Control method of carbon can electromagnetic valve, electronic device, and storage medium

Abstract

The application provides a control method of a carbon tank electromagnetic valve, an electronic device and a storage medium, and is applied to a vehicle. The vehicle comprises a carbon tank and a carbon tank electromagnetic valve. The carbon tank electromagnetic valve is used for controlling opening and closing of the carbon tank. The control method comprises the following steps: in response to a carbon tank opening request, receiving an actual air-fuel ratio of the vehicle at present; calculating a fuel vapor concentration in the carbon tank according to the actual air-fuel ratio; calculating a carbon tank fuel injection ratio according to a first calculation rule, wherein the carbon tank fuel injection ratio is a ratio between a maximum fuel vapor amount of the carbon tank and a total fuel injection amount of the vehicle; calculating a fuel vapor amount request value of the carbon tank according to the fuel vapor concentration and the carbon tank fuel injection ratio; calculating a duty cycle of the carbon tank electromagnetic valve according to the fuel vapor amount request value, and controlling the carbon tank electromagnetic valve according to the duty cycle. The application can accurately control the fuel vapor amount of the carbon tank entering the engine, thereby reducing the interference of the fuel vapor in the carbon tank on the air-fuel ratio when the fuel vapor enters the engine, and ensuring stable operation of the engine.

Description

Technical Field

[0001] The present application relates to the technical field of carbon canister solenoid valves, and in particular to a control method, electronic equipment, and storage medium for a carbon canister solenoid valve. Background Art

[0002] The carbon canister solenoid valve is a device installed in vehicles to reduce air pollution caused by fuel evaporation and improve fuel efficiency. Fuel vapor evaporates from the fuel tank, travels through a pipeline to the carbon canister, where it is absorbed. The carbon canister solenoid valve then controls the fuel vapor in the canister and returns it to the engine for secondary use.

[0003] However, in the existing carbon canister solenoid valve control scheme, the carbon canister solenoid valve has poor control accuracy, a single control scenario, strong limitations, and cannot accurately control the duty cycle of the carbon canister solenoid valve, which is not conducive to the precise control of fuel evaporation, resulting in poor stability of engine operation. Summary of the Invention

[0004] In view of this, the present application provides a control method, electronic device and storage medium for a carbon canister solenoid valve, which can accurately control the amount of fuel vapor entering the engine from the carbon canister, thereby reducing the interference of the fuel vapor in the carbon canister on the air-fuel ratio when entering the engine, and ensuring the stable operation of the engine.

[0005] An embodiment of the present application provides a control method for a carbon canister solenoid valve, which is applied to a vehicle, wherein the vehicle includes a carbon canister and a carbon canister solenoid valve, and the carbon canister solenoid valve is used to control the opening and closing of the carbon canister; the control method includes: receiving the current actual air-fuel ratio of the vehicle in response to a carbon canister opening request; calculating the fuel vapor concentration in the carbon canister according to the actual air-fuel ratio; calculating the carbon canister injection ratio according to a first calculation rule, wherein the carbon canister injection ratio is the ratio between the maximum fuel vapor amount of the carbon canister and the total fuel injection amount of the vehicle; calculating the fuel vapor amount request value according to the fuel vapor concentration and the carbon canister injection ratio; calculating the duty cycle of the carbon canister solenoid valve according to the fuel vapor amount request value, and controlling the carbon canister solenoid valve according to the duty cycle.

[0006] Compared to related technologies, the embodiments of the present application have at least the following advantages: by receiving the vehicle's current actual air-fuel ratio, the fuel vapor concentration in the carbon canister can be accurately calculated based on the actual air-fuel ratio. Furthermore, by calculating the ratio between the maximum fuel vapor volume of the carbon canister and the vehicle's total fuel injection volume, i.e., the carbon canister injection ratio, the requested fuel vapor volume for the carbon canister can be determined based on the carbon canister injection ratio and the fuel vapor concentration. Finally, the duty cycle of the carbon canister solenoid valve is calculated based on the requested fuel vapor volume. By controlling the opening and closing of the carbon canister solenoid valve according to the duty cycle, the amount of fuel vapor entering the engine from the carbon canister can be precisely controlled, thereby reducing the interference of the fuel vapor in the carbon canister with the air-fuel ratio when entering the engine, and ensuring stable engine operation.

[0007] In some possible implementations, the vehicle also includes an engine and an intake manifold connected to the carbon canister; the calculation of the fuel vapor concentration in the carbon canister based on the actual air-fuel ratio includes: performing closed-loop control on the actual air-fuel ratio based on a preset target air-fuel ratio to obtain an air-fuel ratio closed-loop filter value; receiving an external atmospheric pressure value and a pressure value of the intake manifold, and calculating a first ratio between the external atmospheric pressure value and the pressure value of the intake manifold; receiving the pressure value, intake volume and engine speed of the engine, and calculating the intake flow rate of the engine based on the pressure value and intake volume of the engine; calculating the fuel vapor concentration based on the preset initial fuel vapor concentration in the carbon canister, the air-fuel ratio closed-loop filter value, the first ratio, the engine speed and the intake flow rate.

[0008] In some possible implementations, the control method further includes: recalculating the new fuel vapor concentration in the carbon canister at every preset period; the calculation method of the new fuel vapor concentration includes: calculating the new fuel vapor concentration based on the fuel vapor concentration calculated in the previous preset period, the air-fuel ratio closed-loop filter value, the first ratio, the engine speed and the intake flow.

[0009] In some possible implementations, before calculating the new fuel vapor concentration, it also includes: receiving the air intake flow of the carbon canister; calculating the current injection compensation coefficient of the engine based on the fuel vapor concentration calculated in the previous preset cycle, the air intake flow, the actual air-fuel ratio, the target air-fuel ratio, the number of cylinders of the engine, the engine speed and the maximum injection compensation coefficient of the engine; calculating the new fuel vapor concentration based on the fuel vapor concentration calculated in the previous preset cycle, the air-fuel ratio closed-loop filter value, the first ratio, the engine speed and the intake flow, includes: when it is detected that the maximum injection compensation flag of the engine is activated, calculating the new fuel vapor concentration based on the fuel vapor concentration calculated in the previous preset cycle, the air-fuel ratio closed-loop filter value, the first ratio, the engine speed, the intake flow and the injection compensation coefficient.

[0010] In some possible implementation manners, before the duty cycle of the carbon can electromagnetic valve is calculated according to the fuel vapor amount request value, the method further includes: calculating a second ratio between the actual air-fuel ratio and the target air-fuel ratio; determining a gradient increment corresponding to the air-fuel ratio closed loop filter value and the second ratio according to the air-fuel ratio closed loop filter value, the second ratio and a preset first relationship table; calculating a gradient value of a current preset period according to the gradient increment and a historical gradient value of a last preset period, wherein the historical gradient value of the last preset period is 0 when the current preset period is a first period; the calculating of the duty cycle of the carbon can electromagnetic valve according to the fuel vapor amount request value includes: correcting the fuel vapor amount request value according to the gradient value; and calculating the duty cycle according to the corrected fuel vapor amount request value.

[0011] In some possible implementation manners, the calculating of the duty cycle of the carbon can electromagnetic valve according to the fuel vapor amount request value includes: determining a first compensation coefficient corresponding to the fuel vapor concentration based on a preset second relationship table; calculating a fuel vapor amount target request value according to the fuel vapor amount request value, the first compensation coefficient and a preset second compensation coefficient; determining a first duty cycle corresponding to the fuel vapor amount target request value and the first ratio based on a preset third relationship table, and taking the first duty cycle as the duty cycle.

[0012] In some possible implementation manners, the control method further includes: receiving a fuel temperature of the vehicle; calculating a second duty cycle according to the fuel vapor amount target request value and the fuel temperature; receiving a system voltage of the carbon can electromagnetic valve; calculating a third duty cycle according to the fuel vapor amount target request value and the system voltage; and the determination manner of the duty cycle includes: taking a minimum value among the first duty cycle, the second duty cycle and the third duty cycle as the duty cycle.

[0013] In some possible implementation manners, the calculating of the carbon can injection ratio according to the first calculation rule includes: receiving a rail pressure and a total injection amount of the vehicle; determining a minimum injection amount of the fuel tank corresponding to the rail pressure based on a preset fourth relationship table; and calculating the carbon can injection ratio according to the minimum injection amount of the vehicle, the total injection amount and a first preset coefficient, wherein the first preset coefficient is a minimum allowable injection amount safety coefficient of the fuel tank.

[0014] The second aspect of the present application discloses an electronic device, which includes a processor and a memory, the memory is used to store instructions, and the processor is used to call the instructions in the memory, so that the electronic device executes the control method of the carbon can electromagnetic valve.

[0015] A third aspect of the present application discloses a storage medium comprising computer instructions. When the computer instructions are executed on an electronic device, the electronic device executes the above-mentioned method for controlling the carbon canister solenoid valve.

[0016] It can be understood that the electronic device of the second aspect and the storage medium of the third aspect provided above correspond to the method of the first aspect. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 Schematic diagram of the internal structure of a carbon canister according to one embodiment of the present application.

[0018] Figure 2 It is a flow chart of a method for controlling a carbon canister solenoid valve according to an embodiment of the present application.

[0019] Figure 3 Schematic diagram showing the relationship between the air-fuel ratio closed-loop filtered value and the fuel vapor concentration calculated in the previous preset cycle according to one embodiment of the present application.

[0020] Figure 4 Schematic diagram showing the relationship between the fuel rail pressure and the minimum fuel injection amount of the fuel tank according to one embodiment of the present application.

[0021] Figure 5 FIG. 1 is a diagram showing a characteristic curve relationship between fuel vapor concentration and engine intake air flow according to one embodiment of the present application.

[0022] Figure 6 It is a schematic diagram showing the characteristic curve relationship between the engine speed and the engine intake flow according to one embodiment of the present application.

[0023] Figure 7 FIG. 1 is a diagram showing a characteristic curve relationship between the fuel rail pressure and the engine intake air flow according to an embodiment of the present application.

[0024] Figure 8 It is a flow chart of a method for controlling a carbon canister solenoid valve according to an embodiment of the present application.

[0025] Figure 9 Schematic diagram showing the relationship between the air-fuel ratio closed-loop filter value and the second ratio according to one embodiment of the present application.

[0026] Figure 10 Schematic diagram showing the relationship between fuel vapor concentration and the first compensation coefficient according to one embodiment of the present application.

[0027] Figure 11The relationship between the fuel vapor amount target request value, the first ratio, and the duty cycle is intended to indicate according to one embodiment of the present application.

[0028] Figure 12 The functional module schematic diagram of the electronic device is according to one embodiment of the present application. DETAILED DESCRIPTION

[0029] In order to more clearly understand the above objectives, features and advantages of the present application, the present application will be described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that the embodiments of the present application and the features in the embodiments can be combined with each other without conflict.

[0030] In the following description, a large number of specific details are set forth in order to facilitate a thorough understanding of the present application. The described embodiments are only some of the embodiments of the present application, and are not all the embodiments.

[0031] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used in the description of the application herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application.

[0032] Further, it should be pointed out that herein, the terms "comprising", "containing" or any other variants thereof are intended to cover non-exclusive containing, so that the process, method, article or device including a series of elements not only includes those elements, but also includes other elements not explicitly listed, or further includes elements inherent to such process, method, article or device. Without more limitations, the element defined by the statement "comprising a" does not exclude the presence of another identical element in the process, method, article or device including the element.

[0033] In the present application, "at least one" means one or more, and "multiple" means two or more than two. The "and / or" describes the relationship between the associated objects, which means that there can be three relationships, for example, A and / or B can represent: A exists alone, A and B exist together, and B exists alone, where A and B can be singular or plural. The terms "first", "second", "third", "fourth" and the like (if any) in the specification and claims of the present application and the drawings are used to distinguish similar objects, and are not used to describe a specific order or sequence.

[0034] In the embodiments of this application, words such as "exemplary" or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary" or "for example" in the embodiments of this application should not be interpreted as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary" or "for example" is intended to present the relevant concepts in a concrete manner.

[0035] Please refer to Figure 1 , is a schematic diagram of the internal structure of the carbon canister provided in the embodiment of the present application. Specifically, Figure 1 The carbon canister shown mainly includes an activated carbon area, a fuel volatilization chamber, a mixing chamber, and a buffer chamber. When the engine is not running, the fuel in the fuel tank evaporates due to its own volatilization, and its vapor enters the fuel volatilization chamber in the carbon canister through the pipe, and is adsorbed and condensed by the activated carbon to be reduced to fuel, and the excess gas is discharged through the breathing port. When the engine is running and the engine enters the medium and high speed state, the carbon canister solenoid valve is energized and the pipeline is connected, and the fuel vapor will enter the cylinder to participate in combustion. Similarly, external air is replenished into the carbon canister from the breathing port, flows through the internal absorption layer, mixes with the fuel to form combustible gas, and flows into the engine intake pipe. At this time, the activated carbon in the carbon canister is gradually reduced due to the suction effect of the engine. In addition, during the operation of the engine, due to the consumption of fuel, the internal space will gradually increase, and a certain negative pressure will also be generated. At this time, the atmosphere will also provide a balanced air pressure through the carbon canister fuel volatilization chamber back to the fuel tank.

[0036] The carbon canister solenoid valve in this embodiment is an on-off control valve used to control the fuel vapor within the carbon canister. By controlling the on / off state of the carbon canister solenoid valve, the amount of fuel vapor entering the cylinder can be effectively controlled, thereby minimizing interference with the engine's air-fuel ratio and ensuring stable engine operation. The carbon canister solenoid valve is primarily controlled by a PWM signal. When the conditions for opening the carbon canister solenoid valve are met, the sealing element is pulled down by the electromagnetic force generated by the electromagnetic coil, forming an opening between the sealing element and the armature. The fuel vapor stored in the activated carbon canister is then reduced, and the gasoline vapor within the activated carbon canister is drawn into the cylinder by clean air under the vacuum of the intake manifold to participate in combustion. This approach not only reduces vehicle emissions but also reduces fuel consumption.

[0037] Please refer to Figure 2 , which is a flow chart of a method for controlling a carbon canister solenoid valve provided in an embodiment of the present application. This embodiment can be applied to an ECU of a vehicle, wherein the vehicle includes the aforementioned carbon canister and carbon canister solenoid valve. The method for controlling the carbon canister solenoid valve includes the following steps:

[0038] Step 101 : In response to a carbon canister opening request, receiving a current actual air-fuel ratio of the vehicle.

[0039] In some embodiments, the vehicle comprises an oxygen sensor installed in the exhaust pipe for detecting the oxygen concentration in the exhaust gas and converting it into an electrical signal sent to the ECU, which calculates the actual air-fuel ratio through algorithm processing after receiving the electrical signal sent by the oxygen sensor.

[0040] Specifically, since the carbon can electromagnetic valve controls the opening of the carbon can, it is necessary to determine whether the carbon can electromagnetic valve can be enabled before responding to the carbon can opening request.

[0041] In some embodiments, the state information of the engine, the state information of the catalyst, the state information of the fuel evaporation system, and the content of the fuel vapor mixture in the carbon can are obtained. Based on the state information of the engine, the state information of the catalyst, the state information of the fuel evaporation system, and the content of the fuel vapor mixture (such as HC) in the carbon can, it is determined whether to enable the carbon can electromagnetic valve.

[0042] In some embodiments, the state information of the engine includes the running time of the engine, whether it is in the fuel long-term correction state, whether it enters the closed-loop control state, whether it is in the fuel cut state, whether it is in the idle operating condition, and whether the temperature of the cooling water in the engine (also known as the engine cooling water temperature) is less than a threshold value.

[0043] Wherein, when the running time of the engine is less than a threshold value (which can be selected and set according to actual needs), the carbon can electromagnetic valve is not enabled, which is calculated according to the engine state signal. If the running time does not meet the minimum running time of the carbon can electromagnetic valve, the carbon can electromagnetic valve is not enabled.

[0044] When the engine is in the fuel long-term correction state, i.e. the engine is performing fuel long-term correction, the carbon can electromagnetic valve is not enabled, which is determined according to the long-term fuel correction enable signal, the priority carbon can purification request and the priority carbon can purification request calibration quantity. If the engine requests fuel long-term correction and the priority carbon can purification request is not enabled, or the engine requests fuel long-term correction, the priority carbon can purification request is enabled but the priority carbon can purification request function calibration quantity is closed, the carbon can electromagnetic valve is not enabled. If the engine requests fuel long-term correction, the priority carbon can purification request is enabled and the priority carbon can purification request function calibration quantity is opened, the carbon can electromagnetic valve is enabled at this time.

[0045] When the fuel control of the engine does not enter the closed-loop control, the carbon can electromagnetic valve is not enabled, which is determined according to the short-term equivalent ratio control fuel closed-loop control enable signal. If the short-term equivalent ratio control fuel closed-loop control enable signal is not enabled, the carbon can electromagnetic valve is not enabled.

[0046] According to the short-acting fuel oil equivalent ratio signal judgment, when the absolute value of the short-acting fuel oil equivalent ratio deviates from 1 by a certain threshold value, and the mass flow rate at the request of the carbon tank electromagnetic valve is 0, the carbon tank electromagnetic valve is not enabled.

[0047] When the engine is fuel cut, the carbon tank electromagnetic valve is not enabled. It should be noted that when the engine is in the maximum allowed time of gear shift fuel cut, the carbon tank electromagnetic valve maintains the state of the last time.

[0048] At low temperature idle, the working sound of the carbon tank electromagnetic valve can be heard outside the vehicle, so when the carbon tank electromagnetic valve action noise suppression function is activated, the carbon tank electromagnetic valve is not enabled. The specific control logic is: the mass flow rate at the request of the carbon tank electromagnetic valve is greater than a threshold value (which can be set according to actual needs), it is judged whether the carbon tank electromagnetic valve resistance temperature (i.e. the temperature of the carbon tank electromagnetic valve) is less than the carbon tank electromagnetic valve noise suppression enable temperature threshold value, if the condition is met, it is judged whether the vehicle speed is less than the carbon tank electromagnetic valve noise suppression enable vehicle speed threshold value, if the condition is met, the carbon tank electromagnetic valve is not enabled.

[0049] When the temperature of the engine cooling water is lower than a threshold value (which can be set according to actual needs), the carbon tank electromagnetic valve is not enabled. For example, when the temperature of the engine cooling water is lower than the carbon tank electromagnetic valve enable temperature threshold value, the carbon tank electromagnetic valve is not enabled.

[0050] The state information of the catalyst includes whether the catalyst is in a heating state or a diagnosis state. When the catalyst is in a heating state, i.e. the catalyst is being heated, the carbon tank electromagnetic valve is not enabled, which is based on the catalyst heating request on-off signal to determine whether the carbon tank electromagnetic valve is not enabled. If the catalyst heating request signal is enabled, the carbon tank electromagnetic valve is not enabled.

[0051] When the catalyst is in a diagnosis state, i.e. the catalyst is being diagnosed, the carbon tank electromagnetic valve is not enabled, which is based on the catalyst diagnosis request on-off signal to determine whether the carbon tank electromagnetic valve is not enabled. If the catalyst diagnosis request signal is enabled, the carbon tank electromagnetic valve is not enabled.

[0052] The state information of the fuel evaporation system includes the fuel evaporation system leak diagnosis request carbon tank electromagnetic valve quick closing signal. When the fuel evaporation system is in a leak diagnosis request, the carbon tank electromagnetic valve is not enabled, which is based on the fuel evaporation system leak diagnosis request carbon tank electromagnetic valve quick closing signal to determine whether the carbon tank electromagnetic valve is not enabled. If the fuel evaporation system leak diagnosis request carbon tank electromagnetic valve quick closing signal is enabled, the carbon tank electromagnetic valve is not enabled.

[0053] In some embodiments, when the content of the fuel vapor mixture (such as HC) in the carbon canister is very low, the proportion of the fuel content requested to enter the cylinder from the carbon canister solenoid valve is low, and the flow rate of the oil-gas mixture requested to enter the cylinder from the carbon canister is low, the carbon canister solenoid valve is not enabled; the specific control logic is: when the mass flow rate at the carbon canister solenoid valve is requested to be no greater than the threshold, the estimated HC fraction in the carbon canister is lower than the threshold and the closing time of the carbon canister solenoid valve is no greater than the maximum closing time of the carbon canister, regardless of whether the self-learning function of the HC mass fraction in the carbon canister is activated, if the total accumulated HC mass in the carbon canister is no greater than the threshold, the carbon canister is not enabled. The maximum allowable closing time when the carbon canister is empty is obtained by looking up the table based on the ambient temperature and ambient pressure. When the mass flow rate at the carbon canister solenoid valve is requested to be greater than the threshold, the product of the carbon canister solenoid valve disabling time reload gain coefficient and sampling time is used to calculate the time since the carbon canister solenoid valve request flow meets the threshold, and the maximum value of this time does not exceed the maximum allowable closing time when the carbon canister is empty. When the estimated HC fraction in the carbon canister is lower than the threshold; the self-learning function of the HC fraction in the carbon canister is not activated, and the above three conditions are met, if the accumulated total HC mass in the carbon canister is not greater than the threshold, the carbon canister solenoid valve is not enabled.

[0054] Step 102: Calculate the fuel vapor concentration in the carbon canister based on the actual air-fuel ratio.

[0055] In some embodiments, the fuel vapor concentration in the carbon canister is calculated by: performing closed-loop control on the actual air-fuel ratio according to a preset target air-fuel ratio to obtain a closed-loop filtered air-fuel ratio value; receiving an ambient atmospheric pressure value and an intake manifold pressure value, and calculating a first ratio between the ambient atmospheric pressure value and the intake manifold pressure value; receiving an engine pressure value, an intake air volume, and an engine speed, and calculating the engine intake air flow rate based on the engine pressure value and the intake air volume; and calculating the fuel vapor concentration based on a preset initial fuel vapor concentration in the carbon canister, the closed-loop filtered air-fuel ratio value, the first ratio, the engine speed, and the intake air flow rate. This method ensures the accuracy of the calculated fuel vapor concentration, thereby ensuring the accuracy of the subsequently calculated duty cycle.

[0056] Specifically, in this embodiment, the target air-fuel ratio and the actual air-fuel ratio are input into the PID controller to achieve closed-loop control of the air-fuel ratio. The output value of the PID controller is the closed-loop filter value of the air-fuel ratio.

[0057] It is understood that the target air-fuel ratio is not specifically limited in this embodiment and can be set according to actual needs. For example, the target air-fuel ratio in this embodiment can be 14.7.

[0058] In some embodiments, when the engine is first started, the fuel vapor concentration in the carbon canister is the initial fuel vapor concentration. This embodiment does not impose a specific limit on the initial fuel vapor concentration, and it can be set according to actual needs.

[0059] In some embodiments, the new fuel vapor concentration in the carbon canister is recalculated every preset period; the calculation of the new fuel vapor concentration comprises: calculating the new fuel vapor concentration according to the fuel vapor concentration calculated in the last preset period, the air-fuel ratio closed-loop filtered value, the first ratio, the engine speed, and the intake flow rate. Since the fuel vapor concentration in the carbon canister changes after the carbon canister electromagnetic valve is opened, by the above method, it can be ensured that the fuel vapor concentration calculated each time is the real fuel vapor concentration in the carbon canister, thereby improving the reliability of the control method of the carbon canister electromagnetic valve.

[0060] It is worth noting that the size of the preset period in the embodiment is the same as the size of the period of the PID controller for closed-loop control of the air-fuel ratio, thereby enabling effective control of the carbon canister fuel vapor.

[0061] Specifically, the new fuel vapor concentration can be calculated by the following formula:

[0062] ; wherein, is the new fuel vapor concentration, is the fuel vapor concentration calculated in the last preset period, is the air-fuel ratio closed-loop filtered value output by the PID controller, is the first ratio, is the engine speed, is the intake flow rate of the engine.

[0063] In some embodiments, the intake flow rate of the engine is equal to the ratio between the pressure value of the engine and the intake amount of the engine. Specifically, the vehicle further comprises an engine air pressure sensor and an intake amount sensor, the engine air pressure sensor sends the sensed pressure value of the engine to the ECU, the intake amount sensor sends the sensed intake amount of the engine to the ECU, and the ECU calculates the ratio between the pressure value of the engine and the intake amount of the engine, thereby obtaining the intake flow rate.

[0064] For reference Figure 3 , the relationship between the air-fuel ratio closed-loop filtered value and the fuel vapor concentration calculated in the last preset period provided by the embodiment of the present application represents the intention, Figure 3 , the number represented by the x-axis is the fuel vapor concentration calculated in the last preset period, and the number represented by the y-axis is the air-fuel ratio closed-loop filtered value. By determining the size of the air-fuel ratio closed-loop filtered value and the fuel vapor concentration calculated in the last preset period, the value of can be determined through the relationship table.

[0065] In some embodiments, if it is detected that there is no fuel vapor flow through the carbon canister electromagnetic valve, the fuel vapor concentration in the current preset period is the maximum value between the fuel vapor concentration calculated in the last preset period and the initial fuel vapor concentration.

[0066] In some embodiments, if it is detected that the duty cycle of the carbon canister control valve is too small (less than 0.001) or the carbon canister control valve is not executed for a long enough time (less than 1200s) and is reset, the fuel vapor concentration of the current preset cycle is the fuel vapor concentration calculated in the previous preset cycle, and there is no need to recalculate the fuel vapor concentration of the current preset cycle.

[0067] In some embodiments, if it is detected that the maximum fuel injection compensation flag of the engine is activated, the air intake flow rate of the carbon canister is received; a current fuel injection compensation coefficient of the engine is calculated based on the fuel vapor concentration calculated in the previous preset cycle, the air intake flow rate, the actual air-fuel ratio, the target air-fuel ratio, the number of engine cylinders, the engine speed, and the maximum fuel injection compensation coefficient of the engine; and a new fuel vapor concentration is calculated based on the fuel vapor concentration calculated in the previous preset cycle, the air-fuel ratio closed-loop filter value, the first ratio, the engine speed, the intake flow rate, and the fuel injection compensation coefficient. It is worth noting that the purpose of the fuel injection compensation calculation is to compensate for excess fuel in the mixed gas delivered from the carbon canister to the engine cylinder to restore the target air-fuel ratio in the cylinder, thereby preventing the air-fuel ratio in the cylinder from becoming uncontrollable due to the mixed gas delivered from the carbon canister to the cylinder.

[0068] Specifically, the injection compensation coefficient and the new fuel vapor concentration are calculated according to the following formula:

[0069] ;

[0070] ;

[0071] in, is the injection compensation coefficient, is the carbon canister mixture flow rate calculated based on the fuel vapor concentration, is the air intake flow rate, is the maximum injection compensation coefficient, lam is the target value of the air-fuel ratio closed-loop control; is the new fuel vapor concentration, The fuel vapor concentration calculated for the last preset period, is the air-fuel ratio closed-loop filter value output by the PID controller, is the first ratio, is the engine speed, is the intake air flow of the engine, is the injection compensation coefficient.

[0072] It should be noted that since the fuel vapor concentration within the carbon canister cannot be directly measured, this embodiment uses the actual air-fuel ratio obtained through air-fuel ratio closed-loop control as the basis for calculating the fuel vapor concentration. When the air-fuel ratio is accurately controlled, the air-fuel ratio closed-loop filter value is equal to 1. When the carbon canister is open, the ECU calculates the fuel injection amount by treating the entire flushing airflow transmitted from the carbon canister to the cylinder as air. Therefore, if the flushing airflow contains fuel vapor, the mixture in the cylinder will be too rich. Closed-loop control achieves leanness through the target air-fuel ratio, and the degree of leanness reflects the fuel vapor concentration in the flushing airflow, and vice versa. When calculating the fuel vapor concentration, the ECU uses the air-fuel ratio closed-loop filter value and the fuel vapor concentration calculated in the previous preset cycle to continuously iteratively calculate the new fuel vapor concentration, avoiding large air-fuel ratio closed-loop control errors, thereby further improving the reliability of the carbon canister solenoid valve control method.

[0073] Step 103: Calculate the carbon canister fuel injection ratio according to the first calculation rule, wherein the carbon canister fuel injection ratio is the ratio between the maximum fuel vapor amount of the carbon canister and the total fuel injection amount of the vehicle.

[0074] In some embodiments, to effectively control canister fuel vapor, the canister fuel vapor control frequency matches the aforementioned preset period. Therefore, to prevent excessive fluctuations in the calculated dynamic canister fuel vapor content, the calculated canister fuel ratio is filtered. Specifically, the canister fuel ratio is calculated by: receiving the vehicle's fuel rail pressure and total fuel injection volume; determining the minimum fuel tank injection volume corresponding to the fuel rail pressure based on a preset fourth relationship table; and calculating the canister fuel ratio based on the vehicle's minimum fuel injection volume, the total fuel injection volume, and a first preset coefficient, where the first preset coefficient is a safety factor for the minimum allowable fuel tank injection volume.

[0075] More specifically, the carbon canister injection ratio is calculated according to the following formula:

[0076] ;

[0077] in, is the carbon canister injection ratio, is the total fuel injection amount of the vehicle, is the first preset coefficient, The minimum fuel injection amount in the fuel tank.

[0078] In some embodiments, the value of the first preset coefficient is between 0.8 and 0.9.

[0079] Please refer to Figure 4 , which is a schematic diagram showing the relationship between the fuel rail pressure and the minimum fuel injection amount of the fuel tank provided in the embodiment of the present application, Figure 4The x-axis represents the fuel rail pressure. After receiving the fuel rail pressure, the ECU can obtain the minimum fuel injection amount of the fuel tank through the pre-stored fourth relationship table.

[0080] In some embodiments, multiple characteristic curve relationship tables are pre-stored in the ECU. Specifically, a characteristic curve relationship table between fuel vapor concentration and engine intake air flow, a characteristic curve relationship table between engine speed and engine intake air flow, and a characteristic curve relationship table between fuel rail pressure and engine intake air flow are stored.

[0081] Please refer to Figures 5 to 7 , Figure 5 The characteristic curve relationship between the fuel vapor concentration and the engine intake flow provided in the embodiment of the present application is shown schematically. After the ECU calculates the fuel vapor concentration and the engine intake flow, it can be obtained by Figure 5 The characteristic curve relationship table shown determines a first characteristic value corresponding to the fuel vapor concentration and the engine intake air flow. Figure 6 The characteristic curve relationship between the engine speed and the engine intake flow rate provided in the embodiment of the present application is shown schematically. After the ECU calculates the engine intake flow rate and obtains the engine speed, it can be obtained by Figure 6 The characteristic curve relationship table shown determines the second characteristic value corresponding to the engine speed and the engine intake air flow. Figure 7 The characteristic curve relationship between the fuel rail pressure and the engine intake flow provided in the embodiment of the present application is shown schematically. After the ECU calculates the engine intake flow and obtains the engine fuel rail pressure, it can be calculated by Figure 7 The characteristic curve relationship table shown in the figure determines the third characteristic value corresponding to the fuel rail pressure and the engine intake air flow. The ECU calculates the product of the first characteristic value, the second characteristic value, and the third characteristic value to obtain the carbon canister injection ratio.

[0082] In some embodiments, the calculation method of the carbon canister injection ratio is pre-stored in the ECU, such as storing one of the two calculation methods listed above in the ECU. During vehicle operation, the ECU calculates the carbon canister injection ratio according to its own stored calculation method.

[0083] Step 104: Calculate the fuel vapor quantity request value according to the fuel vapor concentration and the carbon canister injection ratio.

[0084] In some embodiments, the fuel vapor quantity request value is calculated according to the following formula:

[0085] ; Where n is the engine speed, m is the total fuel injection volume of the vehicle, and D is the number of engine cylinders. is the carbon canister injection ratio, is the coolant temperature, is the fuel vapor concentration, is the target air-fuel ratio.

[0086] Step 105: Calculate the duty cycle of the carbon canister solenoid valve according to the fuel vapor amount request value, and control the carbon canister solenoid valve according to the duty cycle.

[0087] How to calculate the duty cycle of the carbon canister solenoid valve is described in detail in subsequent embodiments, and will not be described again here to avoid repetition.

[0088] Compared to related technologies, the embodiments of the present application have at least the following advantages: by receiving the vehicle's current actual air-fuel ratio, the fuel vapor concentration in the carbon canister can be accurately calculated based on the actual air-fuel ratio. Furthermore, by calculating the ratio between the maximum fuel vapor volume of the carbon canister and the vehicle's total fuel injection volume, i.e., the carbon canister injection ratio, the requested fuel vapor volume for the carbon canister can be determined based on the carbon canister injection ratio and the fuel vapor concentration. Finally, the duty cycle of the carbon canister solenoid valve is calculated based on the requested fuel vapor volume. By controlling the opening and closing of the carbon canister solenoid valve according to the duty cycle, the amount of fuel vapor entering the engine from the carbon canister can be precisely controlled, thereby reducing the interference of the fuel vapor in the carbon canister with the air-fuel ratio when entering the engine, and ensuring stable engine operation.

[0089] Please refer to Figure 8 , Figure 8 This is a flowchart of the steps of one embodiment of the carbon canister solenoid valve control method of the present application. Depending on different needs, the order of the steps in this flowchart can be changed, and some steps can be omitted. This carbon canister solenoid valve method can be applied to a vehicle ECU, but is not limited thereto, and this embodiment of the present application is not limited thereto.

[0090] This embodiment further improves upon the previous embodiment, primarily by correcting the calculated fuel vapor quantity request value and calculating the canister solenoid valve duty cycle based on the corrected fuel vapor quantity request value. This allows the fuel vapor in the canister to be smoothly introduced into the cylinder for combustion, preventing loss of canister fuel vapor control and the subsequent impact on engine emissions.

[0091] The specific process of this embodiment is as follows Figure 8 As shown, the following steps are included:

[0092] Step 201: In response to a carbon canister opening request, receiving a current actual air-fuel ratio of the vehicle.

[0093] Step 202: Calculate the fuel vapor concentration in the carbon canister based on the actual air-fuel ratio.

[0094] Step 203: Calculate the carbon canister fuel injection ratio according to the first calculation rule, wherein the carbon canister fuel injection ratio is the ratio between the maximum fuel vapor amount of the carbon canister and the total fuel injection amount of the vehicle.

[0095] Step 204: Calculate the fuel vapor quantity request value according to the fuel vapor concentration and the carbon canister injection ratio.

[0096] Steps 201 to 204 of this embodiment are similar to steps 101 to 104 of the aforementioned embodiment, and are not described again here to avoid repetition.

[0097] Step 205: Calculate a second ratio between the actual air-fuel ratio and the target air-fuel ratio.

[0098] Step 206 : Determine a gradient increment corresponding to the air-fuel ratio closed-loop filtered value and the second ratio according to the air-fuel ratio closed-loop filtered value, the second ratio, and a preset first relationship table.

[0099] Please refer to Figure 9 , which is a schematic diagram showing the relationship between the air-fuel ratio closed-loop filter value and the second ratio provided in this embodiment. Figure 9 The number on the X-axis is the second ratio -1, and the number on the Y-axis is the air-fuel ratio closed-loop filter value -1. After the ECU calculates the second ratio and the air-fuel ratio closed-loop filter value, it can be Figure 10 A gradient increment corresponding to the second ratio value and the air-fuel ratio closed-loop filtered value is determined.

[0100] Step 207: Calculate the gradient value of the current preset period according to the gradient increment and the historical gradient value of the previous preset period. When the current preset period is the first period, the historical gradient value of the previous preset period is 0.

[0101] In some embodiments, the gradient value of the current preset period is the sum of the historical gradient value and the gradient increment of the previous preset period.

[0102] Step 208: Correct the fuel vapor quantity request value according to the gradient value.

[0103] In some embodiments, the ECU multiplies the gradient value by the fuel vapor amount request value to obtain a corrected fuel vapor amount request value.

[0104] Step 209 : Calculate the duty cycle of the carbon canister solenoid valve according to the corrected fuel vapor quantity request value, and control the carbon canister solenoid valve according to the duty cycle.

[0105] In some embodiments, based on a preset second relationship table, a first compensation coefficient corresponding to the fuel vapor concentration is determined; the fuel vapor quantity target request value is calculated according to the fuel vapor quantity request value, the first compensation coefficient and the preset second compensation coefficient; based on a preset third relationship table, a first duty cycle corresponding to the fuel vapor quantity target request value and the first ratio is determined, and the first duty cycle is used as the duty cycle.

[0106] Specifically, the target request value of fuel vapor quantity is calculated according to the following formula:

[0107] ;

[0108] wherein, is the fuel vapor amount target request value, is the corrected fuel vapor amount request value, is the second compensation coefficient, is the first compensation coefficient.

[0109] Specifically, the second compensation coefficient is a compensation coefficient under different ambient temperatures and ambient pressures.

[0110] Please refer to Figure 10 , the relationship between the fuel vapor concentration and the first compensation coefficient provided by the embodiment represents the intention. Figure 10 The number represented by the X-axis is the fuel vapor concentration, and the number represented by the Z-axis is the first compensation coefficient. After obtaining the fuel vapor concentration, the ECU can determine the first compensation coefficient corresponding to the fuel vapor concentration based on Figure 11 the relationship table shown.

[0111] Please refer to Figure 11 , the relationship between the fuel vapor amount target request value, the first ratio, and the duty cycle provided by the embodiment represents the intention. Figure 11 The number represented by the X-axis is the fuel vapor amount target request value, and the number represented by the Y-axis is the first ratio. After obtaining the fuel vapor amount target request value and the first ratio, the ECU can obtain the first duty cycle corresponding to the fuel vapor amount target request value and the first ratio by Figure 11 the relationship table shown.

[0112] In some embodiments, since the normal operation of the carbon can electromagnetic valve is also limited by the temperature of the fuel, the excessively low fuel temperature directly affects the concentration of the carbon can fuel vapor, thereby affecting the maximum duty cycle of the carbon can electromagnetic valve. In order to ensure that the carbon can valve normally works in the effective fuel temperature range, it is necessary to limit the maximum duty cycle of the carbon can electromagnetic valve under different fuel temperatures. Let the fuel vapor amount target request value md_ReqFlowNom be mdnom, and the fuel temperature sVcFuelTemp_Te_FuelHi be Tefuel. The second duty cycle is obtained according to the following formula:

[0113] ;

[0114] wherein, is the second duty cycle, is the fuel vapor amount target request value, is the fuel temperature.

[0115] In some embodiments, the duty cycle of the carbon canister solenoid valve is also limited by the system voltage of the carbon canister solenoid valve. Assuming the system voltage is U, the third duty cycle is calculated according to the following formula:

[0116] ;

[0117] in, is the third duty cycle, is the target request value of fuel vapor quantity, is the system voltage.

[0118] After obtaining the first duty cycle, the second duty cycle and the third duty cycle, the ECU uses the minimum value of the three as the duty cycle for controlling the operation of the carbon canister solenoid valve, thereby ensuring the normal operation of the carbon canister solenoid valve while accurately controlling the amount of fuel vapor entering the engine from the carbon canister.

[0119] Compared to related technologies, the embodiments of the present application have at least the following advantages: by receiving the vehicle's current actual air-fuel ratio, the fuel vapor concentration in the carbon canister can be accurately calculated based on the actual air-fuel ratio. Furthermore, by calculating the ratio between the maximum fuel vapor volume of the carbon canister and the vehicle's total fuel injection volume, i.e., the carbon canister injection ratio, the requested fuel vapor volume for the carbon canister can be determined based on the carbon canister injection ratio and the fuel vapor concentration. Finally, the duty cycle of the carbon canister solenoid valve is calculated based on the requested fuel vapor volume. By controlling the opening and closing of the carbon canister solenoid valve according to the duty cycle, the amount of fuel vapor entering the engine from the carbon canister can be precisely controlled, thereby reducing the interference of the fuel vapor in the carbon canister with the air-fuel ratio when entering the engine, and ensuring stable engine operation.

[0120] Please refer to Figure 12 , is a schematic diagram of the hardware structure of the electronic device 1000 provided in the embodiment of the present application. Figure 12 As shown, electronic device 1000 may include a processor 1001 and a memory 1002. Memory 1002 is configured to store one or more computer programs 1003. One or more computer programs 1003 are configured to be executed by processor 1001. The one or more computer programs 1003 include instructions that can be used to implement the aforementioned carbon canister solenoid valve control method in electronic device 1000.

[0121] It is understood that the structure shown in this embodiment does not constitute a specific limitation on the electronic device 1000. In other embodiments, the electronic device 1000 may include more or fewer components than shown, or combine or separate some components, or arrange the components differently.

[0122] The processor 1001 may include one or more processing units. For example, the processor 1001 may include an application processor (AP), a modem, a graphics processing unit (GPU), an image signal processor (ISP), a controller, a video codec, a digital signal processor (DSP), a baseband processor, and / or a neural-network processing unit (NPU). The different processing units may be independent devices or integrated into one or more processors.

[0123] Processor 1001 may also be provided with a memory for storing instructions and data. In some embodiments, the memory in processor 1001 is a cache memory. This memory can store instructions or data that have just been used or are being recycled by processor 1001. If processor 1001 needs to use the same instruction or data again, it can directly access it from this memory. This avoids duplicate accesses, reduces the waiting time of processor 1001, and thus improves system efficiency.

[0124] In some embodiments, the processor 1001 may include one or more interfaces. The interfaces may include an inter-integrated circuit (I2C) interface, an inter-integrated circuit sound (I2S) interface, a pulse code modulation (PCM) interface, a universal asynchronous receiver / transmitter (UART) interface, a mobile industry processor interface (MIPI), a general-purpose input / output (GPIO) interface, a SIM interface, and / or a USB interface.

[0125] In some embodiments, the processor 1001 is configured to execute acceleration schemes such as single instruction multiple data (SIMD) and very long instruction word (VLIW).

[0126] In some embodiments, the memory 1002 may include a high-speed random access memory and may also include a non-volatile memory, such as a hard disk, a memory, a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) card, a flash card, at least one disk storage device, a flash memory device, or other volatile solid-state storage device.

[0127] This embodiment also provides a computer-readable storage medium, which stores computer instructions. When the instructions are executed on an electronic device, the electronic device executes the above-mentioned related method steps to implement the control method of the carbon canister solenoid valve in the above-mentioned embodiment.

[0128] Among them, the electronic device and computer storage medium provided in this embodiment are used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0129] In practical applications, the above functions can be distributed to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0130] In the several embodiments provided in this application, the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are schematic. For example, the division of the modules or units is a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0131] The units described as separate components may or may not be physically separate, and the components shown as units may be one physical unit or multiple physical units, that is, they may be located in one place or distributed in multiple places. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0132] In addition, the functional units in the various embodiments of the present application may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0133] 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 readable storage medium. Based on this understanding, the technical solution of the embodiment of the present application, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for enabling a device (which can be a single-chip microcomputer, chip, etc.) or a processor to execute all or part of the steps of the various embodiments of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM), random access memory (RAM), disk or optical disk, and other media that can store program code.

[0134] The above description is only a specific implementation method of the present application, but the protection scope of the present application is not limited thereto. Any changes or replacements within the technical scope disclosed in the present application should be included in the protection scope of the present application.

Claims

1. A method for controlling a carbon canister solenoid valve, characterized in that: Applied to a vehicle, the vehicle comprises a carbon canister and a carbon canister solenoid valve, the carbon canister solenoid valve is used to control the opening and closing of the carbon canister; The control method includes: In response to a carbon canister opening request, receiving a current actual air-fuel ratio of the vehicle; calculating the fuel vapor concentration in the carbon canister according to the actual air-fuel ratio; Calculating a carbon canister fuel injection ratio according to a first calculation rule, wherein the carbon canister fuel injection ratio is a ratio between a maximum fuel vapor amount of the carbon canister and a total fuel injection amount of the vehicle; Calculating a fuel vapor amount request value according to the fuel vapor concentration and the carbon canister injection ratio; A duty ratio of the canister solenoid valve is calculated according to the fuel vapor amount request value, and the canister solenoid valve is controlled according to the duty ratio.

2. The method for controlling a carbon canister solenoid valve according to claim 1, characterized in that: The vehicle also includes an engine and an intake manifold connected to the carbon canister; Calculating the fuel vapor concentration in the carbon canister according to the actual air-fuel ratio includes: Performing closed-loop control on the actual air-fuel ratio according to a preset target air-fuel ratio to obtain an air-fuel ratio closed-loop filtered value; receiving an ambient atmospheric pressure value and a pressure value of the intake manifold, and calculating a first ratio between the ambient atmospheric pressure value and the pressure value of the intake manifold; receiving a pressure value, an intake air volume, and an engine speed of the engine, and calculating an intake air flow rate of the engine according to the pressure value and the intake air volume of the engine; The fuel vapor concentration is calculated according to a preset initial fuel vapor concentration in the carbon canister, the air-fuel ratio closed-loop filter value, the first ratio, the engine speed, and the intake air flow rate.

3. The method for controlling a carbon canister solenoid valve according to claim 2, characterized in that: The control method further includes: recalculating a new fuel vapor concentration in the carbon canister at every preset period; The new fuel vapor concentration calculation method includes: The new fuel vapor concentration is calculated according to the fuel vapor concentration calculated in the previous preset period, the air-fuel ratio closed-loop filtered value, the first ratio, the engine speed, and the intake air flow rate.

4. The method for controlling a carbon canister solenoid valve according to claim 3, characterized in that: Before calculating the new fuel vapor concentration, the method further includes: receiving an air intake flow rate of the carbon canister; Calculating a current fuel injection compensation coefficient of the engine based on the fuel vapor concentration calculated in the previous preset period, the air intake flow rate, the actual air-fuel ratio, the target air-fuel ratio, the number of cylinders of the engine, the engine speed, and the maximum fuel injection compensation coefficient of the engine; Calculating the new fuel vapor concentration based on the fuel vapor concentration calculated in the previous preset period, the air-fuel ratio closed-loop filtered value, the first ratio, the engine speed, and the intake air flow rate includes: When it is detected that the maximum injection compensation flag of the engine is activated, the new fuel vapor concentration is calculated based on the fuel vapor concentration calculated in the previous preset period, the air-fuel ratio closed-loop filter value, the first ratio, the engine speed, the intake air flow rate and the injection compensation coefficient.

5. The method for controlling a carbon canister solenoid valve according to claim 3, characterized in that: Before calculating the duty cycle of the carbon canister solenoid valve according to the fuel vapor amount request value, the method further includes: calculating a second ratio between the actual air-fuel ratio and the target air-fuel ratio; determining a gradient increment corresponding to the air-fuel ratio closed-loop filtered value and the second ratio according to the air-fuel ratio closed-loop filtered value, the second ratio, and a preset first relationship table; Calculating the gradient value of the current preset period according to the gradient increment and the historical gradient value of the previous preset period, wherein when the current preset period is the first period, the historical gradient value of the previous preset period is 0; Calculating the duty cycle of the carbon canister solenoid valve according to the fuel vapor amount request value includes: Correcting the fuel vapor quantity request value according to the gradient value; The duty ratio is calculated based on the corrected fuel vapor amount request value.

6. The method for controlling a carbon canister solenoid valve according to claim 2, characterized in that: Calculating the duty cycle of the carbon canister solenoid valve according to the fuel vapor amount request value includes: determining a first compensation coefficient corresponding to the fuel vapor concentration based on a preset second relationship table; Calculating a target requested value of the fuel vapor amount according to the requested value of the fuel vapor amount, the first compensation coefficient, and a preset second compensation coefficient; Based on a preset third relationship table, a first duty ratio corresponding to the target request value of the fuel vapor amount and the first ratio is determined, and the first duty ratio is used as the duty ratio.

7. The method for controlling a carbon canister solenoid valve according to claim 6, characterized in that: The control method further includes: receiving a fuel temperature of the vehicle; calculating a second duty cycle according to the target request value of the fuel vapor amount and the fuel temperature; receiving a system voltage of the carbon canister solenoid valve; calculating a third duty ratio according to the target request value of the fuel vapor amount and the system voltage; The duty cycle is determined by: The minimum value among the first duty cycle, the second duty cycle and the third duty cycle is used as the duty cycle.

8. The method for controlling a carbon canister solenoid valve according to claim 1, characterized in that: Calculating the carbon canister fuel injection ratio according to the first calculation rule includes: receiving the fuel rail pressure and total fuel injection volume of the vehicle; determining a minimum fuel injection amount of the fuel tank corresponding to the fuel rail pressure based on a preset fourth relationship table; The carbon canister injection ratio is calculated according to the minimum fuel injection amount of the fuel tank, the total fuel injection amount and a first preset coefficient, wherein the first preset coefficient is a safety factor of the minimum allowable fuel injection amount of the fuel tank.

9. An electronic device, characterized in that: The electronic device includes a processor and a memory, the memory is used to store instructions, and the processor is used to call the instructions in the memory, so that the electronic device executes the control method of the carbon canister solenoid valve according to any one of claims 1 to 8.

10. A storage medium, characterized in that: The method comprises computer instructions, which, when executed on an electronic device, enable the electronic device to execute the method for controlling a carbon canister solenoid valve according to any one of claims 1 to 8.

Images