Method, device and equipment for controlling fuel injection after vehicle start and storage medium

Abstract

The application discloses a control method, device and equipment for fuel injection after vehicle starting and a storage medium. The method comprises the following steps: obtaining a first running parameter of the vehicle after starting; determining a vehicle idle roughness factor according to a second running parameter of the vehicle when it is detected that the vehicle meets a preset activation condition based on the first running parameter; determining a target standard limit value corresponding to the vehicle idle roughness factor according to a third running parameter of the vehicle and / or an environmental parameter of an environment in which the vehicle is located; determining a vehicle roughness difference value based on the vehicle idle roughness factor and the target standard limit value; and controlling fuel injection after vehicle starting based on the vehicle roughness difference value. The technical scheme of the embodiment of the application effectively controls fuel injection after vehicle starting and maintains the idle stability of the vehicle.

Description

Technical Field

[0001] This invention relates to the field of engine technology, and in particular to a method, apparatus, equipment, and storage medium for controlling fuel injection after a vehicle is started. Background Technology

[0002] With the continuous development of science and technology and the significant improvement of people's living standards, automobiles have become a common means of transportation in daily life.

[0003] A car's engine is affected by factors such as vehicle mileage, temperature, and others. When the vehicle is started cold, the piston rings and cylinder walls, valve clearance, and carbon deposits in the cylinder will become increasingly severe, resulting in poor combustion and unstable idling, which leads to a poor driving experience for the user. Summary of the Invention

[0004] This invention provides a method, apparatus, device, and storage medium for controlling fuel injection after vehicle startup, in order to solve the problem of unstable idling speed after vehicle startup, which leads to a poor driving experience for the user.

[0005] According to one aspect of the present invention, a method for controlling fuel injection after vehicle start-up is provided, the method comprising:

[0006] The vehicle's first operating parameters after starting are obtained. Based on the first operating parameters, the vehicle is detected to meet the preset activation conditions. The vehicle's idle roughness factor is determined according to the vehicle's second operating parameters.

[0007] The target standard limit value corresponding to the vehicle idle roughness factor is determined based on the vehicle's third operating parameters and / or the environmental parameters of the environment in which the vehicle is located.

[0008] The vehicle roughness difference is determined based on the vehicle idle roughness factor and the target standard limit.

[0009] Fuel injection is controlled after vehicle start-up based on the vehicle roughness difference.

[0010] According to another aspect of the present invention, a control device for fuel injection after vehicle start-up is provided, the control device for fuel injection after vehicle start-up includes:

[0011] The idle roughness factor determination module is used to acquire the first operating parameters of the vehicle after it starts, and determine the vehicle idle roughness factor based on the second operating parameters of the vehicle when the vehicle is detected to meet the preset activation conditions based on the first operating parameters.

[0012] The target standard limit determination module is used to determine the target standard limit corresponding to the vehicle idle roughness factor based on the vehicle's third operating parameter and / or the environmental parameters of the environment in which the vehicle is located.

[0013] The roughness difference determination module is used to determine the vehicle roughness difference based on the vehicle idle roughness factor and the target standard limit.

[0014] The fuel injection control module is used to control the fuel injection after the vehicle starts based on the vehicle roughness difference.

[0015] According to another aspect of the present invention, an electronic device is provided, the electronic device comprising:

[0016] At least one processor; and

[0017] A memory communicatively connected to the at least one processor; wherein,

[0018] The memory stores a computer program that can be executed by the at least one processor, which enables the at least one processor to perform the vehicle start-up fuel injection control method according to any embodiment of the present invention.

[0019] According to another aspect of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium storing computer instructions for causing a processor to execute and implement the vehicle start-up fuel injection control method according to any embodiment of the present invention.

[0020] The technical solution of this invention obtains the first operating parameters of the vehicle after starting, and determines the vehicle idle roughness factor based on the second operating parameters of the vehicle when the vehicle meets the preset activation conditions based on the first operating parameters. It establishes the correspondence between the first operating parameters and the preset activation conditions, and accurately calculates the vehicle idle roughness factor when the vehicle meets the preset activation conditions. Then, it determines the target standard limit corresponding to the vehicle idle roughness factor based on the third operating parameters of the vehicle and / or the environmental parameters of the vehicle's environment. It can accurately determine the target standard limit corresponding to the vehicle idle roughness factor, and then determines the vehicle roughness difference based on the vehicle idle roughness factor and the target standard limit. It accurately determines the difference between the idle roughness factor and the target standard limit. Finally, it controls the fuel injection after vehicle start-up based on the vehicle roughness difference, solving the problem of unstable idling after vehicle start-up leading to a lower driving experience for the user, and achieving the beneficial effect of effectively controlling fuel injection after vehicle start-up and maintaining vehicle idle stability.

[0021] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is a flowchart of a method for controlling fuel injection after vehicle start-up according to Embodiment 1 of the present invention;

[0024] Figure 2a This is a flowchart of a method for controlling fuel injection after vehicle start-up according to Embodiment 2 of the present invention;

[0025] Figure 2b This is a flowchart of an optional example of a fuel injection control method after vehicle start-up provided in Embodiment 2 of the present invention;

[0026] Figure 2c This is a flowchart of calculating the vehicle roughness difference in an optional example of a control method for fuel injection after vehicle start-up provided in Embodiment 2 of the present invention.

[0027] Figure 3 This is a schematic diagram of a control device for fuel injection after vehicle start-up according to Embodiment 3 of the present invention;

[0028] Figure 4 This is a schematic diagram of the structure of an electronic device that implements the control method for fuel injection after vehicle start-up according to an embodiment of the present invention. Detailed Implementation

[0029] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0030] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0031] Example 1

[0032] Figure 1 This is a flowchart illustrating a method for controlling fuel injection after vehicle startup, as provided in Embodiment 1 of the present invention. This embodiment is applicable to the control of fuel injection after vehicle startup. This method can be executed by a fuel injection control device, which can be implemented in hardware and / or software and can be configured in an electronic device. Figure 1 As shown, the method includes:

[0033] S110. Obtain the first operating parameters after the vehicle starts. If the vehicle meets the preset activation conditions based on the first operating parameters, determine the vehicle idle roughness factor according to the second operating parameters of the vehicle.

[0034] The first operating parameter may include at least one of the following: start flag, accelerator pedal opening, gear position, engine speed, and vehicle speed. The preset activation condition can be understood as the activation condition for calculating the vehicle idle roughness factor. The vehicle idle roughness factor can be understood as the engine's idle roughness factor after the vehicle is started.

[0035] Specifically, based on the vehicle's own sensors acquiring operating parameters after startup, it is determined whether these parameters meet preset activation conditions. If they do, the vehicle's idle roughness factor is determined based on the vehicle's second operating parameter. If not, the vehicle's operating parameters after startup are continuously acquired and updated.

[0036] Optionally, the preset activation conditions include at least one of the following: after the start flag is reset for a preset time, the accelerator pedal opening is zero, the gear is park or neutral, the engine speed meets a preset speed, and the vehicle speed is zero.

[0037] The preset time can be pre-set based on experience (e.g., set to 3 seconds based on actual rotational speed performance), and this embodiment does not limit it. The preset rotational speed can be pre-set based on experience (e.g., 700 to 1300 revolutions per minute), and this embodiment does not limit it.

[0038] Understandably, after the vehicle enters the start-up control phase, there is a period of engine speed surge after start-up. During this process, engine roughness is relatively high, and the calculation of the idle roughness factor signal is inaccurate. Therefore, a preset delay is required, which means waiting for the vehicle start flag to reset for a preset time. For example, when the vehicle simultaneously meets the following conditions—start flag reset for 3 seconds, accelerator pedal opening is zero, gear is neutral, engine speed is 800 rpm, and vehicle speed is zero—the calculation of the vehicle idle roughness factor is activated. It is worth noting that the preset activation conditions can also be set manually by the user, including but not limited to deleting, adding, and changing them.

[0039] Optionally, the second operating parameter includes the rotation angle of the vehicle engine; determining the vehicle idle roughness factor based on the second operating parameter includes: determining the initial idle roughness factor of the vehicle based on the time taken for the engine to rotate a preset angle; and amplifying and filtering the absolute value of the initial idle roughness factor to obtain the vehicle idle roughness factor.

[0040] Specifically, the initial idle roughness factor of the vehicle is determined by acquiring the time taken for the transmitter to rotate a preset angle, and based on the difference between the time taken for the transmitter to rotate the preset angle. The initial idle roughness factor includes both positive and negative values. The absolute value of the initial idle roughness factor is amplified and low-pass filtered, and the processed absolute value of the initial idle roughness factor is used as the vehicle's idle roughness factor.

[0041] For example, when the vehicle starts and the engine is idling, the engine needs to calculate the torque required for its own operation to overcome its own frictional torque and the load torque of auxiliary components such as the transmission and water pump, so that the engine can run at a stable speed. The specific calculation formula is as follows:

[0042]

[0043] Where M is the engine combustion torque, W is the engine resistance load torque, and θ is the moment of inertia. This is the angular acceleration at the flywheel end.

[0044] When the engine is at normal idling speed, the driving torque generated by the engine is equal to the resistance torque of the vehicle, and the angular acceleration is 0, satisfying the following relationship:

[0045]

[0046] As can be seen from the above formula, the negative angular acceleration caused by unstable engine combustion is directly proportional to the actual torque of the engine at that operating point. When the idle speed is unstable, the engine torque M suddenly drops, causing angular acceleration. The change in angular acceleration and the square difference n of the rotational speed. 2 (i)-n 2 (i+1) is proportional to, and also proportional to, the engine speed n and the reciprocal of the segmented time. They are directly proportional. Therefore, the inverse square difference of the piecewise time intervals can be used to represent the engine idle stability level, i.e., the vehicle idle roughness factor (EIRF), which satisfies the following relationship:

[0047]

[0048] Where t is the time it takes for the signal wheel to rotate 180 degrees in a four-cylinder engine, which is the crankshaft angle corresponding to the effective power output of one cylinder of the engine. The larger the positive value of the vehicle idle roughness factor EIRF, the more unstable the combustion in that cylinder.

[0049] S120. Determine the target standard limit value corresponding to the vehicle idle roughness factor based on the vehicle's third operating parameters and / or the environmental parameters of the environment in which the vehicle is located.

[0050] The target standard limit can be understood as the standard value corresponding to the vehicle idle roughness factor. The target standard limit can be preset based on experience, and this embodiment does not impose any restrictions on it.

[0051] Specifically, historical vehicle operating parameters and / or environmental parameters of the vehicle's historical environment are obtained. Based on the target standard limits corresponding to these historical operating parameters and / or environmental parameters, the target standard limit for the current vehicle idle roughness factor is determined. Alternatively, based on different numerical ranges of vehicle operating parameters and / or environmental parameters, standard limits corresponding to different numerical ranges are determined empirically and stored in a database in the form of a table. The target standard limit for the current vehicle idle roughness factor is determined by looking up the table in the database based on the lookup result.

[0052] Optionally, determining the target standard limit value corresponding to the vehicle idle roughness factor based on the vehicle's third operating parameters and / or the environmental parameters of the environment in which the vehicle is located includes: determining a reference standard limit value corresponding to the vehicle idle roughness factor based on the vehicle's third operating parameters and / or the environmental parameters of the environment in which the vehicle is located; and determining the target standard limit value corresponding to the vehicle idle roughness factor based on at least one of the reference standard limit values.

[0053] The reference standard limit can be understood as a reference value for the idle roughness factor standard. The reference standard limit can be preset based on experience, and this embodiment does not impose any restrictions on it.

[0054] Specifically, one or more reference standard limits corresponding to the vehicle's idle roughness factor are determined based on the vehicle's third operating parameters and / or the environmental parameters of the vehicle's environment. The standard limits corresponding to the idle roughness factor are then corrected based on these one or more reference standard limits. The corrected standard limits are then used as the target standard limits corresponding to the vehicle's idle roughness factor.

[0055] Optionally, the third operating parameter includes at least one group of operating parameters, which includes at least one group of parameters such as starting coolant temperature and actual coolant temperature, engine speed and load, and injection frequency and rail pressure. The environmental parameters include, but are not limited to, altitude coefficient and ambient temperature.

[0056] Based on this, optionally, a reference standard limit value corresponding to the vehicle idle roughness factor is determined according to the vehicle's third operating parameters and / or the environmental parameters of the environment in which the vehicle is located, including at least one of the following operations:

[0057] Based on the vehicle's starting coolant temperature and actual coolant temperature, a reference standard limit value corresponding to the vehicle's idle roughness factor is determined.

[0058] Based on the vehicle's engine speed and engine load, a reference standard limit value corresponding to the vehicle's idle roughness factor is determined.

[0059] Based on the number of fuel injections and rail pressure of the vehicle, a reference standard limit value corresponding to the vehicle's idle roughness factor is determined;

[0060] Based on the plateau coefficient and ambient temperature of the area where the vehicle is located, a reference standard limit value corresponding to the vehicle's idle roughness factor is determined.

[0061] Specifically, based on multiple sets of operating parameters, reference standard limits corresponding to different parameter sets are pre-determined and stored in a database in the form of a table. For example, based on experience, the reference standard limit value corresponding to a starting coolant temperature of -30℃ and an actual coolant temperature of -30℃ is set to 1, and the reference standard limit value corresponding to a starting coolant temperature of -30℃ and an actual coolant temperature of -20℃ is set to 0.5, etc. Specifically, after determining the reference standard limit value corresponding to the vehicle idle roughness factor, at least one reference standard limit value corresponding to the interval in which the vehicle idle roughness factor is located is sequentially searched and obtained from the corresponding reference standard limit value table.

[0062] Optionally, determining the target standard limit corresponding to the vehicle idle roughness factor based on at least one of the reference standard limits includes: determining the reference standard limits corresponding to the vehicle's starting coolant temperature and actual coolant temperature as the primary standard limit; adjusting the primary standard limit based on the reference standard limits corresponding to engine speed and engine load, the reference standard limits corresponding to fuel injection and rail pressure, and the reference standard limits corresponding to altitude coefficient and ambient temperature, and using the adjusted primary standard limit as the target standard limit.

[0063] Specifically, if there is only one reference standard limit affecting the vehicle's idling roughness factor, then the target standard limit corresponding to the reference standard limit corresponding to the vehicle's idling roughness factor is directly applied. If there are multiple reference standard limits affecting the vehicle's idling roughness factor, then the reference standard limits corresponding to the vehicle's starting coolant temperature and actual coolant temperature are determined as the primary standard limit. The primary standard limit is adjusted based on the other reference standard limits, and the adjusted primary standard limit is used as the target standard limit.

[0064] Optionally, adjusting the main standard limits based on the reference standard limits corresponding to engine speed and engine load, the reference standard limits corresponding to fuel injection and rail pressure, and the reference standard limits corresponding to altitude coefficient and ambient temperature, and using the adjusted main standard limits as the target standard limits, includes: using the product of the main standard limits, the reference standard limits corresponding to engine speed and engine load, the reference standard limits corresponding to fuel injection and rail pressure, and the reference standard limits corresponding to altitude coefficient and ambient temperature as the target standard limits.

[0065] For example, if the reference standard limit value corresponding to the vehicle's starting coolant temperature and actual coolant temperature is A, and the reference standard limit values ​​corresponding to the vehicle are B (engine speed and engine load), C (fuel injection and rail pressure), and D (altitude coefficient and ambient temperature), then the primary standard limit value is determined to be D. The target standard limit value is the product of the primary standard limit value, the reference standard limit values ​​corresponding to engine speed and engine load, fuel injection and rail pressure, and altitude coefficient and ambient temperature, i.e., the target limit value T = D × AB × C. In an optional embodiment, A, B, and C can take values ​​between 0 and 1.

[0066] In this embodiment of the invention, by determining the standard limits corresponding to different sets of operating parameters and adjusting the main standard limits based on the reference standard limits, the accuracy of the target standard limits is improved.

[0067] S130. Determine the vehicle roughness difference based on the vehicle idle roughness factor and the target standard limit.

[0068] The vehicle roughness difference can be understood as the difference between the vehicle's idle roughness factor and the target standard limit. Specifically, the difference between the vehicle's idle roughness factor and the target standard limit is determined, and the vehicle roughness difference is determined based on this difference.

[0069] S140. Control the fuel injection after vehicle start-up based on the vehicle roughness difference.

[0070] Specifically, based on the vehicle roughness difference, the amount of fuel injected for fuel injection control after vehicle start-up is determined.

[0071] The technical solution of this invention obtains the first operating parameters of the vehicle after starting, and determines the vehicle idle roughness factor based on the second operating parameters of the vehicle when the vehicle meets the preset activation conditions based on the first operating parameters. It establishes the correspondence between the first operating parameters and the preset activation conditions, and accurately calculates the vehicle idle roughness factor when the vehicle meets the preset activation conditions. Then, it determines the target standard limit corresponding to the vehicle idle roughness factor based on the third operating parameters of the vehicle and / or the environmental parameters of the vehicle's environment. It can accurately determine the target standard limit corresponding to the vehicle idle roughness factor, and then determines the vehicle roughness difference based on the vehicle idle roughness factor and the target standard limit. It accurately determines the difference between the idle roughness factor and the target standard limit. Finally, it controls the fuel injection after vehicle start-up based on the vehicle roughness difference, solving the problem of unstable idling after vehicle start-up leading to a lower driving experience for the user, and achieving the beneficial effect of effectively controlling fuel injection after vehicle start-up and maintaining vehicle idle stability.

[0072] Example 2

[0073] Figure 2a This is a flowchart of a method for controlling fuel injection after vehicle start-up according to Embodiment 2 of the present invention. This embodiment further refines the method for controlling fuel injection after vehicle start-up based on the vehicle roughness difference described in the previous embodiments. Optionally, controlling fuel injection after vehicle start-up based on the vehicle roughness difference includes: performing proportional-integral control based on the vehicle roughness difference; determining a target control coefficient based on the result of the proportional-integral control; determining the fuel injection control coefficient for the next combustion of the engine based on the target control coefficient and the current control coefficient of the vehicle; and performing fuel injection control according to the fuel injection control coefficient.

[0074] like Figure 2a As shown, the method includes:

[0075] S210. Obtain the first operating parameters after the vehicle starts. If the vehicle meets the preset activation conditions based on the first operating parameters, determine the vehicle idle roughness factor according to the second operating parameters of the vehicle.

[0076] Optionally, the calculation of the idle speed coarse factor can be exited if the vehicle meets the preset exit conditions based on the fourth operating parameter. The fourth operating parameter includes at least one of the following: engine accessory activation status, gear shift status, engine operating status, and carbon canister status.

[0077] Optionally, the preset exit conditions include at least one of the following: engine accessories working or activated, gear changing from parking or neutral to reverse or drive, engine operating status switching, carbon canister opening, and carbon canister diagnostic operation.

[0078] Specifically, the calculation of the idling rough factor can be terminated when the vehicle meets all preset termination conditions; or the calculation can be terminated when a preset number of preset termination conditions are met according to manual settings; or the calculation can be terminated when a certain preset termination condition is met according to manual settings; this embodiment does not limit these limitations.

[0079] S220. Determine the target standard limit value corresponding to the vehicle idle roughness factor based on the vehicle's third operating parameters and / or the environmental parameters of the environment in which the vehicle is located.

[0080] S230. Determine the vehicle roughness difference based on the vehicle idle roughness factor and the target standard limit;

[0081] S240. Based on the vehicle roughness difference, determine the target control coefficient based on the results of proportional-integral control.

[0082] Proportional-integral control can be understood as fuel injection-gas injection control. The target control coefficient can be understood as the fuel injection control coefficient for the next vehicle start-up.

[0083] Specifically, proportional control is achieved through a regulator, using the vehicle roughness difference as input. This is processed by an integrator and outputs a target control coefficient after passing through maximum and minimum limits. For example, the target control coefficient is related to the quality of the vehicle's fuel, determined by the fuel quality (e.g., volatility). When the vehicle uses a lower-quality fuel (vapor pressure around 40 kPa), fuel vapor pressure is a crucial indicator of gasoline evaporation performance, related to the vehicle's cold-start performance and evaporative emissions. Good fuel volatility ensures easy engine starting under various conditions; the better the fuel's volatility, the easier it is to vaporize, resulting in smoother engine starting and normal operation under cold or low-temperature conditions. Conversely, poor fuel volatility leads to incomplete vaporization of gasoline components, causing unstable engine operation, incomplete combustion, and ultimately increased fuel consumption and emissions. Using data calibrated with standard fuel quality, when the engine speed fluctuates after starting due to fuel quality (air-fuel ratio lean to above 1.15), and the vehicle idle roughness factor exceeds the target standard limit, counting begins. When the vehicle roughness difference exceeds the preset threshold, proportional-integral control outputs the target control coefficient to enrich the fuel, restoring the air-fuel ratio to 0.9-1. The vehicle roughness difference gradually returns to near 0, the engine combustion becomes stable, and the target control coefficient gradually becomes 0.

[0084] S250. Determine the fuel injection control coefficient for the next combustion of the engine based on the target control coefficient and the current control coefficient of the vehicle, and perform fuel injection control according to the fuel injection control coefficient.

[0085] Specifically, the fuel injection control coefficient for the next combustion of the engine is determined based on the relationship between the target control coefficient and the current control coefficient of the vehicle.

[0086] Optionally, determining the fuel injection control coefficient for the next combustion of the engine based on the target control coefficient and the current control coefficient of the vehicle, and performing fuel injection control according to the fuel injection control coefficient, includes: if the target control coefficient is greater than the current control coefficient of the vehicle, then determining the target control coefficient as the fuel injection control coefficient for the next combustion of the engine.

[0087] For example, if the target control coefficient for the vehicle's engine during the current cylinder combustion is 1.2 and the current control coefficient is 1, then the fuel injection control coefficient for the next cylinder combustion is determined to be 1.2, which is 0.2 more than the current control coefficient. This means that the vehicle will inject 20% more fuel during the next cylinder combustion. 1.2 is used as the current control coefficient for the next cylinder combustion, and the fuel injection control coefficient for the third cylinder combustion is then determined based on the target control coefficient and the current control coefficient.

[0088] Optionally, determining the fuel injection control coefficient for the next combustion of the engine based on the target control coefficient and the reference control coefficient includes: if the current control coefficient of the vehicle reaches a preset fuel injection control threshold, then stopping the output of the fuel injection control coefficient.

[0089] The preset fuel injection control threshold can be set in advance based on experience, and this embodiment does not limit it.

[0090] It is understandable that during the fuel injection process after vehicle start-up, engine malfunctions can cause the fuel injection control coefficient to be too high, resulting in excessive fuel injection beyond the reasonable fuel injection control threshold. This can lead to more serious negative consequences, such as unstable engine combustion due to excessive fuel injection. For example, if the preset fuel injection control threshold is between 0-30%, and the calculated fuel injection control coefficient is 1.4 while the current control coefficient is 1, then 40% more fuel needs to be injected in the next combustion cycle, exceeding the preset fuel injection control threshold. In this case, it can be determined that an engine malfunction is causing unstable combustion, and the output of the fuel injection control coefficient will be stopped.

[0091] In this embodiment of the invention, the fuel injection coefficient for the next engine combustion is determined by calculating the target control coefficient and the vehicle's current control coefficient, thereby adjusting the fuel injection quantity for the next engine combustion. Furthermore, when the fuel injection quantity exceeds a preset threshold, engine abnormalities are detected promptly, thus preventing unstable engine combustion due to excessive fuel injection and improving engine combustion stability.

[0092] The technical solution of this embodiment uses proportional-integral (PI) control based on vehicle roughness difference to determine a target control coefficient. It accurately determines the target control coefficient required for adjustment under the current engine combustion conditions. Then, based on the target control coefficient and the vehicle's current control coefficient, it determines the fuel injection control coefficient for the next engine combustion cycle and performs fuel injection control accordingly. This allows for accurate adjustment of the fuel injection quantity based on the fuel injection control coefficient during the next engine combustion cycle, improving the stability of engine combustion.

[0093] Figure 2b A flowchart is provided as an optional example of a fuel injection control method after vehicle start-up. For example... Figure 2b As shown, the fuel injection control method after the vehicle starts specifically includes the following steps:

[0094] Step 1: Obtain the first operating parameters of the vehicle after it starts.

[0095] Step 2: Determine whether the preset activation conditions of the idle roughness factor are met.

[0096] The preset activation conditions include at least one of the following: after the start flag is reset for a preset time, the accelerator pedal opening is zero, the gear is park or neutral, the engine speed meets a preset speed, and the vehicle speed is zero.

[0097] Step 3: If the vehicle meets the preset activation conditions based on the first operating parameters, determine the vehicle idle roughness factor according to the vehicle's second operating parameters.

[0098] Step 4: Determine the target standard limit value corresponding to the vehicle idle roughness factor based on the vehicle's third operating parameters and / or the environmental parameters of the environment in which the vehicle is located.

[0099] Step 5: Determine the vehicle roughness difference based on the vehicle idle roughness factor and the target standard limit.

[0100] Figure 2c A flowchart illustrating the calculation of vehicle roughness difference is provided as an optional example of a fuel injection control method after vehicle start-up. (Example:) Figure 2c As shown, the initial idle roughness factor of the vehicle is determined based on the time taken for the engine to rotate a preset angle. The absolute value of the initial idle roughness factor is amplified and filtered to obtain the vehicle idle roughness factor. Reference standard limits are determined for the starting coolant temperature and actual coolant temperature, engine speed and load, injection frequency and rail pressure, and plateau coefficient and ambient temperature. Based on the reference standard limits for engine speed and engine load, injection frequency and rail pressure, and plateau coefficient and ambient temperature, the main standard limits are adjusted, and the adjusted main standard limits are used as the target standard limits. The vehicle roughness difference is determined based on the vehicle idle roughness factor and the target standard limit.

[0101] Step 6: Control fuel injection after vehicle start-up based on the vehicle roughness difference.

[0102] The technical solution of this embodiment calculates the vehicle idle roughness factor under preset activation conditions that meet the idle roughness factor, and determines the target standard limit based on a preset reference standard limit. The vehicle roughness difference is determined based on the vehicle idle roughness factor and the target standard limit; the difference between the idle roughness factor and the target standard limit is accurately determined; and finally, fuel injection is controlled after vehicle start-up based on the vehicle roughness difference. This solves the problem of unstable idling speed after vehicle start-up leading to a lower driving experience for the user, achieving the beneficial effect of effectively controlling fuel injection after vehicle start-up and maintaining vehicle idle stability.

[0103] Example 3

[0104] Figure 3 This is a schematic diagram of a control device for fuel injection after vehicle start-up, provided in Embodiment 3 of the present invention. Figure 3As shown, the device includes: an idle roughness factor determination module 310, an idle roughness factor determination module 320, a roughness difference determination module 330, and a fuel injection control module 340.

[0105] The system includes: an idle roughness factor determination module 310, which acquires the first operating parameters after vehicle startup; and a second operating parameter of the vehicle, which determines the vehicle idle roughness factor based on the second operating parameters of the vehicle, after detecting that the vehicle meets the preset activation conditions based on the first operating parameters. A target standard limit determination module 320 is used to determine the target standard limit corresponding to the vehicle idle roughness factor based on the third operating parameters of the vehicle and / or the environmental parameters of the environment in which the vehicle is located. A roughness difference determination module 330 is used to determine the vehicle roughness difference based on the vehicle idle roughness factor and the target standard limit. A fuel injection control module 340 is used to control fuel injection after vehicle startup based on the vehicle roughness difference.

[0106] The technical solution of this embodiment obtains the first operating parameters after vehicle start-up through an idle roughness factor determination module. Based on the first operating parameters, it detects that the vehicle meets preset activation conditions. Then, it determines the vehicle idle roughness factor according to the vehicle's second operating parameters. A correspondence is established between the first operating parameters and the preset activation conditions, and the vehicle idle roughness factor under the preset activation conditions is accurately calculated. Next, a target standard limit determination module determines the target standard limit corresponding to the vehicle idle roughness factor based on the vehicle's third operating parameters and / or the environmental parameters of the vehicle's environment. This accurately determines the target standard limit corresponding to the vehicle idle roughness factor. Then, a roughness difference determination module determines the vehicle roughness difference based on the vehicle idle roughness factor and the target standard limit. This accurately determines the difference between the idle roughness factor and the target standard limit. Finally, a fuel injection control module controls fuel injection after vehicle start-up based on the vehicle roughness difference. This solves the problem of unstable idling after vehicle start-up leading to a lower driving experience for the user, achieving the beneficial effect of effectively controlling fuel injection after vehicle start-up and maintaining vehicle idle stability.

[0107] Optionally, the preset activation conditions include at least one of the following: after the start flag is reset for a preset time, the accelerator pedal opening is zero, the gear is park or neutral, the engine speed meets a preset speed, and the vehicle speed is zero.

[0108] Optionally, the second operating parameter includes the rotation angle of the vehicle engine; correspondingly, the idle roughness factor determination module includes:

[0109] The initial idle roughness factor determination unit is used to determine the initial idle roughness factor of the vehicle based on the time taken for the engine to rotate at a preset angle.

[0110] The vehicle idle roughness factor determination unit is used to amplify and filter the absolute value of the initial idle roughness factor to obtain the vehicle idle roughness factor.

[0111] Optionally, the target standard limit determination module includes:

[0112] The first reference standard limit determination unit is used to determine the reference standard limit corresponding to the vehicle idle roughness factor based on the vehicle's third operating parameters and / or the environmental parameters of the environment in which the vehicle is located.

[0113] The target standard limit determination unit is used to determine the target standard limit corresponding to the vehicle idle roughness factor based on at least one of the reference standard limits.

[0114] Optionally, the third operating parameter includes at least one set of operating parameters, which includes at least one set of parameters among starting coolant temperature and actual coolant temperature, engine speed and load, and number of fuel injections and rail pressure; the environmental parameters include, but are not limited to, altitude coefficient and ambient temperature;

[0115] Accordingly, the target standard limit determination module includes at least one of the following reference standard limit determination units:

[0116] The second reference standard limit determination unit is used to determine the reference standard limit corresponding to the vehicle idle roughness factor based on the vehicle's starting water temperature and actual water temperature.

[0117] The third reference standard limit determination unit is used to determine the reference standard limit corresponding to the vehicle idle roughness factor based on the vehicle's engine speed and engine load.

[0118] The fourth reference standard limit determination unit is used to determine the reference standard limit corresponding to the vehicle idle roughness factor based on the number of fuel injections and rail pressure of the vehicle.

[0119] The fifth reference standard limit determination unit is used to determine the reference standard limit corresponding to the vehicle idle roughness factor based on the plateau coefficient and ambient temperature of the area where the vehicle is located.

[0120] Optionally, the target standard limit determination unit includes:

[0121] The main standard limit determination subunit is used to determine the reference standard limit corresponding to the vehicle's starting coolant temperature and actual coolant temperature as the main standard limit.

[0122] The target standard limit determination subunit is used to adjust the main standard limits based on the reference standard limits corresponding to engine speed and engine load, the reference standard limits corresponding to fuel injection and rail pressure, and the reference standard limits corresponding to altitude coefficient and ambient temperature, and use the adjusted main standard limits as the target standard limits.

[0123] Optionally, the target standard limit determination subunit is specifically used for:

[0124] The target standard limit is the product of the main standard limit, the reference standard limit corresponding to engine speed and engine load, the reference standard limit corresponding to fuel injection and rail pressure, and the reference standard limit corresponding to altitude coefficient and ambient temperature.

[0125] Optionally, the fuel injection control module includes:

[0126] The target control coefficient determination unit is used to perform proportional-integral control based on the vehicle roughness difference and to determine the target control coefficient based on the result of the proportional-integral control.

[0127] The fuel injection control unit is used to determine the fuel injection control coefficient for the next combustion of the engine based on the target control coefficient and the current control coefficient of the vehicle, and to perform fuel injection control according to the fuel injection control coefficient.

[0128] Optionally, the fuel injection control unit is specifically used for:

[0129] If the target control coefficient is greater than the vehicle's current control coefficient, then the target control coefficient is determined as the fuel injection control coefficient for the next engine combustion.

[0130] Optionally, the fuel injection control unit is specifically used for:

[0131] If the current control coefficient of the vehicle reaches the preset fuel injection control threshold, then the output of the fuel injection control coefficient will stop.

[0132] The vehicle start-up fuel injection control device provided in this embodiment of the invention can execute the vehicle start-up fuel injection control method provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects of the execution method.

[0133] Example 4

[0134] Figure 4A schematic diagram of an electronic device 10 that can be used to implement embodiments of the present invention is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0135] like Figure 4 As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 or a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded from storage unit 18 into the RAM 13. The RAM 13 may also store various programs and data required for the operation of the electronic device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0136] Multiple components in electronic device 10 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0137] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as the method of controlling fuel injection after vehicle start-up.

[0138] In some embodiments, the control of fuel injection after vehicle start-up can be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program can be loaded and / or installed on electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the control of fuel injection after vehicle start-up described above can be performed. Alternatively, in other embodiments, processor 11 can be configured to perform the control of fuel injection after vehicle start-up by any other suitable means (e.g., by means of firmware).

[0139] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0140] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0141] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0142] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0143] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or computing systems that include middleware components (e.g., application servers), or computing systems that include frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0144] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0145] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and no limitation is imposed herein.

[0146] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A method for controlling fuel injection after vehicle start-up, characterized in that, include: The first operating parameters after the vehicle starts are obtained. Based on the first operating parameters, the vehicle is detected to meet the preset activation conditions. The vehicle idle roughness factor is determined according to the second operating parameters of the vehicle. The vehicle idle roughness factor refers to the parameter that characterizes the engine idle speed stability, which is obtained by determining the initial idle roughness factor based on the time taken for the engine to rotate a preset angle, and then amplifying and filtering the absolute value of the initial idle roughness factor. The target standard limit value corresponding to the vehicle idle roughness factor is determined based on the vehicle's third operating parameter and / or the environmental parameter of the vehicle's environment; wherein, the target standard limit value is a standard threshold value that matches the vehicle idle roughness factor, obtained by adjusting the reference standard limit values ​​corresponding to the vehicle's starting coolant temperature and actual coolant temperature, combined with the reference standard limit values ​​corresponding to engine speed and load, injection frequency and rail pressure, plateau coefficient and ambient temperature. The vehicle roughness difference is determined based on the vehicle idle roughness factor and the target standard limit. Fuel injection is controlled after vehicle start-up based on the vehicle roughness difference.

2. The method according to claim 1, characterized in that, The preset activation conditions include at least one of the following: after the start flag is reset for a preset time, the accelerator pedal opening is zero, the gear is park or neutral, the engine speed meets a preset speed, and the vehicle speed is zero.

3. The method according to claim 1, characterized in that, The determination of the target standard limit value corresponding to the vehicle idle roughness factor based on the vehicle's third operating parameters and / or the environmental parameters of the vehicle's environment includes: The reference standard limit value corresponding to the vehicle idle roughness factor is determined based on the vehicle's third operating parameter and / or the environmental parameter of the environment in which the vehicle is located; wherein, the reference standard limit value refers to the reference standard value corresponding to the vehicle idle roughness factor determined based on at least one of the following parameters: vehicle starting water temperature and actual water temperature, engine speed and load, number of injections and rail pressure, plateau coefficient and ambient temperature. The target standard limit corresponding to the vehicle idle roughness factor is determined based on at least one of the aforementioned reference standard limits.

4. The method according to claim 3, characterized in that, The third operating parameter includes at least one group of operating parameters, which includes at least one set of parameters among starting coolant temperature and actual coolant temperature, engine speed and load, and number of fuel injections and rail pressure; the environmental parameters include, but are not limited to, altitude coefficient and ambient temperature. Determining the reference standard limit value corresponding to the vehicle idle roughness factor based on the vehicle's third operating parameters and / or the environmental parameters of the vehicle's environment includes at least one of the following operations: Based on the vehicle's starting coolant temperature and actual coolant temperature, a reference standard limit value corresponding to the vehicle's idle roughness factor is determined. Based on the vehicle's engine speed and engine load, a reference standard limit value corresponding to the vehicle's idle roughness factor is determined. Based on the number of fuel injections and rail pressure of the vehicle, a reference standard limit value corresponding to the vehicle's idle roughness factor is determined. Based on the plateau coefficient and ambient temperature of the area where the vehicle is located, a reference standard limit value corresponding to the vehicle's idle roughness factor is determined.

5. The method according to claim 3, characterized in that, Determining the target standard limit corresponding to the vehicle idle roughness factor based on at least one of the reference standard limits includes: The reference standard limits corresponding to the vehicle's starting coolant temperature and actual coolant temperature are determined as the main standard limits; Based on the reference standard limits corresponding to engine speed and engine load, the reference standard limits corresponding to fuel injection and rail pressure, and the reference standard limits corresponding to altitude coefficient and ambient temperature, the main standard limits are adjusted, and the adjusted main standard limits are used as the target standard limits.

6. The method according to claim 5, characterized in that, The main standard limits are adjusted based on the reference standard limits corresponding to engine speed and engine load, fuel injection and rail pressure, and altitude coefficient and ambient temperature. The adjusted main standard limits are used as the target standard limits, including: The target standard limit is the product of the main standard limit, the reference standard limit corresponding to engine speed and engine load, the reference standard limit corresponding to fuel injection and rail pressure, and the reference standard limit corresponding to altitude coefficient and ambient temperature.

7. The method according to claim 1, characterized in that, The control of fuel injection after vehicle start-up based on the vehicle roughness difference includes: Proportional-integral control is performed based on the vehicle roughness difference, and the target control coefficient is determined based on the result of the proportional-integral control. The fuel injection control coefficient for the next combustion of the engine is determined based on the target control coefficient and the current control coefficient of the vehicle, and fuel injection control is performed according to the fuel injection control coefficient.

8. The method according to claim 7, characterized in that, The step of determining the fuel injection control coefficient for the next engine combustion based on the target control coefficient and the vehicle's current control coefficient, and performing fuel injection control according to the fuel injection control coefficient, includes: If the target control coefficient is greater than the vehicle's current control coefficient, then the target control coefficient is determined as the fuel injection control coefficient for the next engine combustion.

9. The method according to claim 7, characterized in that, The step of determining the fuel injection control coefficient for the next engine combustion based on the target control coefficient and the vehicle's current control coefficient includes: If the current control coefficient of the vehicle reaches the preset fuel injection control threshold, then the output of the fuel injection control coefficient will stop.

10. A control device for fuel injection after vehicle start-up, characterized in that, include: The idle roughness factor determination module is used to acquire the first operating parameters of the vehicle after starting. When the vehicle is detected to meet the preset activation conditions based on the first operating parameters, the vehicle idle roughness factor is determined according to the second operating parameters of the vehicle. The vehicle idle roughness factor refers to the parameter that characterizes the engine idle speed stability, which is obtained by determining the initial idle roughness factor based on the time taken for the engine to rotate a preset angle, and then amplifying and filtering the absolute value of the initial idle roughness factor. The target standard limit determination module is used to determine the target standard limit corresponding to the vehicle idle roughness factor based on the vehicle's third operating parameter and / or the environmental parameters of the vehicle's environment; wherein, the target standard limit is a standard threshold that matches the vehicle idle roughness factor, obtained by adjusting the reference standard limit corresponding to the vehicle's starting coolant temperature and actual coolant temperature, combined with the reference standard limit corresponding to engine speed and load, injection frequency and rail pressure, plateau coefficient and ambient temperature. The roughness difference determination module is used to determine the vehicle roughness difference based on the vehicle idle roughness factor and the target standard limit. The fuel injection control module is used to control the fuel injection after the vehicle starts based on the vehicle roughness difference.

11. An electronic device, characterized in that, The electronic device includes: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the control method for fuel injection after vehicle start-up as described in any one of claims 1-9.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that, when executed by a processor, implement the control method for fuel injection after vehicle start-up as described in any one of claims 1-9.

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