Engine control method, device, engine management system and hybrid vehicle

Abstract

The present application is applicable to the field of automobile technology, and provides an engine control method, device, engine management system and hybrid vehicle. The method is applied to a dual-injection engine of a hybrid vehicle, and the dual-injection engine includes a direct-injection injector and an intake port injection injector; the method includes: when the direct-injection injector is in a working state, obtaining the operating parameters of the direct-injection injector; based on the operating parameters, determining the activation mode of the intake port injection injector; activating the intake port injection injector based on the activation mode, so that the intake port injection injector is in a working state. Compared with the prior art, when the direct-injection injector is in a working state, the method can activate the intake port injection injector based on the operating parameters of the direct-injection injector, so as to avoid carbon deposition of the intake port injection injector due to long-term non-operation, and also avoid the intake port injection injector from being blocked, thereby reducing the probability of damage to the intake port injection injector and failure of the dual-injection engine.

Description

Technical Field

[0001] The present application belongs to the field of automobile technology, and in particular relates to an engine control method, device, engine management system and hybrid vehicle. Background Art

[0002] At present, the dual-injection engine of hybrid electric vehicles (i.e., hybrid cars) includes a direct injection (Gasoline Direct Injection, GDI) injector and a port fuel injection (Port Fuel Injection, PFI) injector. When the power of the hybrid electric vehicle is in a normal state, the existing engine control method usually controls the direct injection injector in the dual-injection engine to be in a working state to meet the power demand of the hybrid electric vehicle.

[0003] It can be seen that the existing engine control method makes the direct injection injector in a working state for a long time, which easily causes the intake port injection injector to not work for a long time and cause carbon deposits. At the same time, gel and other substances will be produced to block the intake port injection injector, thereby causing damage to the intake port injection injector and failure of the dual-injection engine, that is, increasing the probability of damage to the intake port injection injector and failure of the dual-injection engine. Summary of the invention

[0004] The embodiments of the present application provide an engine control method, device, engine management system and hybrid vehicle to solve the problem that the prior art causes carbon deposits to form when the intake manifold injection fuel injector does not work for a long time, and at the same time, gel and other substances will be produced to block the intake manifold injection fuel injector, thereby causing damage to the intake manifold injection fuel injector and malfunction of the dual-injection engine, that is, increasing the probability of damage to the intake manifold injection fuel injector and malfunction of the dual-injection engine.

[0005] In a first aspect, an embodiment of the present application provides an engine control method, which is applied to a dual-injection engine of a hybrid vehicle, wherein the dual-injection engine includes a direct injection injector and an intake port injection injector; the method includes:

[0006] When the direct injection fuel injector is in a working state, obtaining operating parameters of the direct injection fuel injector;

[0007] determining an activation mode of the port injection injector based on the operating parameter;

[0008] The port injection injector is activated based on the activation mode to put the port injection injector into an operating state.

[0009] Optionally, the operating parameter includes a current working time; and determining the activation mode of the intake port injection injector based on the operating parameter includes:

[0010] When the current working time is greater than or equal to a first threshold, determining that the activation mode is a single data activation mode; the single data activation mode is used to indicate that the port injection injector only needs to determine whether it needs to be activated based on the current working time;

[0011] When the current operating duration is less than the first threshold, the activation mode is determined to be a multiple data activation mode; the multiple data activation mode is used to characterize that the intake port injection injector needs to determine whether it needs to be activated based on the current operating duration and at least one historical operating duration.

[0012] Optionally, the operating parameter includes a current working time; and activating the port injection injector based on the activation method includes:

[0013] When the activation mode is a single data activation mode, if the current operating time is greater than or equal to a first threshold, activating the port injection injector;

[0014] When the activation method is a multiple data activation method, at least one historical working time of the direct injection injector within a historical time period, the current running mileage under the current working time, and the historical running mileage under at least one of the historical working times are obtained; if the current working time and at least one of the historical working times are both less than the first threshold, and the sum of the current running mileage and at least one of the historical running mileage is greater than the second threshold, the intake port injection injector is activated.

[0015] Optionally, after activating the port injection injector if the current operating time is greater than or equal to a first threshold, the method further includes:

[0016] After a set time, closing the port injection injector;

[0017] If the direct injection fuel injector continues to be in the working state, the current working time is reset to zero and the current working time is recalculated;

[0018] If the current operating time after recalculation is greater than or equal to the first threshold, the intake port injection injector is activated again.

[0019] Optionally, after activating the port injection injector if the current working duration and at least one of the historical working durations are both less than the first threshold value, and the sum of the current running mileage and at least one of the historical running mileage is greater than a second threshold value, the method further includes:

[0020] After a set time, closing the port injection injector;

[0021] The sum is reset to zero.

[0022] Optionally, activating the port injection injector comprises:

[0023] activating a status bit of the port injection injector so that the port injection injector is in an open state;

[0024] Send working condition request to vehicle controller;

[0025] Receiving feedback information returned by the vehicle controller; the feedback information is generated by the vehicle controller based on the operating condition request;

[0026] The port injection injector is activated based on the feedback information.

[0027] Optionally, sending the operating condition request to the vehicle controller includes:

[0028] Sending a working condition request to the vehicle controller to enter a low-load working condition; the low-load working condition is used to indicate a working condition in which the required torque of the dual-injection engine in the mixed injection mode is less than a third threshold, or the speed of the dual-injection engine in the mixed injection mode is greater than a fourth threshold; the mixed injection mode specifically refers to a mode in which both the direct injection injector and the intake port injection injector are in a working state;

[0029] The activating the port injection injector based on the feedback information comprises:

[0030] If the feedback information is used to describe that the hybrid vehicle is in the low-load condition, the port injection injector is activated.

[0031] In a second aspect, an embodiment of the present application provides an engine control device, which is applied to a dual-injection engine of a hybrid vehicle, wherein the dual-injection engine includes a direct injection injector and an intake port injection injector; the device includes:

[0032] an acquisition unit, used for acquiring operating parameters of the direct injection injector when the direct injection injector is in a working state;

[0033] a first mode determination unit, configured to determine an activation mode of the port injection injector based on the operating parameter;

[0034] The first activation unit is used to activate the intake port injection injector based on the activation method to put the intake port injection injector into a working state.

[0035] In a third aspect, an embodiment of the present application provides an engine management system, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, an engine control method as described in any one of the first aspects above is implemented.

[0036] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the engine control method as described in any one of the above-mentioned first aspects is implemented.

[0037] In a fifth aspect, an embodiment of the present application provides a computer program product, which, when executed on an engine management system, enables the engine management system to execute the engine control method described in any one of the first aspects above.

[0038] In a sixth aspect, an embodiment of the present application provides a hybrid vehicle, comprising an engine management system, wherein the engine management system is used to execute the engine control method as described in any one of the first aspects.

[0039] Compared with the prior art, the embodiments of the present invention have the following beneficial effects:

[0040] An engine control method provided in an embodiment of the present application is applied to a dual-injection engine, which includes a direct-injection injector and an intake port injection injector; when the direct-injection injector is in a working state, the operating parameters of the direct-injection injector are obtained; based on the operating parameters, the activation mode of the intake port injection injector is determined; based on the activation mode, the intake port injection injector is activated to put the intake port injection injector in a working state. Compared with the prior art, when the direct-injection injector is in a working state, the method can flexibly determine the activation mode of the intake port injection injector based on the operating parameters of the direct-injection injector, and then the intake port injection injector can be activated based on the determined activation mode, which not only improves the activation success rate of the intake port injection injector, but also avoids carbon deposition of the intake port injection injector due to long-term non-operation, and also avoids the intake port injection injector from being blocked, thereby reducing the probability of damage to the intake port injection injector and failure of the dual-injection engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0042] Figure 1 is a flowchart of an engine control method according to an embodiment of the present application;

[0043] Figure 2 is a flowchart of an engine control method provided by another embodiment of the present application;

[0044] Figure 3 is a flowchart of an engine control method provided in yet another embodiment of the present application;

[0045] Figure 4 is a flowchart of an engine control method provided by another embodiment of the present application;

[0046] Figure 5 is a flowchart of an engine control method provided by another embodiment of the present application;

[0047] Figure 6 is a structural schematic diagram of an engine control device provided by an embodiment of the present application;

[0048] Figure 7 It is a schematic diagram of the structure of an engine management system provided in one embodiment of the present application. DETAILED DESCRIPTION

[0049] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0050] It should be understood that when used in the present specification and the appended claims, the term "comprising" indicates the presence of described features, wholes, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, wholes, steps, operations, elements, components and / or combinations thereof.

[0051] It should also be understood that the term “and / or” used in the specification and appended claims refers to any and all possible combinations of one or more of the associated listed items, and includes these combinations.

[0052] As used in the specification and appended claims of this application, the term "if" can be interpreted as "when" or "uponce" or "in response to determining" or "in response to detecting", depending on the context. Similarly, the phrase "if it is determined" or "if [described condition or event] is detected" can be interpreted as meaning "uponce it is determined" or "in response to determining" or "uponce [described condition or event] is detected" or "in response to detecting [described condition or event]", depending on the context.

[0053] In addition, in the description of the present application specification and the appended claims, the terms "first", "second", "third", etc. are only used to distinguish the descriptions and cannot be understood as indicating or implying relative importance.

[0054] References to "one embodiment" or "some embodiments" etc. described in the specification of this application mean that one or more embodiments of the present application include specific features, structures or characteristics described in conjunction with the embodiment. Therefore, the statements "in one embodiment", "in some embodiments", "in some other embodiments", "in some other embodiments", etc. that appear in different places in this specification do not necessarily refer to the same embodiment, but mean "one or more but not all embodiments", unless otherwise specifically emphasized in other ways. The terms "including", "comprising", "having" and their variations all mean "including but not limited to", unless otherwise specifically emphasized in other ways.

[0055] At present, the dual-injection engine of hybrid vehicles includes a direct injection (Gasoline Direct Injection, GDI) injector and a port fuel injection (Port Fuel Injection, PFI) injector. When the power of the hybrid vehicle is in a normal state, it is usually sufficient to control the direct injection injector in the dual-injection engine to be in a working state to meet the power demand of the hybrid vehicle.

[0056] When the dual-injection engine works under the above conditions for a long time, that is, the direct injection injector is in working state for a long time, while the intake port injection injector is not working for a long time, it is easy to cause carbon deposits on the intake port injection injector due to long-term non-operation, and produce gel and other substances to block the intake port injection injector, which in turn causes damage to the intake port injection injector and failure of the dual-injection engine, that is, increases the probability of damage to the intake port injection injector and failure of the dual-injection engine.

[0057] Therefore, in all the embodiments of the present application, an engine control method is provided, which can periodically activate the intake port injection injector during the operation of the direct injection injector to put the dual-injection engine in a mixed injection mode, thereby avoiding carbon deposits on the intake port injection injector due to long-term non-operation, and avoiding the intake port injection injector from being blocked, thereby reducing the probability of damage to the intake port injection injector and failure of the dual-injection engine.

[0058] It should be noted that the hybrid vehicle provided in the embodiment of the present application is a hybrid power vehicle, and the hybrid power vehicle is provided with a dual-injection engine, and the dual-injection engine includes a direct injection injector and an intake port injection injector.

[0059] See also Figure 1 , Figure 1 This is a flowchart of an engine control method provided by an embodiment of the present application. In the embodiment of the present application, the execution subject of the engine control method is an engine management system.

[0060] In practical applications, the Engine Management System (EMS), also known as the engine computer, is a system used to manage engine combustion, with the advantages of low fuel consumption, low emissions, and high power.

[0061] like Figure 1 As shown, the engine control method provided by an embodiment of the present application may include S101 to S103, which are described in detail as follows:

[0062] In S101, when the direct injection injector is in a working state, an operating parameter of the direct injection injector is obtained.

[0063] In the embodiment of the present application, when the hybrid vehicle is powered on and the direct injection injector in the dual-injection engine of the hybrid vehicle is in a working state, the engine management system can obtain the operating parameters of the direct injection injector in real time.

[0064] It should be noted that the direct injection injector works alone at this time.

[0065] The operating parameters include but are not limited to the current working time.

[0066] The current operating time specifically refers to the operating time of the direct injection injector from the time the hybrid vehicle is powered on to the current time.

[0067] The current time specifically refers to the time at which the engine management system obtains the operating parameters of the direct injection injector.

[0068] It can be understood that, during the time from the moment the hybrid vehicle is powered on to the current moment, the hybrid vehicle does not power off, that is, the hybrid vehicle remains in the starting / working state during the time from the moment the hybrid vehicle is powered on to the current moment.

[0069] In S102, based on the operating parameters, an activation mode of the port injection injector is determined.

[0070] In the embodiment of the present application, the activation mode of the port injection injector includes but is not limited to: a single data activation mode and a multiple data activation mode. Among them, the single data activation mode is used to indicate that the port injection injector only needs to determine whether it needs to be activated based on the current working time. The multiple data activation mode is used to indicate that the port injection injector needs to determine whether it needs to be activated based on the current working time and at least one historical working time.

[0071] For any historical working time, the historical working time specifically refers to the working time of the direct injection injector from a historical power-on time of a hybrid vehicle to a historical power-off time corresponding to the historical power-on time.

[0072] It should be noted that the at least one historical working time is less than the first threshold. The first threshold can be determined according to actual needs and is not limited here. Exemplarily, the first threshold can be 60 minutes.

[0073] In the embodiment of the present application, the operating parameters include the current working time, and therefore, the engine management system may compare the current working time with the first threshold.

[0074] In one embodiment of the present application, when the engine management system detects that the current operating time of the direct injection injector is greater than or equal to the first threshold value, it indicates that the direct injection injector has been working alone for a long time, that is, the intake port injection injector has indeed been out of operation for a long time. Therefore, in order to avoid carbon deposits on the intake port injection injector due to long-term non-operation and blockage of the intake port injection injector, the engine management system can determine that the activation mode is a single data activation mode.

[0075] In another embodiment of the present application, when the engine management system detects that the current operating time of the direct injection injector is less than the first threshold value, it indicates that the direct injection injector is working alone for a short time, that is, it is impossible to determine whether the intake port injection injector has not been working for a long time based on the above current operating time alone. Therefore, in order to clarify whether the intake port injection injector needs to be activated and improve the activation accuracy of the intake port injection injector, the engine management system can determine that the activation method is a multiple data activation method.

[0076] In S103, the port injection injector is activated based on the activation mode to put the port injection injector in an operating state.

[0077] In the embodiment of the present application, after determining the activation mode of the port injection injector, the engine management system may activate the port injection injector based on the activation mode.

[0078] In one embodiment of the present application, since the activation mode includes a single data activation mode and a multiple data activation mode, in order to improve the activation accuracy of the intake port injection injector, for different activation modes, the engine management system can specifically Figure 2 The steps S201-S202 shown implement step S103, which is described in detail as follows:

[0079] In S201, when the activation mode is a single data activation mode, if the current operating time is greater than or equal to a first threshold, the port injection injector is activated.

[0080] In this embodiment, when the activation mode is a single data activation mode, it means that only the current working time of the direct injection injector needs to be considered at this time. Therefore, when the engine management system detects that the current working time is greater than or equal to the first threshold, it means that the direct injection injector has been working alone for a long time, that is, the intake port injection injector has indeed been out of work for a long time. Based on this, in order to avoid carbon deposition caused by the intake port injection injector due to long-term non-operation and to avoid the intake port injection injector from being blocked, the engine management system can activate the intake port injection injector. Among them, the single data activation mode is used to indicate that the intake port injection injector only needs to determine whether it needs to be activated based on the current working time.

[0081] In S202, when the activation method is a multiple data activation method, at least one historical working time of the direct injection injector in a historical time period, the current running mileage under the current working time, and the historical running mileage under at least one of the historical working times are obtained; if the current working time and at least one of the historical working times are both less than the first threshold, and the sum of the current running mileage and at least one of the historical running mileage is greater than the second threshold, the intake port injection injector is activated.

[0082] In this embodiment, when the activation mode is a multiple data activation mode, it means that the working hours of the direct injection injector in different working periods of the hybrid vehicle and the running mileage under different working hours need to be considered at this time, so the engine management system can obtain at least one historical working hour of the direct injection injector in the historical time period, the current running mileage under the current working hour, and the historical running mileage under at least one historical working hour. Among them, the multiple data activation mode is used to indicate that the intake port injection injector needs to determine whether it needs to be activated based on the current working hour and at least one historical working hour.

[0083] It should be noted that an operating period of a hybrid vehicle specifically refers to the time period from when the hybrid vehicle is powered on to when it is powered off, and during this time the hybrid vehicle remains in a started / working state.

[0084] The historical time period can be determined according to actual needs and is not limited here. The end time of the historical time period can be the end time of the last working period before the current working period of the hybrid vehicle. The current working period is determined by the current working time.

[0085] In this embodiment, the engine management system can compare the current working time and at least one historical working time with the first threshold, and compare the sum of the current running mileage and at least one historical running mileage with the second threshold. The second threshold can be determined according to actual needs and is not limited here. For example, the second threshold can be 100 kilometers.

[0086] In one embodiment of the present application, when the engine management system detects that the current operating time and at least one historical operating time are both less than a first threshold, and the sum of the current running mileage and at least one historical running mileage is greater than a second threshold, it indicates that although the direct injection injector works alone for a short time each time the hybrid vehicle is powered on, the overall running mileage of the direct injection injector is longer, that is, after each time the hybrid vehicle is powered on, the accumulation of the corresponding running mileage when the direct injection injector works alone can determine that the intake port injection injector has not been working for a long time. Based on this, in order to avoid carbon deposits caused by long-term non-operation of the intake port injection injector and to avoid clogging of the intake port injection injector, the engine management system can activate the intake port injection injector.

[0087] In another embodiment of the present application, when the engine management system detects that the current operating time and at least one historical operating time are both less than a first threshold, and the sum of the current running mileage and at least one historical running mileage is less than or equal to a second threshold, the total operating mileage of the direct injection injector is short, that is, the time when the intake port injection injector has not been working is not long. Therefore, the engine management system can retain the sum and continue to calculate the sum and the running mileage corresponding to the next operating time when the hybrid vehicle is powered on next time and the next operating time of the direct injection injector is less than the first threshold.

[0088] In another embodiment of the present application, in order to improve the activation success rate of the intake port injection injector, the engine management system can specifically Figure 3 Steps S301 to S304 shown activate the port injection injector, as detailed below:

[0089] In S301, the state bit of the port injection injector is activated to put the port injection injector in an open state.

[0090] In S302, a working condition request is sent to the vehicle controller.

[0091] In S303, feedback information returned by the vehicle controller is received; the feedback information is generated by the vehicle controller based on the operating condition request.

[0092] In S304, the port injection injector is activated based on the feedback information.

[0093] In this embodiment, when the engine management system activates the intake port injection injector based on the activation method, in order to improve the activation success rate of the intake port injection injector, the engine management system can activate the status bit of the intake port injection injector to put the intake port injection injector in the open state so that the subsequent intake port injection injector can enter the working state at any time.

[0094] In practical applications, since hybrid vehicles usually distribute torque through the vehicle controller and the engine torque is also the power source of the hybrid vehicle, in order to achieve normal operation of the intake port injection injector, the engine management system can send an operating condition request to the vehicle controller.

[0095] Among them, the Hybrid Control Unit (HCU) is the core controller in hybrid electric vehicles. It is responsible for the overall management of the entire power system, and accurately adjusts the torque distribution between the engine and the motor, controls the on and off of high-voltage electricity, and the start and stop of the engine according to the driver's operating intention, the real-time status of the hybrid vehicle, and the working status of various components (including the engine, transmission, motor, battery, etc.), to ensure the normal operation of the accessory system.

[0096] In practical applications, since different operating conditions may correspond to different engine torques, in this embodiment, the engine management system sends an operating condition request to the vehicle controller, which is to request the vehicle controller to obtain an engine torque that matches the operating condition request.

[0097] In some possible embodiments, there is an inverse relationship between torque and speed, that is, the higher the speed, the smaller the torque; the lower the speed, the greater the torque. Therefore, in this embodiment, the engine management system sends a working condition request to the vehicle controller, which is to request the vehicle controller to match the engine speed that matches the working condition request.

[0098] In one embodiment of the present application, in order to avoid the dual-injection engine changing from a direct-injection injector single working mode to a mixed-injection mode (i.e., the direct-injection injector and the intake port injection injector working together) to affect the drivability of the hybrid vehicle and reduce the user's driving experience, the engine management system can send a working condition request to the vehicle controller to enter a low-load working condition. Among them, the low-load working condition is used to characterize the working condition in which the required torque of the dual-injection engine in the mixed-injection mode is less than the third threshold, or the speed of the dual-injection engine in the mixed-injection mode is greater than the fourth threshold. The third threshold can be determined based on the maximum value of the engine torque when the hybrid vehicle is in a low-load working condition in real life, and the fourth threshold can be determined based on the speed corresponding to the maximum value of the engine torque when the hybrid vehicle is in a low-load working condition in real life.

[0099] In this embodiment, after receiving the above working condition request, the vehicle controller can allocate the engine torque or engine speed based on the working condition request so that the engine torque or engine speed meets the requirements of the engine management system. Afterwards, the vehicle controller can send feedback information to the engine management system. The feedback information is used to describe that the vehicle controller has executed the torque allocation operation or speed control operation corresponding to the above working condition request.

[0100] After receiving the feedback information returned by the vehicle controller, the engine management system indicates that the engine torque or engine speed meets its own needs at this time. Therefore, the engine management system can activate the intake port injection injector to make the dual-injection engine enter the mixed injection mode.

[0101] In some possible embodiments, since the operating condition request sent by the engine management system to the vehicle controller is specifically a request to enter a low-load operating condition, in this embodiment, in order to improve the activation accuracy of the intake port injection injector, the engine management system activates the intake port injection injector only when it detects feedback information describing that the hybrid vehicle is in a low-load operating condition.

[0102] As can be seen from the above, an engine control method provided in an embodiment of the present application is applied to a dual-injection engine, and the dual-injection engine includes a direct-injection injector and an intake port injection injector; when the direct-injection injector is in a working state, the operating parameters of the direct-injection injector are obtained; based on the operating parameters, the activation mode of the intake port injection injector is determined; based on the activation mode, the intake port injection injector is activated to put the intake port injection injector in a working state. Compared with the prior art, when the direct-injection injector is in a working state, the present method can flexibly determine the activation mode of the intake port injection injector at this time based on the operating parameters of the direct-injection injector, and then the intake port injection injector can be activated based on the determined activation mode, which not only improves the activation success rate of the intake port injection injector, but also avoids carbon deposition of the intake port injection injector due to long-term non-operation, and also avoids the intake port injection injector from being blocked, thereby reducing the probability of damage to the intake port injection injector and failure of the dual-injection engine.

[0103] See also Figure 4 , Figure 4 FIG. 1 is a flowchart of an engine control method according to another embodiment of the present invention. Figure 2 Corresponding embodiment, this embodiment may further include S401 to S403 after S201, which are described in detail as follows:

[0104] In S401, after a set time period, the port injection injector is closed.

[0105] In S402, if the direct injection injector continues to be in the working state, the current working time is reset to zero and the current working time is recalculated.

[0106] In S403, if the current operating time after re-counting is greater than or equal to the first threshold, the intake port injection injector is activated again.

[0107] In this embodiment, since the direct injection injector can meet the power demand of the hybrid vehicle by working alone, and the purpose of activating the port injection injector is to avoid the port injection injector from not working for a long time, it is not necessary for the port injection injectors to work together to meet the power demand of the hybrid vehicle. Therefore, after the set time of activating the port injection injector, that is, after the port injection injector works for a set time, that is, after the dual-injection engine is in the mixed injection mode for a set time, the engine management system can turn off the port injection injector, that is, the dual-injection engine exits the mixed injection mode to reduce energy consumption. Among them, the set time can be determined according to actual needs and is not limited here. Exemplarily, the set time can be 5 seconds.

[0108] In this embodiment, after the port injection injector is turned off, the engine management system can detect whether the direct injection injector is still in an operating state.

[0109] When the engine management system detects that the direct injection injector is still in working condition, it means that the subsequent intake port injection injector will still not work for a long time. Therefore, in order to improve the accuracy of subsequent judgment on whether to activate the intake port injection injector, the engine management system can reset the current working time of the direct injection injector to zero and re-count the current working time of the direct injection injector from the zeroing moment.

[0110] Afterwards, when the engine management system detects that the current working time after re-counting is greater than or equal to the first threshold, it indicates that the subsequent intake port injection injector is still not working for a long time. Therefore, in order to avoid carbon deposits caused by the intake port injection injector not working for a long time and to avoid the intake port injection injector being blocked, the engine management system can activate the intake port injection injector again.

[0111] It can be seen from the above that the engine control method provided in this embodiment can re-count the working time of the direct injection injector after shutting down the intake port injection injector, and decide whether to activate the intake port injection injector again based on the re-counted working time, thereby improving the activation accuracy of the intake port injection injector.

[0112] See also Figure 5 , Figure 5 FIG. 1 is a flowchart of an engine control method according to another embodiment of the present invention. Figure 2 Corresponding embodiment, this embodiment may further include S501 to S503 after S202, which are described in detail as follows:

[0113] In S501, after a set time period, the port injection injector is closed.

[0114] In S502, the sum is reset to zero.

[0115] In this embodiment, since the direct injection injector can meet the power demand of the hybrid vehicle by working alone, and the purpose of activating the port injection injector is to avoid the port injection injector from not working for a long time, it is not necessary for the port injection injectors to work together to meet the power demand of the hybrid vehicle. Therefore, after the set time of activating the port injection injector, that is, after the port injection injector works for a set time, that is, after the dual-injection engine is in the mixed injection mode for a set time, the engine management system can turn off the port injection injector, that is, the dual-injection engine exits the mixed injection mode to reduce energy consumption. Among them, the set time can be determined according to actual needs and is not limited here. Exemplarily, the set time can be 5 seconds.

[0116] In this embodiment, after the port injection injector is turned off, since the port injection injector is activated in the multiple data activation mode, that is, the sum of the current operating mileage and at least one historical operating mileage has been used, therefore, in order to improve the accuracy of subsequent judgment on whether to activate the port injection injector, the engine management system can reset the above sum to zero, and re-count the operating mileage of the direct injection injector after the zeroing moment from the zeroing moment, so as to accurately judge whether the port injection injector needs to be activated in the multiple data activation mode later.

[0117] It can be seen from the above that the engine control method provided in this embodiment, after closing the intake port injection injector, sets the sum of the current operating mileage of the direct injection injector and at least one historical operating mileage to zero, so that the total mileage after the current working time can be re-counted to decide whether to activate the intake port injection injector again, thereby improving the activation accuracy of the intake port injection injector.

[0118] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0119] Corresponding to the engine control method described in the above embodiment, Figure 6 The structure diagram of an engine control device provided by an embodiment of the present application is shown. For the convenience of explanation, only the part related to the embodiment of the present application is shown. Figure 6 The engine control device 600 includes: an acquisition unit 61, a first mode determination unit 62 and a first activation unit 63. Among them:

[0120] The acquisition unit 61 is used to acquire the operating parameters of the direct injection injector when the direct injection injector is in a working state.

[0121] The first mode determination unit 62 is used to determine an activation mode of the port injection injector based on the operating parameters.

[0122] The first activation unit 63 is used for activating the port injection injector based on the activation mode, so that the port injection injector is in a working state.

[0123] In one embodiment of the present application, the operating parameters include the current working time; the first mode determination unit 62 specifically includes: a second mode determination unit and a third mode determination unit. Among them:

[0124] The second mode determination unit is used to determine that the activation mode is a single data activation mode when the current working time is greater than or equal to a first threshold; the single data activation mode is used to characterize that the intake port injection injector only needs to determine whether it needs to be activated based on the current working time.

[0125] The third mode determination unit is used to determine that the activation mode is a multiple data activation mode when the current working time is less than the first threshold; the multiple data activation mode is used to characterize that the intake port injection injector needs to be activated based on the current working time and at least one historical working time.

[0126] In one embodiment of the present application, the operating parameters include the current working time; the first activation unit 63 specifically includes: a second activation unit and a third activation unit. Among them:

[0127] The second activation unit is used for activating the intake port injection injector if the current working time is greater than or equal to a first threshold value when the activation mode is a single data activation mode.

[0128] The third activation unit is used to obtain at least one historical working time of the direct injection injector within a historical time period, the current running mileage under the current working time, and the historical running mileage under at least one of the historical working times when the activation method is a multiple data activation method; if the current working time and at least one of the historical working times are both less than the first threshold, and the sum of the current running mileage and at least one of the historical running mileage is greater than the second threshold, then the intake port injection injector is activated.

[0129] In one embodiment of the present application, the engine control device 600 further includes: a first shut-down unit, a statistical unit and a fourth activation unit.

[0130] The first closing unit is used to close the intake port injection injector after a set time period.

[0131] The statistical unit is used for resetting the current working time to zero and re-counting the current working time if the direct injection injector continues to be in the working state.

[0132] The fourth activation unit is used to reactivate the intake port injection injector if the current operating time after re-counting is greater than or equal to the first threshold.

[0133] In one embodiment of the present application, the engine control device 600 further includes: a second shut-down unit and a zero-setting unit.

[0134] The second closing unit is used to close the intake port injection injector after a set time period.

[0135] The zeroing unit is used to perform a zeroing operation on the sum.

[0136] In one embodiment of the present application, the first activation unit 63 specifically includes: a fifth activation unit, a first sending unit, a receiving unit and a sixth activation unit. Among them:

[0137] The fifth activation unit is used to activate the state bit of the intake port injection injector to put the intake port injection injector into an open state.

[0138] The first sending unit is used to send an operating condition request to the vehicle controller.

[0139] The receiving unit is used to receive feedback information returned by the vehicle controller; the feedback information is generated by the vehicle controller based on the working condition request.

[0140] A sixth activation unit is configured to activate the port injection injector based on the feedback information.

[0141] In one embodiment of the present application, the first sending unit specifically includes: a second sending unit, and correspondingly, the sixth activation unit specifically includes: a seventh activation unit. Wherein:

[0142] The second sending unit is used to send a working condition request to the vehicle controller to enter a low-load working condition; the low-load working condition is used to characterize the working condition that the required torque of the dual-injection engine in the mixed injection mode is less than a third threshold, or the speed is greater than a fourth threshold; the mixed injection mode specifically refers to a mode in which both the direct injection injector and the intake port injection injector are in a working state.

[0143] The seventh activation unit is used for activating the intake port injection injector if the feedback information is used to describe that the hybrid vehicle is in the low load condition.

[0144] It should be noted that the information interaction, execution process, etc. between the above-mentioned devices / units are based on the same concept as the method embodiment of the present application. Their specific functions and technical effects can be found in the method embodiment part and will not be repeated here.

[0145] The technicians in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example for illustration. In practical applications, the above-mentioned function allocation can be completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiment can be integrated in a processing unit, or each unit can exist physically separately, or two or more units can be integrated in one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of this application. The specific working process of the units and modules in the above-mentioned system can refer to the corresponding process in the aforementioned method embodiment, which will not be repeated here.

[0146] Figure 7 This is a schematic diagram of the structure of an engine management system provided by an embodiment of the present application. Figure 7 As shown, the engine management system 7 of this embodiment includes: at least one processor 70 ( Figure 7 Only one is shown in the figure) a processor, a memory 71, and a computer program 72 stored in the memory 71 and executable on the at least one processor 70, wherein the processor 70 implements the steps of any of the above-mentioned engine control method embodiments when executing the computer program 72.

[0147] The engine management system may include, but is not limited to, a processor 70 and a memory 71. Those skilled in the art will appreciate that Figure 7 It is only an example of the engine management system 7 and does not constitute a limitation on the engine management system 7. It may include more or fewer components than shown in the figure, or a combination of certain components, or different components, for example, it may also include input and output devices, network access devices, etc.

[0148] The processor 70 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc.

[0149] In some embodiments, the memory 71 may be an internal storage unit of the engine management system 7, such as the memory of the engine management system 7. In other embodiments, the memory 71 may also be an external storage device of the engine management system 7, such as a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the engine management system 7. Further, the memory 71 may also include both an internal storage unit and an external storage device of the engine management system 7. The memory 71 is used to store an operating system, an application program, a boot loader (BootLoader), data, and other programs, such as the program code of the computer program. The memory 71 may also be used to temporarily store data that has been output or is to be output.

[0150] An embodiment of the present application further provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps in the above-mentioned method embodiments can be implemented.

[0151] An embodiment of the present application provides a computer program product. When the computer program product runs on an engine management system, the engine management system can implement the steps in the above-mentioned method embodiments when the computer program product is executed.

[0152] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present application implements all or part of the processes in the above-mentioned embodiment method, which can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a computer-readable storage medium. When the computer program is executed by the processor, the steps of the above-mentioned various method embodiments can be implemented. Among them, the computer program includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form. The computer-readable medium may at least include: any entity or device that can carry the computer program code to the engine management system, a recording medium, a computer memory, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), an electric carrier signal, a telecommunication signal, and a software distribution medium. For example, a USB flash drive, a mobile hard disk, a magnetic disk or an optical disk. In some jurisdictions, according to legislation and patent practice, computer-readable media cannot be electric carrier signals and telecommunication signals.

[0153] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0154] The embodiments described above are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, a person skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. An engine control method, characterized in that: A dual-injection engine applied to a hybrid vehicle, the dual-injection engine comprising a direct injection injector and an intake port injection injector; the method comprising: When the direct injection fuel injector is in a working state, obtaining operating parameters of the direct injection fuel injector; determining an activation mode of the port injection injector based on the operating parameter; activating the port injection injector based on the activation mode so that the port injection injector is in an operating state; The operating parameters include current working time; and determining the activation mode of the intake port injection injector based on the operating parameters includes: When the current working time is greater than or equal to a first threshold, determining that the activation mode is a single data activation mode; the single data activation mode is used to indicate that the port injection injector only needs to determine whether it needs to be activated based on the current working time; When the current operating duration is less than the first threshold, the activation mode is determined to be a multiple data activation mode; the multiple data activation mode is used to characterize that the intake port injection injector needs to determine whether it needs to be activated based on the current operating duration and at least one historical operating duration.

2. The engine control method according to claim 1, characterized in that: The operating parameter includes the current working time; and the activating the port injection injector based on the activation method includes: When the activation mode is a single data activation mode, if the current operating time is greater than or equal to a first threshold, activating the port injection injector; When the activation method is a multiple data activation method, at least one historical working time of the direct injection injector within a historical time period, the current running mileage under the current working time, and the historical running mileage under at least one of the historical working times are obtained; if the current working time and at least one of the historical working times are both less than the first threshold, and the sum of the current running mileage and at least one of the historical running mileage is greater than the second threshold, the intake port injection injector is activated.

3. The engine control method according to claim 2, characterized in that: After activating the port injection injector if the current operating time is greater than or equal to the first threshold, the method further includes: After a set time, closing the port injection injector; If the direct injection fuel injector continues to be in the working state, the current working time is reset to zero and the current working time is recalculated; If the current operating time after recalculation is greater than or equal to the first threshold, the intake port injection injector is activated again.

4. The engine control method according to claim 2, characterized in that: After activating the port injection injector if the current operating duration and at least one of the historical operating durations are both less than the first threshold, and the sum of the current running mileage and at least one of the historical running mileage is greater than a second threshold, the method further includes: After a set time, closing the port injection injector; The sum is reset to zero.

5. The engine control method according to any one of claims 1 to 4, characterized in that: The activating the port injection injector comprises: activating a status bit of the port injection injector so that the port injection injector is in an open state; Send working condition request to vehicle controller; Receiving feedback information returned by the vehicle controller; the feedback information is generated by the vehicle controller based on the operating condition request; The port injection injector is activated based on the feedback information.

6. The engine control method according to claim 5, characterized in that: The sending of the operating condition request to the vehicle controller includes: Sending a working condition request to the vehicle controller to enter a low-load working condition; the low-load working condition is used to indicate a working condition in which the required torque of the dual-injection engine in the mixed injection mode is less than a third threshold, or the speed of the dual-injection engine in the mixed injection mode is greater than a fourth threshold; the mixed injection mode specifically refers to a mode in which both the direct injection injector and the intake port injection injector are in a working state; The activating the port injection injector based on the feedback information comprises: If the feedback information is used to describe that the hybrid vehicle is in the low-load condition, the port injection injector is activated.

7. An engine control device, characterized in that: A dual-injection engine for a hybrid vehicle, the dual-injection engine comprising a direct injection injector and an intake port injection injector; the device comprises: an acquisition unit, used for acquiring operating parameters of the direct injection injector when the direct injection injector is in a working state; a first mode determination unit, configured to determine an activation mode of the port injection injector based on the operating parameter; a first activation unit, for activating the port injection injector based on the activation mode, so that the port injection injector is in a working state The operating parameters include the current working time; the first mode determination unit specifically includes: A second mode determination unit is used to determine that the activation mode is a single data activation mode when the current working time is greater than or equal to a first threshold; the single data activation mode is used to indicate that the intake port injection injector only needs to determine whether it needs to be activated based on the current working time; The third mode determination unit is used to determine that the activation mode is a multiple data activation mode when the current working time is less than the first threshold; the multiple data activation mode is used to characterize that the intake port injection injector needs to be activated based on the current working time and at least one historical working time.

8. An engine management system, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the engine control method according to any one of claims 1 to 6 is implemented.

9. A hybrid vehicle, characterized in that: Comprising an engine management system as claimed in claim 8.

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