diagram of a control device for a carbon canister solenoid valve on a vehicle provided in an embodiment of this application is shown. For ease of explanation, only the parts related to the embodiments of this application are shown.

[0147] Reference Figure 8 The device 500 may include: an information acquisition module 510, a first control module 520, a strategy determination module 530, and a second control module 540.

[0148] The information acquisition module 510 is used to acquire the combustion stability of the engine in the vehicle when the vehicle is idling, wherein the combustion stability includes stable or unstable.

[0149] The first control module 520 is used to control the carbon canister solenoid valve to operate at different switching frequencies when the combustion stability is unstable, so as to obtain the vibration data of the vehicle.

[0150] The strategy determination module 530 is used to determine the control strategy of the carbon canister solenoid valve in the vehicle based on the vibration data, the control strategy including the target switching frequency and / or opening value of the carbon canister solenoid valve;

[0151] The second control module 540 is used to control the carbon canister solenoid valve to perform actions based on the control strategy of the carbon canister solenoid valve.

[0152] In one possible implementation, the vibration data includes at least one of vibration displacement, vibration acceleration, and vibration velocity.

[0153] In one possible implementation, the vibration data is vibration acceleration, and the strategy determination module 530 can specifically be used for:

[0154] Calculate the average vibration acceleration obtained at the same switching frequency to obtain the average vibration acceleration corresponding to each switching frequency;

[0155] The minimum value among the average values ​​of all vibration accelerations is taken as the target vibration acceleration of the vehicle.

[0156] When the control strategy includes the target switching frequency, the switching frequency corresponding to the target vibration acceleration is taken as the target switching frequency;

[0157] When the control strategy includes the opening value, the current speed of the engine is obtained;

[0158] Based on the current rotational speed, the switching frequency corresponding to the target vibration acceleration, and a preset chart, the opening value of the carbon canister solenoid valve is determined. The preset chart stores the correspondence between the engine rotational speed, the vehicle vibration acceleration, and the opening value of the carbon canister solenoid valve.

[0159] In one possible implementation, the information acquisition module 510 can specifically be used for:

[0160] First data is obtained at each sampling moment within the preset time period, wherein the first data includes at least one of the cylinder pressure value of the cylinder, the crankshaft angular velocity value of the engine, and the voltage value of the oxygen sensor, and the voltage value is determined based on the oxygen content in the exhaust gas discharged by the engine detected by the oxygen sensor.

[0161] Based on the first data, the combustion stability of the engine within a preset time period is determined.

[0162] In one possible implementation, when the first data is a cylinder pressure value, the information acquisition module 510 can specifically be used for:

[0163] Determine the first sampling time among the sampling times before the (i+1)th sampling time, where the first sampling time is the sampling time when the combustion stability is stable, n≤i≤m, n takes a natural number greater than or equal to 1, m is the total number of sampling times, and all sampling times before the (n+1)th sampling time are the first sampling time.

[0164] Calculate the average value of the cylinder pressure at the first sampling time for a preset number of times, where the preset number is ≤ n;

[0165] Subtract the average value from the cylinder pressure value at the (i+1)th sampling time to obtain a first difference. If the first difference is greater than a preset value, the combustion stability at the (i+1)th sampling time is determined to be unstable. If the first difference is less than or equal to the preset value, the combustion stability at the (i+1)th sampling time is determined to be stable.

[0166] Determine the first number among all the obtained first differences that is greater than the first preset value;

[0167] When the first number is greater than or equal to the second preset value, the combustion stability of the engine within a preset time period is determined to be unstable, wherein the second preset value is greater than or equal to mi.

[0168] In one possible implementation, when the first data is the crankshaft angular velocity value, the information acquisition module 510 can specifically be used for:

[0169] The maximum angular velocity of the crankshaft is obtained when the engine ignites for the g-th time within the preset time period, and the maximum angular velocity of the crankshaft is obtained when the engine ignites for the (g+1)-th time, where 1≤g≤k, and k is the total number of ignitions;

[0170] Obtain the time difference between the g-th ignition and the (g+1)-th ignition;

[0171] Based on the maximum angular velocity value at the g-th ignition, the maximum angular velocity value at the (g+1)-th ignition, and the time difference, the angular acceleration value of the crankshaft between the g-th ignition and the (g+1)-th ignition is obtained.

[0172] Determine the second angular acceleration value that is not within the preset acceleration range from the obtained angular acceleration values;

[0173] If the second number is greater than or equal to the third preset value, the combustion stability of the engine within the preset time period is determined to be unstable.

[0174] In one possible implementation, when the first data includes the voltage value, the information acquisition module 510 can specifically be used to:

[0175] Determine the third number of the voltage values ​​that are not within the preset voltage range among the voltage values ​​obtained within the preset time period;

[0176] When the third number is greater than or equal to the fourth preset value, the combustion stability of the engine within the preset time period is determined to be unstable.

[0177] In one possible implementation, the control strategy includes the target switching frequency and the opening value, and the device 500 further includes:

[0178] The first frequency determination module is used to determine the target switching frequency based on the first speed range in which the engine speed is located when the vehicle is not in the idling condition, wherein different first speed ranges correspond to different switching frequencies;

[0179] The first opening degree determination module is used to determine the opening degree value based on the second speed range in which the engine speed is located, wherein different second speed ranges correspond to different opening degree values.

[0180] In one possible implementation, the control strategy includes the target switching frequency and the opening value, and the information acquisition module 510 also includes:

[0181] The second frequency determination module is used to use a preset switching frequency as the target switching frequency when the combustion stability is stable.

[0182] The second opening degree determination module is used to determine the opening degree value based on the second speed range in which the engine speed is located, wherein different second speed ranges correspond to different opening degree values.

[0183] It should be noted that the information interaction and execution process between the above-mentioned devices / units are based on the same concept as the method embodiments of this application. For details on their specific functions and technical effects, please refer to the method embodiments section, and they will not be repeated here.

[0184] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0185] This application also provides a control system for a carbon canister solenoid valve on a vehicle, including an engine fuel tank, a carbon canister, a carbon canister solenoid valve, an engine, and a processor.

[0186] Carbon canisters are used to adsorb fuel vapors emitted from the fuel tank.

[0187] When the carbon canister solenoid valve opens, the fuel vapor adsorbed in the carbon canister enters the engine cylinder for combustion.

[0188] The processor executes the control method for the carbon canister solenoid valve on the aforementioned vehicle.

[0189] The processor is also used to control the oxygen sensor to collect the oxygen content in the exhaust gas from the engine, and the oxygen sensor generates a voltage value based on the oxygen content.

[0190] The processor is also used to control the cylinder pressure sensor to detect cylinder pressure values.

[0191] The processor is also used to control the crankshaft sensor to detect the angular velocity value of the engine's crankshaft.

[0192] The processor is also used to control the vibration sensors to detect vibration data from the vehicle.

[0193] This application also provides a terminal device, see [link to relevant documentation] Figure 9The terminal device 600 may include: at least one processor 610, a memory 620, and a computer program stored in the memory 620 and executable on the at least one processor 610. When the processor 610 executes the computer program, it implements the steps in any of the above method embodiments, for example... Figure 1 Steps S101 to S104 in the illustrated embodiment. Alternatively, when the processor 610 executes the computer program, it implements the functions of each module / unit in the above-described device embodiments, for example... Figure 8 The functions of modules 510 to 540 are shown.

[0194] For example, a computer program may be divided into one or more modules / units, one or more of which are stored in memory 620 and executed by processor 610 to complete this application. The one or more modules / units may be a series of computer program segments capable of performing specific functions, which describe the execution process of the computer program in terminal device 600.

[0195] Those skilled in the art will understand that Figure 9 This is merely an example of a terminal device and does not constitute a limitation on the terminal device. It may include more or fewer components than shown, or combine certain components, or different components, such as input / output devices, network access devices, buses, etc.

[0196] The processor 610 can be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0197] The memory 620 can be an internal storage unit of the terminal device or an external storage device, such as a plug-in hard drive, a smart media card (SMC), a secure digital card (SD), or a flash card. The memory 620 is used to store the computer program and other programs and data required by the terminal device. The memory 620 can also be used to temporarily store data that has been output or will be output.

[0198] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0199] The control method for the carbon canister solenoid valve on a vehicle provided in this application embodiment can be applied to terminal devices such as computers, tablets, laptops, netbooks, and personal digital assistants (PDAs). This application embodiment does not impose any restrictions on the specific type of terminal device.

[0200] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0201] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0202] In the embodiments provided in this application, it should be understood that the disclosed terminal devices, apparatuses, and methods can be implemented in other ways. For example, the terminal device embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be an indirect coupling or communication connection through some interfaces, apparatuses, or units, and may be electrical, mechanical, or other forms.

[0203] The units described as separate components may or may not be physically separate. The 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 the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0204] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0205] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by one or more processors, it can implement the steps of the various method embodiments described above.

[0206] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by one or more processors, it can implement the steps of the various method embodiments described above.

[0207] Similarly, as a computer program product, when the computer program product is run on a terminal device, it enables the terminal device to implement the steps in the above-described method embodiments.

[0208] The computer program includes computer program code, which can be in the form of source code, object code, executable file, or some intermediate form. The computer-readable medium can include: any entity or device capable of carrying the computer program code, recording media, USB flash drive, portable hard drive, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc. It should be noted that the content included in the computer-readable medium can be appropriately added or removed according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, computer-readable media may not include electrical carrier signals and telecommunication signals.

[0209] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A control method for a carbon canister solenoid valve in a vehicle, the vehicle including a carbon canister and a carbon canister solenoid valve for controlling the opening and closing of the carbon canister, wherein when the carbon canister solenoid valve is opened, fuel vapor adsorbed in the carbon canister enters the cylinder of an engine for combustion, characterized in that... The method includes: When the vehicle is idling, the combustion stability of the engine in the vehicle is obtained, wherein the combustion stability includes stable or unstable. When the combustion stability is unstable, the carbon canister solenoid valve is controlled to run for a preset time at different switching frequencies to obtain the vibration data of the vehicle at each switching frequency. Based on the vibration data, a control strategy for the canister purge solenoid valve is determined. The control strategy includes the target switching frequency and opening value of the canister purge solenoid valve. The opening value represents the degree to which the canister purge solenoid valve is opened. When the control strategy includes the opening value, the current engine speed is obtained. Based on the current engine speed, the switching frequency corresponding to the target vibration acceleration, and a preset chart, the opening value of the canister purge solenoid valve is determined. The preset chart stores the correspondence between the engine speed, the vehicle vibration acceleration, and the opening value of the canister purge solenoid valve. Based on the control strategy of the carbon canister solenoid valve, the carbon canister solenoid valve is controlled to operate.

2. The control method for the carbon canister solenoid valve on a vehicle as described in claim 1, characterized in that, The vibration data includes at least one of vibration displacement, vibration acceleration, and vibration velocity.

3. The control method for the carbon canister solenoid valve on a vehicle as described in claim 2, characterized in that, The vibration data is the vibration acceleration, and the determination of the control strategy for the carbon canister solenoid valve based on each of the vibration data includes: Calculate the average vibration acceleration obtained at the same switching frequency to obtain the average vibration acceleration corresponding to each switching frequency; The minimum value among the average values ​​of all vibration accelerations is taken as the target vibration acceleration of the vehicle. When the control strategy includes the target switching frequency, the switching frequency corresponding to the target vibration acceleration is taken as the target switching frequency.

4. The control method for the carbon canister solenoid valve on a vehicle as described in any one of claims 1 to 3, characterized in that, The process of obtaining the combustion stability of the engine in the vehicle includes: Acquire first data at each sampling moment within a preset time period, wherein the first data includes at least one of voltage value, cylinder pressure value of the cylinder and crankshaft angular velocity value of the engine, and the voltage value is determined based on the detected oxygen content in the exhaust gas discharged by the engine; Based on the first data, the combustion stability of the engine within a preset time period is determined.

5. The control method for the carbon canister solenoid valve on a vehicle as described in claim 4, characterized in that, When the first data is the cylinder pressure value, determining the combustion stability of the engine within a preset time period based on the first data includes: Determine the first sampling time among the sampling times before the (i+1)th sampling time, where the first sampling time is the sampling time when the combustion stability is stable, n≤i≤m, n takes a natural number greater than or equal to 1, m is the total number of sampling times, and all sampling times before the (n+1)th sampling time are the first sampling time. Calculate the average value of the cylinder pressure at the first sampling time for a preset number of times, where the preset number is ≤ n; Subtract the average value from the cylinder pressure value at the (i+1)th sampling time to obtain the first difference value. When the first difference value is greater than a preset value, the combustion stability at the (i+1)th sampling time is determined to be unstable. If the first difference is less than or equal to a preset value, then the combustion stability at the (i+1)th sampling time is determined to be stable. Determine the first number among all the obtained first differences that is greater than the first preset value; When the first number is greater than or equal to the second preset value, the combustion stability of the engine within a preset time period is determined to be unstable, wherein the second preset value is greater than or equal to mi.

6. The control method for the carbon canister solenoid valve on a vehicle as described in claim 4, characterized in that, When the first data is the angular velocity value of the crankshaft, determining the combustion stability of the engine within a preset time period based on the first data includes: The maximum angular velocity of the crankshaft is obtained when the engine ignites for the g-th time within the preset time period, and the maximum angular velocity of the crankshaft is obtained when the engine ignites for the (g+1)-th time, where 1≤g≤k, and k is the total number of ignitions; Obtain the time difference between the g-th ignition and the (g+1)-th ignition; Based on the maximum angular velocity value at the g-th ignition, the maximum angular velocity value at the (g+1)-th ignition, and the time difference, the angular acceleration value of the crankshaft between the g-th ignition and the (g+1)-th ignition is obtained. Determine the second angular acceleration value that is not within the preset acceleration range from the obtained angular acceleration values; If the second number is greater than or equal to the third preset value, the combustion stability of the engine within the preset time period is determined to be unstable.

7. The control method for the carbon canister solenoid valve on a vehicle as described in claim 4, characterized in that, When the first data is the voltage value, determining the combustion stability of the engine within a preset time period based on the first data includes: Determine the third number of the voltage values ​​that are not within the preset voltage range among the voltage values ​​obtained within the preset time period; When the third number is greater than or equal to the fourth preset value, the combustion stability of the engine within the preset time period is determined to be unstable.

8. The control method for the carbon canister solenoid valve on a vehicle as described in claim 1, characterized in that, The method further includes: When the vehicle is not in the idling condition, the target switching frequency is determined based on the first speed range in which the engine speed is located, wherein different first speed ranges correspond to different switching frequencies; The opening value is determined based on the second speed range in which the engine speed is located, wherein different second speed ranges correspond to different opening values.

9. The control method for the carbon canister solenoid valve on a vehicle as described in claim 1, characterized in that, After obtaining the combustion stability of the engine in the vehicle within a preset time period, the method further includes: When the combustion stability is stable, the preset switching frequency is used as the target switching frequency; The opening value is determined based on the second speed range in which the engine speed is located, wherein different second speed ranges correspond to different opening values.

10. A terminal device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the control method for the carbon canister solenoid valve on the vehicle as described in any one of claims 1 to 9.

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