A control method and device of an automobile engine management system and an electronic device

Abstract

The application discloses a control method and device of an automobile engine management system and electronic equipment. The automobile engine management system comprises a main control unit, a secondary control unit, a carbon tank, a carbon tank electromagnetic valve, a first cylinder and a second cylinder. The control method comprises the following steps: the main control unit determines that the absolute value of the difference between the air-fuel ratio of the first cylinder and the expected air-fuel ratio is a first difference value; the main control unit determines that the absolute value of the difference between the air-fuel ratio of the second cylinder and the expected air-fuel ratio is a second difference value; and the main control unit controls the duty cycle of the carbon tank electromagnetic valve according to the size relationship between the first difference value and the second difference value, and preferentially meets the demand of the cylinder corresponding to the larger difference value for the fresh air containing gasoline vapor. The technical solution provided by the embodiment of the application solves the problem that the demand of the two cylinders for the fresh air containing gasoline vapor cannot be met by controlling the duty cycle of the carbon tank electromagnetic valve by using one control unit.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and in particular to a control method, device, and electronic equipment for an automotive engine management system. Background Technology

[0002] To prevent gasoline from evaporating into the atmosphere and meet regulatory requirements for evaporative emissions, an evaporative emission control system is designed into the engine management system. This system adsorbs fuel vapors evaporating from the fuel tank into an activated carbon canister. When the engine is running, the negative pressure in the intake system allows fresh air to pass through the carbon canister, desorbing the fuel vapors adsorbed in the activated carbon and allowing them to re-enter the engine for combustion, thus reducing evaporative emissions. Figure 1 This is a schematic diagram of a single cylinder and a charcoal canister in a conventional engine system in the prior art. The conventional engine system in the prior art includes a fuel tank 01, a charcoal canister 02, a charcoal canister solenoid valve 03, and a cylinder 04.

[0003] To improve the combustion efficiency of fuel vapors evaporating from the fuel tank, existing technology provides a charcoal canister, a charcoal canister solenoid valve, a main control unit, a secondary control unit, a first cylinder, and a second cylinder. The main control unit controls the first cylinder, and the secondary control unit controls the second cylinder. Fresh air containing gasoline vapors from the charcoal canister passes through the charcoal canister solenoid valve and enters the intake manifolds of the first and second cylinders through two separate pipes. However, the duty cycle of the charcoal canister solenoid valve can only be controlled by one control unit. The differences in intake, fuel injection, and combustion between the two cylinders mean that each cylinder requires a different amount of fresh air containing gasoline vapors. This demand needs to be met by controlling the duty cycle of the charcoal canister solenoid valve, making it difficult to control the duty cycle of the charcoal canister solenoid valve with a single control unit, as it is virtually impossible to simultaneously meet the needs of both cylinders using the same charcoal canister solenoid valve duty cycle value.

[0004] The current method assumes that the amount of fresh air containing gasoline vapor entering the two cylinders after passing through the solenoid valve is the same. At the same time, the demand for air in the first cylinder controlled by the main control unit is taken as the main factor, and this demand for air is transmitted to the secondary control unit via a private CAN bus. This is used to calculate the fuel content in the fresh air containing gasoline vapor entering the cylinder controlled by the secondary control unit, and then feeds it back to the air-fuel ratio closed-loop control of the secondary control unit.

[0005] The problem with this method is that ignoring the difference in air demand between the two cylinders may lead to error accumulation, and not considering that the state of the second cylinder controlled by the auxiliary control unit may affect the combustion of the second cylinder, which poses a greater challenge to the air-fuel ratio closed loop and the charcoal canister control closed loop. Summary of the Invention

[0006] This invention provides a control method, device, and electronic device for an automotive engine management system to solve the problem that the duty cycle of the charcoal canister solenoid valve controlled by a single control unit cannot meet the demand of two cylinders for fresh air containing gasoline vapor.

[0007] According to one aspect of the present invention, a control method for an automotive engine management system is provided. The automotive engine management system includes a main control unit, a secondary control unit, a carbon canister, a carbon canister solenoid valve, a first cylinder, and a second cylinder, comprising:

[0008] The main control unit determines the absolute value of the difference between the air-fuel ratio of the first cylinder and the desired air-fuel ratio as the first difference value;

[0009] The main control unit determines the absolute value of the difference between the air-fuel ratio of the second cylinder and the desired air-fuel ratio as the second difference value;

[0010] Based on the relationship between the first and second differences, the main control unit controls the duty cycle of the carbon canister solenoid valve to prioritize meeting the demand for fresh air containing gasoline vapor in the cylinder corresponding to the larger difference.

[0011] Optionally, the main control unit, based on the relationship between the first and second differences, controls the duty cycle of the carbon canister solenoid valve to prioritize satisfying the demand for fresh air containing gasoline vapor in the cylinder corresponding to the larger difference, including:

[0012] When the first difference is greater than the second difference, the main control unit controls the duty cycle of the carbon canister solenoid valve to prioritize meeting the demand of the first cylinder for fresh air containing gasoline vapor.

[0013] When the first difference is less than the second difference, the main control unit controls the duty cycle of the carbon canister solenoid valve to prioritize meeting the second cylinder's demand for fresh air containing gasoline vapor.

[0014] Optionally, if the first difference is greater than the second difference, the main control unit controls the duty cycle of the carbon canister solenoid valve to prioritize meeting the first cylinder's demand for fresh air containing gasoline vapor, including:

[0015] If the first difference is greater than the second difference, the main control unit will prioritize meeting the demand of the first cylinder for fresh air containing gasoline vapor by controlling the duty cycle of the carbon canister solenoid valve. It can also determine the demand of the second cylinder for fresh air containing gasoline vapor based on the demand of the first cylinder for fresh air containing gasoline vapor and the ratio of the intake volume of the first cylinder to the intake volume of the second cylinder.

[0016] The second cylinder's demand for fresh air containing gasoline vapor satisfies the following relationship:

[0017] FlowPurgDesS=(1 / K)*FlowPurgDesM

[0018] Wherein, FlowPurgDesM is the demand for fresh air containing gasoline vapor in the first cylinder, FlowPurgDesS is the demand for fresh air containing gasoline vapor in the second cylinder, and K is the ratio of the intake volume of the first cylinder to the intake volume of the second cylinder.

[0019] Optionally, if the first difference is less than the second difference, the main control unit controls the duty cycle of the carbon canister solenoid valve to prioritize meeting the second cylinder's demand for fresh air containing gasoline vapor, including:

[0020] If the first difference is less than the second difference, the main control unit will prioritize meeting the demand of the second cylinder for fresh air containing gasoline vapor by controlling the duty cycle of the carbon canister solenoid valve. It can also determine the demand of the first cylinder for fresh air containing gasoline vapor based on the ratio of the demand of the second cylinder for fresh air containing gasoline vapor to the intake volume of the first cylinder and the intake volume of the second cylinder.

[0021] The first cylinder's demand for fresh air containing gasoline vapor satisfies the following relationship:

[0022] FlowPurgDesM=K*FlowPurgDesS;

[0023] Wherein, FlowPurgDesM is the demand for fresh air containing gasoline vapor in the first cylinder, FlowPurgDesS is the demand for fresh air containing gasoline vapor in the second cylinder, and K is the ratio of the intake volume of the first cylinder to the intake volume of the second cylinder.

[0024] Optionally, if the first difference is greater than the second difference, the main control unit, by controlling the duty cycle of the carbon canister solenoid valve, prioritizes meeting the first cylinder's demand for fresh air containing gasoline vapor before including:

[0025] The main control unit determines the amount of fresh air containing gasoline vapor required by the first cylinder based on the air-fuel ratio of the first cylinder.

[0026] Optionally, if the first difference is less than the second difference, the main control unit, by controlling the duty cycle of the carbon canister solenoid valve, prioritizes meeting the second cylinder's demand for fresh air containing gasoline vapor before further including:

[0027] The main control unit determines the amount of fresh air containing gasoline vapor required by the second cylinder based on the air-fuel ratio of the second cylinder.

[0028] Optionally, based on the relationship between the first and second differences, the main control unit, by controlling the duty cycle of the carbon canister solenoid valve, prioritizes meeting the demand for fresh air containing gasoline vapor from the cylinder corresponding to the larger difference.

[0029] When the carbon canister solenoid valve is fully open and the intake volume of the second cylinder is zero, the intake volume of the first cylinder is determined.

[0030] When the carbon canister solenoid valve is fully open and the intake volume of the first cylinder is zero, the intake volume of the second cylinder is determined.

[0031] Determine the ratio of the intake volume of the first cylinder to the intake volume of the second cylinder when the carbon canister solenoid valve is open;

[0032] When the carbon canister solenoid valve is open, the ratio of the intake volume of the first cylinder to the intake volume of the second cylinder satisfies the following relationship:

[0033] K = FlowOpenM / FlowOpenS;

[0034] Wherein, FlowOpenM is the intake volume of the first cylinder when the carbon canister solenoid valve is fully open and the intake volume of the second cylinder is zero, and FlowOpenS is the intake volume of the second cylinder when the carbon canister solenoid valve is fully open and the intake volume of the first cylinder is zero.

[0035] According to another aspect of the present invention, a control device for an automotive engine management system is provided. The automotive engine management system includes a main control unit, a secondary control unit, a carbon canister, a carbon canister solenoid valve, a first cylinder, and a second cylinder. The main control unit includes a first difference determination module, a second difference determination module, and a carbon canister solenoid valve control module.

[0036] The first difference determination module of the main control unit is used to determine the absolute value of the difference between the air-fuel ratio of the first cylinder and the desired air-fuel ratio as the first difference.

[0037] The second difference determination module of the main control unit is used to determine the absolute value of the difference between the air-fuel ratio of the second cylinder and the desired air-fuel ratio as the second difference.

[0038] The carbon canister solenoid valve control module of the main control unit is used to control the duty cycle of the carbon canister solenoid valve according to the relationship between the first difference and the second difference, so as to prioritize the demand of the cylinder with the larger difference for fresh air containing gasoline vapor.

[0039] According to another aspect of the present invention, an electronic device for an automotive engine management system is provided, the electronic device for the automotive engine management system comprising:

[0040] At least one processor; and

[0041] A memory communicatively connected to the at least one processor; wherein,

[0042] 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 control method of the automobile engine management system according to any embodiment of the present invention.

[0043] According to another aspect of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium storing computer instructions, the computer instructions being configured to cause a processor to execute and implement the control method of the automotive engine management system according to any embodiment of the present invention.

[0044] The technical solution provided by this invention uses the air-fuel ratio as a reference quantity. Although the duty cycle of the canister solenoid valve is controlled by the main control unit, the air-fuel ratios of the first cylinder and the second cylinder are considered simultaneously. That is, the combustion state of the two cylinders is considered at the same time. The difference between the air-fuel ratio of the first cylinder and the second cylinder and the desired air-fuel ratio is calculated separately, and the absolute values ​​of the two differences are compared. The air demand of the cylinder controlled by the control unit with the larger absolute value of the difference is prioritized. In this way, the combustion conditions of the first cylinder and the second cylinder can be taken into account at the same time, and the duty cycle of the canister solenoid valve can be controlled in a timely manner. This avoids excessive combustion impact or even vibration in the second cylinder controlled by the secondary control unit, thus solving the problem that the duty cycle of the canister solenoid valve controlled by a single control unit cannot meet the demand of the two cylinders for fresh air containing gasoline vapor.

[0045] 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

[0046] 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.

[0047] Figure 1 This is a schematic diagram of the structure of a conventional engine system in the prior art;

[0048] Figure 2 A flowchart of a control method for an automotive engine management system provided in Embodiment 1 of the present invention;

[0049] Figure 3 This is a simplified diagram illustrating the functional principle of the charcoal canister provided in Embodiment 1 of the present invention;

[0050] Figure 4 A flowchart of a control method for an automotive engine management system provided in Embodiment 2 of the present invention;

[0051] Figure 5 A flowchart of a control method for an automotive engine management system provided in Embodiment 3 of the present invention;

[0052] Figure 6 This is a schematic diagram illustrating the calculation principle of air volume in a cylinder according to Embodiment 3 of the present invention;

[0053] Figure 7 This is a schematic diagram of a dual-control unit carbon canister control strategy provided in Embodiment 3 of the present invention;

[0054] Figure 8 This is a flowchart of a control method for an automotive engine management system provided in Embodiment 4 of the present invention;

[0055] Figure 9 This is a schematic diagram of the structure of a control device for an automotive engine management system provided in Embodiment 5 of the present invention;

[0056] Figure 10 This is a schematic diagram of the electronic device used in a control method for an automotive engine management system provided in Embodiment Six of the present invention. Detailed Implementation

[0057] 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.

[0058] 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.

[0059] Example 1

[0060] Figure 2 This is a flowchart illustrating a control method for an automotive engine management system according to Embodiment 1 of the present invention. This embodiment is applicable to situations where the automotive engine management system includes a main control unit, a secondary control unit, a carbon canister, a carbon canister solenoid valve, a first cylinder, and a second cylinder. The main control unit controls the operation of the first cylinder, and the secondary control unit controls the operation of the second cylinder. This method can be executed by a control device of the automotive engine management system, which can be implemented in hardware and / or software and can be configured in a vehicle. Figure 2 As shown, the method includes:

[0061] S110, The main control unit determines the absolute value of the difference between the air-fuel ratio of the first cylinder and the desired air-fuel ratio as the first difference value.

[0062] In this embodiment of the invention, the main control unit may be an electronic control unit (ECU), and the secondary control unit may be an electronic control unit (ECU).

[0063] The main control unit controls the first cylinder, and the auxiliary control unit controls the second cylinder. The main control unit and the auxiliary control unit are connected in communication.

[0064] S120, The main control unit determines the absolute value of the difference between the air-fuel ratio of the second cylinder and the desired air-fuel ratio as the second difference value.

[0065] The main control unit and the auxiliary control unit are connected in communication. The auxiliary control unit is used to control the second cylinder. The main control unit obtains the air-fuel ratio of the second cylinder through the auxiliary control unit and determines the absolute value of the difference between the air-fuel ratio of the second cylinder and the desired air-fuel ratio.

[0066] S130: Based on the relationship between the first difference and the second difference, the main control unit controls the duty cycle of the carbon canister solenoid valve to prioritize meeting the demand for fresh air containing gasoline vapor in the cylinder corresponding to the larger difference.

[0067] like Figure 3 As shown, Figure 3 The diagram below shows the functional principle of the charcoal canister provided in Embodiment 1 of the present invention. The control of the charcoal canister is mainly accomplished through the engine air-fuel ratio. When the charcoal canister is opened, the amount of oil in the fresh air containing gasoline vapor entering the engine will affect the engine combustion, causing a change in the air-fuel ratio. At this time, the air-fuel ratio closed loop will adjust and output a control value. The charcoal canister control strategy calculates the load of the charcoal canister (the amount of oil in the charcoal canister) through the output value of the air-fuel ratio closed loop control. Then, the charcoal canister load and the output value of the air-fuel ratio closed loop control are combined with the previous flushing rate feedback value to calculate the desired flushing rate. Finally, the duty cycle of the charcoal canister solenoid valve is calculated to control the charcoal canister solenoid valve.

[0068] The technical solution provided by this invention uses the air-fuel ratio as a reference quantity. Although the duty cycle of the canister solenoid valve is controlled by the main control unit, the air-fuel ratios of the first cylinder and the second cylinder are considered simultaneously. That is, the combustion state of the two cylinders is considered at the same time. The difference between the air-fuel ratio of the first cylinder and the second cylinder and the desired air-fuel ratio is calculated separately, and the absolute values ​​of the two differences are compared. The air demand of the cylinder controlled by the control unit with the larger absolute value of the difference is prioritized. In this way, the combustion conditions of the first cylinder and the second cylinder can be taken into account at the same time, and the duty cycle of the canister solenoid valve can be controlled in a timely manner. This avoids excessive combustion impact or even vibration in the second cylinder controlled by the secondary control unit, thus solving the problem that the duty cycle of the canister solenoid valve controlled by a single control unit cannot meet the demand of the two cylinders for fresh air containing gasoline vapor.

[0069] Example 2

[0070] Figure 4 This is a flowchart illustrating a control method for an automotive engine management system according to Embodiment 2 of the present invention. The difference between this embodiment and the previous embodiment is that step S130 in the previous embodiment has been refined. For example... Figure 4 As shown, the method includes:

[0071] S210, The main control unit determines the absolute value of the difference between the air-fuel ratio of the first cylinder and the desired air-fuel ratio as the first difference value.

[0072] The execution steps and beneficial effects of S210 can be found in S110, and will not be repeated here.

[0073] S220, The main control unit determines the absolute value of the difference between the air-fuel ratio of the second cylinder and the desired air-fuel ratio as the second difference value.

[0074] The execution steps and beneficial effects of S220 can be found in S120, and will not be repeated here.

[0075] S230, if the first difference is greater than the second difference, the main control unit controls the duty cycle of the carbon canister solenoid valve to prioritize meeting the demand of the first cylinder for fresh air containing gasoline vapor.

[0076] The technical solution provided by this invention considers the air-fuel ratio of the first cylinder and the second cylinder simultaneously. It calculates the difference between the air-fuel ratio of the first cylinder and the second cylinder and the desired air-fuel ratio, and compares the absolute values ​​of the two differences. If the first difference is greater than the second difference, the main control unit controls the duty cycle of the canister solenoid valve to prioritize meeting the demand of the first cylinder for fresh air containing gasoline vapor. This allows for simultaneous consideration of the combustion situation in the second cylinder, timely control of the duty cycle of the canister solenoid valve, and avoids excessive combustion impact or even vibration in the second cylinder controlled by the secondary control unit. This solves the problem that using a single control unit to control the duty cycle of the canister solenoid valve cannot meet the demand of both cylinders for fresh air containing gasoline vapor.

[0077] Optionally, if the first difference is greater than the second difference, the main control unit, by controlling the duty cycle of the carbon canister solenoid valve, prioritizes meeting the first cylinder's demand for fresh air containing gasoline vapor before including:

[0078] The main control unit determines the amount of fresh air containing gasoline vapor required by the first cylinder based on the air-fuel ratio of the first cylinder.

[0079] S240, if the first difference is less than the second difference, the main control unit controls the duty cycle of the carbon canister solenoid valve to prioritize meeting the demand of the second cylinder for fresh air containing gasoline vapor.

[0080] Optionally, if the first difference is less than the second difference, the main control unit, by controlling the duty cycle of the carbon canister solenoid valve, prioritizes meeting the second cylinder's demand for fresh air containing gasoline vapor before further including:

[0081] The main control unit determines the amount of fresh air containing gasoline vapor required by the second cylinder based on the air-fuel ratio of the second cylinder.

[0082] Specifically, the main control unit obtains the air-fuel ratio of the second cylinder through the secondary control unit, and then determines the amount of fresh air containing gasoline vapor required by the second cylinder.

[0083] The technical solution provided by this invention considers the air-fuel ratio of the first cylinder and the second cylinder simultaneously. It calculates the difference between the air-fuel ratio of the first cylinder and the second cylinder and the desired air-fuel ratio, and compares the absolute values ​​of the two differences. If the first difference is greater than the second difference, the main control unit controls the duty cycle of the canister solenoid valve to prioritize meeting the demand of the second cylinder for fresh air containing gasoline vapor. This way, the combustion situation of the first cylinder can be taken into account at the same time, and the duty cycle of the canister solenoid valve can be controlled in a timely manner to avoid excessive combustion impact or even vibration in the second cylinder controlled by the secondary control unit. This solves the problem that using a single control unit to control the duty cycle of the canister solenoid valve cannot meet the demand of both cylinders for fresh air containing gasoline vapor.

[0084] Example 3

[0085] Figure 5 This is a flowchart of a control method for an automotive engine management system provided in Embodiment 3 of the present invention. The difference between this embodiment and the previous embodiments is that step S230 in the previous embodiments has been refined. For example... Figure 5 As shown, the method includes:

[0086] S310, The main control unit determines the absolute value of the difference between the air-fuel ratio of the first cylinder and the desired air-fuel ratio as the first difference value.

[0087] The execution steps and beneficial effects of S310 can be found in S210, and will not be repeated here.

[0088] S320, The main control unit determines the absolute value of the difference between the air-fuel ratio of the second cylinder and the desired air-fuel ratio as the second difference.

[0089] The execution steps and beneficial effects of S320 can be found in S220, and will not be repeated here.

[0090] S330. If the first difference is greater than the second difference, the main control unit controls the duty cycle of the carbon canister solenoid valve to prioritize meeting the demand of the first cylinder for fresh air containing gasoline vapor. It can also determine the demand of the second cylinder for fresh air containing gasoline vapor based on the demand of the first cylinder for fresh air containing gasoline vapor and the ratio of the intake volume of the first cylinder to the intake volume of the second cylinder.

[0091] The second cylinder's demand for fresh air containing gasoline vapor satisfies the following relationship:

[0092] FlowPurgDesS=(1 / K)*FlowPurgDesM

[0093] Wherein, FlowPurgDesM is the demand for fresh air containing gasoline vapor in the first cylinder, FlowPurgDesS is the demand for fresh air containing gasoline vapor in the second cylinder, and K is the ratio of the intake volume of the first cylinder to the intake volume of the second cylinder.

[0094] Optionally, prior to the S330, the following were also included:

[0095] When the carbon canister solenoid valve is fully open and the intake volume of the second cylinder is zero, the intake volume of the first cylinder is determined.

[0096] When the carbon canister solenoid valve is fully open and the intake volume of the first cylinder is zero, the intake volume of the second cylinder is determined.

[0097] Determine the ratio of the intake volume of the first cylinder to the intake volume of the second cylinder when the carbon canister solenoid valve is open.

[0098] When the carbon canister solenoid valve is open, the ratio of the intake volume of the first cylinder to the intake volume of the second cylinder satisfies the following relationship:

[0099] K = FlowOpenM / FlowOpenS;

[0100] Wherein, FlowOpenM is the intake volume of the first cylinder when the carbon canister solenoid valve is fully open and the intake volume of the second cylinder is zero, and FlowOpenS is the intake volume of the second cylinder when the carbon canister solenoid valve is fully open and the intake volume of the first cylinder is zero.

[0101] like Figure 6 As shown, Figure 6 This is a schematic diagram illustrating the calculation principle of cylinder air volume according to Embodiment 3 of the present invention. The amount of fresh air containing gasoline vapor entering the first and second cylinders after passing through the carbon canister solenoid valve can be calculated proportionally to the airflow rate (derived from a calculation formula) entering a single cylinder when the carbon canister solenoid valve is fully open. This simulates the airflow rate when the carbon canister solenoid valve is fully open in the case of only one cylinder. This air volume is only related to the working state of that cylinder, including factors such as manifold pressure, boost pressure, intake volume, and ambient temperature. This air volume is named FlowOpen, representing the ability of each cylinder to introduce fresh air containing gasoline vapor. When the carbon canister solenoid valve is fully open and the intake volume of the second cylinder is zero, the intake volume of the first cylinder is named FlowOpenM; when the carbon canister solenoid valve is fully open and the intake volume of the first cylinder is zero, the intake volume of the second cylinder is named FlowOpenS. The amount of fresh air containing gasoline vapor required by each cylinder is named FlowPurgDes, the amount of fresh air containing gasoline vapor required by the first cylinder is named FlowPurgDesM, and the amount of fresh air containing gasoline vapor required by the second cylinder is named FlowPurgDesS.

[0102] S340, the first difference is less than the second difference. The main control unit controls the duty cycle of the carbon canister solenoid valve to prioritize meeting the demand of the second cylinder for fresh air containing gasoline vapor.

[0103] The execution steps and beneficial effects of S340 can be found in S240, and will not be repeated here.

[0104] like Figure 7 As shown, Figure 7This is a schematic diagram of a dual-control unit canister control strategy provided in Embodiment 3 of the present invention. The technical solution provided in this embodiment of the invention considers the air-fuel ratio of the first cylinder and the second cylinder simultaneously. It calculates the difference between the air-fuel ratio of the first cylinder and the second cylinder and the desired air-fuel ratio, and compares the absolute values ​​of the two differences. If the first difference is greater than the second difference, the main control unit controls the duty cycle of the canister solenoid valve to prioritize meeting the demand of the first cylinder for fresh air containing gasoline vapor. It can also determine the demand of the second cylinder for fresh air containing gasoline vapor based on the demand of the first cylinder for fresh air containing gasoline vapor and the ratio of the intake volume of the first cylinder to the intake volume of the second cylinder. In this way, the combustion situation of the second cylinder can be taken into account at the same time, and the duty cycle of the canister solenoid valve can be controlled in a timely manner to avoid excessive combustion impact or even vibration in the second cylinder controlled by the secondary control unit. This solves the problem that the duty cycle of the canister solenoid valve controlled by a single control unit cannot meet the demand of both cylinders for fresh air containing gasoline vapor.

[0105] Example 4

[0106] Figure 8 This is a flowchart illustrating a control method for an automotive engine management system according to Embodiment 4 of the present invention. The difference between this embodiment and the previous embodiments is that step S240 in the previous embodiments has been refined. For example... Figure 8 As shown, the method includes:

[0107] S410, The main control unit determines the absolute value of the difference between the air-fuel ratio of the first cylinder and the desired air-fuel ratio as the first difference value.

[0108] S420, The main control unit determines the absolute value of the difference between the air-fuel ratio of the second cylinder and the desired air-fuel ratio as the second difference.

[0109] S430, if the first difference is greater than the second difference, the main control unit controls the duty cycle of the carbon canister solenoid valve to prioritize meeting the demand of the first cylinder for fresh air containing gasoline vapor.

[0110] S440. If the first difference is less than the second difference, the main control unit controls the duty cycle of the carbon canister solenoid valve to prioritize meeting the demand of the second cylinder for fresh air containing gasoline vapor. It can also determine the demand of the first cylinder for fresh air containing gasoline vapor based on the ratio of the demand of the second cylinder for fresh air containing gasoline vapor to the intake volume of the first cylinder and the intake volume of the second cylinder.

[0111] The first cylinder's demand for fresh air containing gasoline vapor satisfies the following relationship:

[0112] FlowPurgDesM=K*FlowPurgDesS;

[0113] Wherein, FlowPurgDesM is the demand for fresh air containing gasoline vapor in the first cylinder, FlowPurgDesS is the demand for fresh air containing gasoline vapor in the second cylinder, and K is the ratio of the intake volume of the first cylinder to the intake volume of the second cylinder.

[0114] Optionally, prior to the S440, the following were also included:

[0115] When the carbon canister solenoid valve is fully open and the intake volume of the second cylinder is zero, the intake volume of the first cylinder is determined.

[0116] When the carbon canister solenoid valve is fully open and the intake volume of the first cylinder is zero, the intake volume of the second cylinder is determined.

[0117] Determine the ratio of the intake volume of the first cylinder to the intake volume of the second cylinder when the carbon canister solenoid valve is open.

[0118] When the carbon canister solenoid valve is open, the ratio of the intake volume of the first cylinder to the intake volume of the second cylinder satisfies the following relationship:

[0119] K = FlowOpenM / FlowOpenS;

[0120] Wherein, FlowOpenM is the intake volume of the first cylinder when the carbon canister solenoid valve is fully open and the intake volume of the second cylinder is zero, and FlowOpenS is the intake volume of the second cylinder when the carbon canister solenoid valve is fully open and the intake volume of the first cylinder is zero.

[0121] like Figure 6 As shown, the amount of fresh air containing gasoline vapor entering the first and second cylinders after passing through the canister solenoid valve can be calculated proportionally to the airflow rate (derived from the formula) entering a single cylinder when the canister solenoid valve is fully open, simulating the airflow rate when the canister solenoid valve is fully open in the case of only one cylinder. This airflow rate is only related to the operating state of that cylinder, including manifold pressure, boost pressure, intake volume, ambient temperature, etc. This airflow rate is named FlowOpen, representing the capacity of each cylinder to introduce fresh air containing gasoline vapor. When the canister solenoid valve is fully open and the intake volume of the second cylinder is zero, the intake volume of the first cylinder is named FlowOpenM; when the canister solenoid valve is fully open and the intake volume of the first cylinder is zero, the intake volume of the second cylinder is named FlowOpenS. The required amount of fresh air containing gasoline vapor for each cylinder is named FlowPurgDes, the required amount of fresh air containing gasoline vapor for the first cylinder is named FlowPurgDesM, and the required amount of fresh air containing gasoline vapor for the second cylinder is named FlowPurgDesS.

[0122] like Figure 7As shown, the technical solution provided by this embodiment of the invention considers both the air-fuel ratio of the first cylinder and the second cylinder. It calculates the difference between the air-fuel ratio of the first cylinder and the second cylinder and the desired air-fuel ratio, and compares the absolute values ​​of the two differences. If the first difference is less than the second difference, the main control unit controls the duty cycle of the canister solenoid valve to prioritize meeting the second cylinder's demand for fresh air containing gasoline vapor. It can also determine the first cylinder's demand for fresh air containing gasoline vapor based on the ratio of the second cylinder's demand for fresh air containing gasoline vapor to the intake volume of the first cylinder and the second cylinder. This allows for simultaneous consideration of the second cylinder's combustion status, timely control of the canister solenoid valve's duty cycle, and avoids excessive combustion impact or even vibration in the second cylinder controlled by the secondary control unit. This solves the problem that using a single control unit to control the canister solenoid valve's duty cycle cannot meet the demand for fresh air containing gasoline vapor from both cylinders.

[0123] In this embodiment, the activation and deactivation conditions of the canister control function in the main control unit and the auxiliary control unit are ensured to be the same. Some control conditions determined by the main control unit (such as canister solenoid valve diagnosis) are transmitted to the auxiliary control unit through private CAN communication, enabling the functions of the main control unit and the auxiliary control unit to operate simultaneously. Some state variables of the second cylinder controlled by the auxiliary control unit that the main control unit must obtain (such as air-fuel ratio and the demand for fresh air containing gasoline vapor) are also transmitted to the main control unit through private CAN communication, allowing the main control unit to be aware of the state information of the second cylinder controlled by the auxiliary control unit at all times. In this way, when the second cylinder controlled by the auxiliary control unit needs fresh air containing gasoline vapor (determined by air-fuel ratio), the duty cycle value of the canister solenoid valve can be controlled by the main control unit to satisfy the auxiliary control unit.

[0124] The amount of fresh air containing gasoline vapor entering the two cylinders after passing through the solenoid valve can be calculated as a proportion using the airflow rate (derived from a formula) entering a single cylinder when the charcoal canister solenoid valve is fully open. Knowing the proportion of gasoline vapor-containing fresh air entering the two cylinders allows for different solenoid valve duty cycles to meet the airflow requirements of each cylinder. This invention makes charcoal canister control more precise and stable, which is beneficial to engine combustion and operation.

[0125] The control method provided by this invention enables more precise and stable control of the charcoal canister, which is beneficial to engine combustion and operation. Specifically: First, the required airflow to a single cylinder when the charcoal canister solenoid valve is fully open (derived from a calculation formula) is used as a proportion to calculate the actual airflow demand for controlling the charcoal canister solenoid valve. Second, the activation and deactivation conditions of the charcoal canister control function in the main control unit and the auxiliary control unit are ensured to be the same, allowing the charcoal canister control functions of both units to operate simultaneously. The absolute value of the difference between the closed-loop control output value of the air-fuel ratio in the main and auxiliary control units and the desired air-fuel ratio is used to determine whether the required airflow demand of the main control unit or the auxiliary control unit is used to control the charcoal canister solenoid valve.

[0126] Example 5

[0127] Figure 9 This is a schematic diagram of the structure of a control device for an automotive engine management system provided in Embodiment 5 of the present invention. Figure 9 As shown, the device includes:

[0128] The automotive engine management system includes a main control unit, a secondary control unit, a carbon canister, a carbon canister solenoid valve, a first cylinder, and a second cylinder. The main control unit comprises: a first difference determination module, a second difference determination module, and a carbon canister solenoid valve control module.

[0129] The first difference determination module 100 of the main control unit is used to determine the absolute value of the difference between the air-fuel ratio of the first cylinder and the desired air-fuel ratio as the first difference.

[0130] The second difference determination module 200 of the main control unit is used to determine the absolute value of the difference between the air-fuel ratio of the second cylinder and the desired air-fuel ratio as the second difference.

[0131] The carbon canister solenoid valve control module 300 of the main control unit is used to control the duty cycle of the carbon canister solenoid valve according to the relationship between the first difference and the second difference, so as to prioritize the demand of the cylinder corresponding to the larger difference for fresh air containing gasoline vapor.

[0132] Optionally, the carbon canister solenoid valve control module 300 includes: a first unit and a second unit;

[0133] The first difference is greater than the second difference. The first unit is used to prioritize the first cylinder's demand for fresh air containing gasoline vapor by controlling the duty cycle of the carbon canister solenoid valve.

[0134] The first difference is less than the second difference. The second unit is used to prioritize the second cylinder's demand for fresh air containing gasoline vapor by controlling the duty cycle of the carbon canister solenoid valve.

[0135] Optionally, the first difference is greater than the second difference. The first unit is used to prioritize meeting the demand of the first cylinder for fresh air containing gasoline vapor by controlling the duty cycle of the carbon canister solenoid valve. It can also determine the demand of the second cylinder for fresh air containing gasoline vapor based on the demand of the first cylinder for fresh air containing gasoline vapor and the ratio of the intake volume of the first cylinder to the intake volume of the second cylinder.

[0136] The second cylinder's demand for fresh air containing gasoline vapor satisfies the following relationship:

[0137] FlowPurgDesS=(1 / K)*FlowPurgDesM

[0138] Wherein, FlowPurgDesM is the demand for fresh air containing gasoline vapor in the first cylinder, FlowPurgDesS is the demand for fresh air containing gasoline vapor in the second cylinder, and K is the ratio of the intake volume of the first cylinder to the intake volume of the second cylinder.

[0139] Optionally, if the first difference is less than the second difference, the second unit is used to prioritize meeting the demand of the second cylinder for fresh air containing gasoline vapor by controlling the duty cycle of the carbon canister solenoid valve. It can also determine the demand of the first cylinder for fresh air containing gasoline vapor based on the ratio of the demand of the second cylinder for fresh air containing gasoline vapor to the intake volume of the first cylinder and the intake volume of the second cylinder.

[0140] The first cylinder's demand for fresh air containing gasoline vapor satisfies the following relationship:

[0141] FlowPurgDesM=K*FlowPurgDesS;

[0142] Wherein, FlowPurgDesM is the demand for fresh air containing gasoline vapor in the first cylinder, FlowPurgDesS is the demand for fresh air containing gasoline vapor in the second cylinder, and K is the ratio of the intake volume of the first cylinder to the intake volume of the second cylinder.

[0143] Optionally, the first difference determination module 100 is further configured to determine the amount of fresh air containing gasoline vapor required by the first cylinder based on the air-fuel ratio of the first cylinder.

[0144] Optionally, the first difference determination module 200 is also used to determine the amount of fresh air containing gasoline vapor required by the second cylinder based on the air-fuel ratio of the second cylinder.

[0145] Optionally, the carbon canister solenoid valve control module 300 also includes a third unit, a fourth unit, and a fifth unit; the third unit is used to determine the intake volume of the first cylinder when the carbon canister solenoid valve is fully open and the intake volume of the second cylinder is zero.

[0146] The fourth unit is used to determine the intake volume of the second cylinder when the carbon canister solenoid valve is fully open and the intake volume of the first cylinder is zero.

[0147] The fifth unit is used to determine the ratio of the intake volume of the first cylinder to the intake volume of the second cylinder when the carbon canister solenoid valve is opened.

[0148] When the carbon canister solenoid valve is open, the ratio of the intake volume of the first cylinder to the intake volume of the second cylinder satisfies the following relationship:

[0149] K = FlowOpenM / FlowOpenS;

[0150] Wherein, FlowOpenM is the intake volume of the first cylinder when the carbon canister solenoid valve is fully open and the intake volume of the second cylinder is zero, and FlowOpenS is the intake volume of the second cylinder when the carbon canister solenoid valve is fully open and the intake volume of the first cylinder is zero.

[0151] The technical solution provided by this invention uses the air-fuel ratio as a reference quantity. Although the duty cycle of the canister solenoid valve is controlled by the main control unit, the air-fuel ratios of the first cylinder and the second cylinder are considered simultaneously. That is, the combustion state of the two cylinders is considered at the same time. The difference between the air-fuel ratio of the first cylinder and the second cylinder and the desired air-fuel ratio is calculated separately, and the absolute values ​​of the two differences are compared. The air demand of the cylinder controlled by the control unit with the larger absolute value of the difference is prioritized. In this way, the combustion conditions of the first cylinder and the second cylinder can be taken into account at the same time, and the duty cycle of the canister solenoid valve can be controlled in a timely manner. This avoids excessive combustion impact or even vibration in the second cylinder controlled by the secondary control unit, thus solving the problem that the duty cycle of the canister solenoid valve controlled by a single control unit cannot meet the demand of the two cylinders for fresh air containing gasoline vapor.

[0152] Example 6

[0153] Figure 10A 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.

[0154] like Figure 10 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.

[0155] 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.

[0156] 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 control methods of an automotive engine management system.

[0157] In some embodiments, the control method of the automotive engine management system may 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 may be loaded into 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 method of the automotive engine management system described above may be performed. Alternatively, in other embodiments, processor 11 may be configured to execute the control method of the automotive engine management system by any other suitable means (e.g., by means of firmware).

[0158] 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.

[0159] 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.

[0160] 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.

[0161] 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).

[0162] 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.

[0163] 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.

[0164] It should be understood that the various 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 this is not limited herein. 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 control method for an automotive engine management system, the automotive engine management system comprising a main control unit, a secondary control unit, a carbon canister, a carbon canister solenoid valve, a first cylinder, and a second cylinder, characterized in that, include: The main control unit determines the absolute value of the difference between the air-fuel ratio of the first cylinder and the desired air-fuel ratio as the first difference value; The main control unit determines the absolute value of the difference between the air-fuel ratio of the second cylinder and the desired air-fuel ratio as the second difference value; The main control unit, based on the relationship between the first and second differences, controls the duty cycle of the carbon canister solenoid valve to prioritize meeting the demand for fresh air containing gasoline vapor in the cylinder corresponding to the larger difference. Based on the relationship between the first and second differences, the main control unit controls the duty cycle of the carbon canister solenoid valve to prioritize meeting the fresh air demand containing gasoline vapor for the cylinder corresponding to the larger difference. When the first difference is greater than the second difference, the main control unit controls the duty cycle of the carbon canister solenoid valve to prioritize meeting the demand of the first cylinder for fresh air containing gasoline vapor. When the first difference is less than the second difference, the main control unit controls the duty cycle of the carbon canister solenoid valve to prioritize meeting the demand of the second cylinder for fresh air containing gasoline vapor. When the first difference is greater than the second difference, the main control unit controls the duty cycle of the carbon canister solenoid valve to prioritize meeting the first cylinder's demand for fresh air containing gasoline vapor, including: If the first difference is greater than the second difference, the main control unit controls the duty cycle of the carbon canister solenoid valve to prioritize meeting the demand of the first cylinder for fresh air containing gasoline vapor. Based on the demand of the first cylinder for fresh air containing gasoline vapor and the ratio of the intake volume of the first cylinder to the intake volume of the second cylinder, the demand of the second cylinder for fresh air containing gasoline vapor is determined. The second cylinder's demand for fresh air containing gasoline vapor satisfies the following relationship: FlowPurgDesS=(1 / K)*FlowPurgDesM Wherein, FlowPurgDesM is the demand for fresh air containing gasoline vapor in the first cylinder, FlowPurgDesS is the demand for fresh air containing gasoline vapor in the second cylinder, and K is the ratio of the intake volume of the first cylinder to the intake volume of the second cylinder.

2. The control method for an automotive engine management system according to claim 1, characterized in that, When the first difference is less than the second difference, the main control unit controls the duty cycle of the carbon canister solenoid valve to prioritize meeting the second cylinder's demand for fresh air containing gasoline vapor, including: When the first difference is less than the second difference, the main control unit controls the duty cycle of the carbon canister solenoid valve to prioritize meeting the demand of the second cylinder for fresh air containing gasoline vapor. Based on the ratio of the demand of the second cylinder for fresh air containing gasoline vapor to the intake volume of the first cylinder and the intake volume of the second cylinder, the demand of the first cylinder for fresh air containing gasoline vapor is determined. The first cylinder's demand for fresh air containing gasoline vapor satisfies the following relationship: FlowPurgDesM=K*FlowPurgDesS; Wherein, FlowPurgDesM is the demand for fresh air containing gasoline vapor in the first cylinder, FlowPurgDesS is the demand for fresh air containing gasoline vapor in the second cylinder, and K is the ratio of the intake volume of the first cylinder to the intake volume of the second cylinder.

3. The control method for an automotive engine management system according to claim 1, characterized in that, If the first difference is greater than the second difference, the main control unit, by controlling the duty cycle of the carbon canister solenoid valve, prioritizes meeting the first cylinder's demand for fresh air containing gasoline vapor. This process also includes: The main control unit determines the amount of fresh air containing gasoline vapor required by the first cylinder based on the air-fuel ratio of the first cylinder.

4. The control method for an automotive engine management system according to claim 1 or 2, characterized in that, The first difference is less than the second difference. Before the main control unit controls the duty cycle of the carbon canister solenoid valve to prioritize meeting the second cylinder's demand for fresh air containing gasoline vapor, the following steps are also taken: The main control unit determines the amount of fresh air containing gasoline vapor required by the second cylinder based on the air-fuel ratio of the second cylinder.

5. The control method for an automotive engine management system according to claim 1 or 2, characterized in that, Based on the relationship between the first and second differences, the main control unit, by controlling the duty cycle of the carbon canister solenoid valve, prioritizes meeting the demand for fresh air containing gasoline vapor in the cylinder corresponding to the larger difference. This process also includes: When the carbon canister solenoid valve is fully open and the intake volume of the second cylinder is zero, the intake volume of the first cylinder is determined. When the carbon canister solenoid valve is fully open and the intake volume of the first cylinder is zero, the intake volume of the second cylinder is determined. Determine the ratio of the intake volume of the first cylinder to the intake volume of the second cylinder when the carbon canister solenoid valve is open; When the carbon canister solenoid valve is open, the ratio of the intake volume of the first cylinder to the intake volume of the second cylinder satisfies the following relationship: K = FlowOpenM / FlowOpenS; Wherein, FlowOpenM is the intake volume of the first cylinder when the carbon canister solenoid valve is fully open and the intake volume of the second cylinder is zero, and FlowOpenS is the intake volume of the second cylinder when the carbon canister solenoid valve is fully open and the intake volume of the first cylinder is zero.

6. A control device for an automotive engine management system, the automotive engine management system comprising a main control unit, a secondary control unit, a carbon canister, a carbon canister solenoid valve, a first cylinder, and a second cylinder, characterized in that, The main control unit includes: a first difference determination module, a second difference determination module, and a carbon canister solenoid valve control module; The first difference determination module of the main control unit is used to determine the absolute value of the difference between the air-fuel ratio of the first cylinder and the desired air-fuel ratio as the first difference. The second difference determination module of the main control unit is used to determine the absolute value of the difference between the air-fuel ratio of the second cylinder and the desired air-fuel ratio as the second difference. The carbon canister solenoid valve control module of the main control unit is used to control the duty cycle of the carbon canister solenoid valve according to the relationship between the first difference and the second difference, so as to prioritize the demand of the cylinder with the larger difference for fresh air containing gasoline vapor. The carbon canister solenoid valve control module includes: a first unit and a second unit; The first difference is greater than the second difference. The first unit is used to prioritize the first cylinder's demand for fresh air containing gasoline vapor by controlling the duty cycle of the carbon canister solenoid valve. The first difference is less than the second difference. The second unit is used to prioritize the demand of the second cylinder for fresh air containing gasoline vapor by controlling the duty cycle of the carbon canister solenoid valve. The first difference is greater than the second difference. The first unit is used to prioritize meeting the demand of the first cylinder for fresh air containing gasoline vapor by controlling the duty cycle of the carbon canister solenoid valve. Based on the demand of the first cylinder for fresh air containing gasoline vapor and the ratio of the intake volume of the first cylinder to the intake volume of the second cylinder, the demand of the second cylinder for fresh air containing gasoline vapor is determined. The second cylinder's demand for fresh air containing gasoline vapor satisfies the following relationship: FlowPurgDesS=(1 / K)*FlowPurgDesM Wherein, FlowPurgDesM is the demand for fresh air containing gasoline vapor in the first cylinder, FlowPurgDesS is the demand for fresh air containing gasoline vapor in the second cylinder, and K is the ratio of the intake volume of the first cylinder to the intake volume of the second cylinder.

7. An electronic device for an automotive engine management system, characterized in that, The electronic equipment of the vehicle engine management system 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 of the automobile engine management system according to any one of claims 1-5.

8. 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 of the automotive engine management system according to any one of claims 1-5.

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