Oil sprayer control method and device, vehicle and storage medium

Abstract

The invention provides a fuel injector control method and device, a vehicle and a storage medium, the method is applied to the field of power control, and the method comprises the steps that in the running process of an engine of the vehicle, running parameters of a first fuel injector are obtained, and the running parameters are used for representing the running state of the first fuel injector; determining whether the first oil injector meets a preset control condition or not according to the operation parameters of the first oil injector; and under the condition that the first oil injector meets the preset control condition, the first oil injector is controlled to enter a forced oil injection mode. According to the method, the working frequency of the PFI fuel injector can be increased, the phenomenon that the PFI fuel injector does not work for a long time is avoided, the risk of carbon deposition or coking of the PFI fuel injector is reduced, and the service life of the PFI fuel injector is prolonged.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of power control, and more particularly, to an oil injector control method, a control device, a vehicle and a storage medium in the field of power control. BACKGROUND

[0002] Nowadays, with the increasingly serious global environmental problems and the continuous improvement of people's environmental awareness, exhaust pollution has become the focus of attention.

[0003] As the source of exhaust pollution, in order to reduce the impact of exhaust on the environment, vehicle manufacturers have begun to increase the production and promotion of new energy vehicles. Hybrid electric vehicles (HEV) are one of the typical new energy vehicles.

[0004] In one possible implementation, for a hybrid vehicle equipped with a dual injection system engine, the vehicle is equipped with a port fuel injection (PFI) oil injector and a gasoline direct injection (GDI) oil injector.

[0005] Due to the use conditions of the PFI oil injector, the use time of the PFI oil injector is shorter than that of the GDI oil injector. In addition, since the electric motor in the hybrid vehicle can also provide driving power, the use time of the PFI oil injector is further shortened.

[0006] When the PFI oil injector is not working for a long time, carbon deposition or coking may occur, resulting in inaccurate injection amount of the PFI oil injector, affecting the normal operation of the vehicle, and causing the vehicle to vibrate or stall.

[0007] Therefore, how to avoid the PFI oil injector from working for a long time has become a problem to be solved. SUMMARY

[0008] The present application provides an oil injector control method, a control device, a vehicle and a storage medium, which can increase the working frequency of the PFI oil injector, avoid the PFI oil injector from working for a long time, reduce the risk of carbon deposition or coking of the PFI oil injector, and prolong the service life of the PFI oil injector.

[0009] In a first aspect, a fuel injector control method is provided. The method is applied to a dual-injection engine system including a first fuel injector. The method includes: obtaining an operating parameter of the first fuel injector during engine operation of a vehicle, the operating parameter being used to represent an operating state of the first fuel injector; determining whether the first fuel injector satisfies a preset control condition according to the operating parameter of the first fuel injector; and controlling the first fuel injector to enter a forced injection mode in a case where the first fuel injector satisfies the preset control condition.

[0010] In the above technical solution, a fuel injector control method is provided. During engine operation of a vehicle, whether the first fuel injector satisfies a preset control condition is determined according to an operating parameter of the first fuel injector. Here, the first fuel injector is a PFI fuel injector. Whether the PFI fuel injector satisfies the preset control condition is whether the PFI fuel injector has been in an inactive state for a long time. When the vehicle determines that the PFI fuel injector has been in the inactive state for a long time, the PFI fuel injector is controlled to enter a forced injection mode. The above process can automatically trigger the PFI fuel injector to work when the PFI fuel injector has been inactive for a long time, thereby avoiding a long idle time of the PFI fuel injector. Thus, the scheme of the present application can improve the working frequency of the PFI fuel injector, avoid carbon deposition or coking caused by a long inactive time of the PFI fuel injector, ensure the safety of the vehicle during driving, reduce the risk of vehicle vibration or engine stall, and improve the service life of the PFI fuel injector.

[0011] In combination with the first aspect, in some possible implementation manners, the dual-injection engine system further includes a second fuel injector. The operating parameter includes a fuel injection ratio, a single injection time length, a cumulative injection time length, and an injection time length ratio. The injection time length ratio is a ratio of the cumulative injection time length of the first fuel injector to the cumulative injection time length of the second fuel injector. The determination of whether the first fuel injector satisfies the preset control condition according to the operating parameter of the first fuel injector includes: determining whether the fuel injection ratio is less than or equal to a preset fuel injection ratio; in a case where the fuel injection ratio is greater than the preset fuel injection ratio, if the single injection time length is greater than a first preset time length, determining that the first fuel injector does not satisfy the preset control condition; in a case where the fuel injection ratio is greater than the preset fuel injection ratio, if the single injection time length is less than or equal to the first preset time length, determining that the first fuel injector satisfies the preset control condition; and in a case where the fuel injection ratio is less than or equal to the preset fuel injection ratio, determining whether the first fuel injector satisfies the preset control condition according to the cumulative injection time length of the second fuel injector and the injection time length ratio.

[0012] In the technical solution, the fuel injection ratio represents the proportion of the fuel injection amount required by the first fuel injector. When determining whether the first fuel injector meets the preset control condition, when the fuel injection ratio is greater than the preset fuel injection ratio, it indicates that the single fuel injection amount of the first fuel injector in the current fuel injection process is relatively large, but it cannot represent the length of the working time of the first fuel injector. In this case, the vehicle can further determine the length of the time of the current fuel injection of the first fuel injector according to the length of the single fuel injection time. When the length of the single fuel injection time is greater than the first preset length, it indicates that the first fuel injector is in the fuel injection state and the fuel injection time is relatively long. Therefore, the vehicle determines that the first fuel injector does not meet the preset control condition. When the length of the single fuel injection time is less than or equal to the first preset length, it indicates that the first fuel injector is in the fuel injection state but the duration is very short. Therefore, the vehicle determines that the first fuel injector meets the preset control condition. Conversely, if the fuel injection ratio of the first fuel injector is too small, it indicates that the first fuel injector hardly participates in the work in the engine fuel injection process. However, in this case, it can only be indicated that the working time of the first fuel injector in the current fuel injection process is relatively short, and it cannot represent whether the first fuel injector is truly not working for a long time. Therefore, the vehicle needs to further determine whether the first fuel injector meets the preset control condition in combination with the fuel injection time proportion of the first fuel injector and the cumulative fuel injection time of the second fuel injector. The above process can ensure that an accurate determination result is obtained when determining whether the first fuel injector meets the preset control condition.

[0013] With reference to the first aspect and the above implementation manners, in some possible implementation manners, the determining whether the first fuel injector meets the preset control condition according to the cumulative fuel injection time of the second fuel injector and the fuel injection time proportion includes: in a case where the cumulative fuel injection time of the second fuel injector is greater than a second preset length and the fuel injection time proportion is less than or equal to a first preset proportion, it is determined that the first fuel injector meets the preset control condition; in a case where the cumulative fuel injection time of the second fuel injector is less than or equal to the second preset length, or the fuel injection time proportion is greater than the first preset proportion, it is determined that the first fuel injector does not meet the preset control condition.

[0014] With reference to the first aspect and the above implementation manners, in some possible implementation manners, after the first fuel injector is controlled to enter the forced fuel injection mode, the method further includes: obtaining an engine operating condition of the vehicle; in a case where the engine operating condition is a first preset condition, controlling the dual-fuel engine system to perform fuel injection through the first fuel injector and sending a stop request to a hybrid power control unit of the vehicle; in a case where the engine operating condition is not the first preset condition, determining a target fuel injection ratio of the first fuel injector according to the engine operating condition; and controlling the first fuel injector to perform fuel injection at the target fuel injection ratio.

[0015] In the technical solution, the first preset working condition is an idle working condition or a cold start working condition. After the PFI injector is controlled to enter the forced injection mode, if the working condition of the vehicle engine is the idle working condition or the cold start working condition, the vehicle completely sprays oil through the PFI injector. Since the idle working condition and the cold start working condition are working conditions of the PFI injector, the above process can make the PFI injector achieve the maximum working efficiency when the engine is in the idle working condition or the cold start working condition, and effectively improve the working time of the PFI injector.

[0016] With reference to the first aspect and the above implementation manners, in some possible implementation manners, the target injection ratio of the first injector is determined according to the working condition of the engine, including: in a case where the working condition of the engine is a second preset working condition, a first injection ratio of the first injector corresponding to the second preset working condition is acquired; the first injection ratio is increased based on a preset adjustment coefficient to obtain the target injection ratio; in a case where the working condition of the engine is not the second preset working condition, a second injection ratio of the first injector corresponding to the working condition of the engine is acquired; and the second injection ratio is determined as the target injection ratio.

[0017] In the technical solution, when the working condition of the engine is not the idle working condition, the GDI injector can also participate in the oil injection process. In this case, the vehicle further determines whether the working condition of the engine is a second preset working condition. The second preset working condition is a partial load working condition, which is the most common engine working condition in the vehicle driving process. Increasing the original injection ratio of the PDI injector under the partial load working condition can significantly improve the working frequency and working time of the PFI injector, and avoid the problem of long-term non-working of the PFI injector. When the working condition of the engine is not the partial load working condition, since the frequency of this working condition in the vehicle driving process is relatively low, the vehicle controls the PFI injector to spray oil according to the original injection ratio of the PFI injector under the current working condition of the engine.

[0018] With reference to the first aspect and the above implementation manners, in some possible implementation manners, after the first injector is controlled to enter the forced injection mode, the method further includes: determining, according to a running parameter of the first injector, whether the first injector meets a preset exit condition corresponding to the forced injection mode; and in a case where the first injector meets the preset exit condition, controlling the first injector to exit the forced injection mode.

[0019] With reference to the first aspect and the above implementation manners, in some possible implementation manners, the dual-injection engine system further includes a second injector, the operating parameter includes a single injection duration, a cumulative injection duration, and an injection duration ratio, the injection duration ratio being a ratio of the cumulative injection duration of the first injector to the cumulative injection duration of the second injector, and the determining, according to the operating parameter of the first injector, whether the first injector meets the preset exit condition of the forced injection mode includes: in a case where the single injection duration is greater than a third preset duration, determining that the first injector meets the preset exit condition; or in a case where the cumulative injection duration is greater than a fourth preset duration and the injection duration ratio is greater than a second preset ratio, determining that the first injector meets the preset exit condition.

[0020] In the above technical solution, after the PFI injector is controlled to enter the forced injection mode, the vehicle can further control the PFI injector to exit the forced injection mode according to the single injection duration, the cumulative injection duration, and the injection ratio in the actual working process of the PFI injector. The above process realizes intelligent control of the PFI injector and can automatically switch the injection mode of the PFI injector according to the state parameters of the PFI injector.

[0021] In the above technical solution, after the PFI injector is controlled to enter the forced injection mode, the vehicle can further control the PFI injector to exit the forced injection mode according to the single injection duration, the cumulative injection duration, and the injection ratio in the actual working process of the PFI injector. The above process realizes intelligent control of the PFI injector and can automatically switch the injection mode of the PFI injector according to the state parameters of the PFI injector.

[0022] With reference to the second aspect, in some possible implementation manners, the dual-injection engine system further includes a second injector, the operating parameter includes an injection ratio, a single injection duration, a cumulative injection duration, and an injection duration ratio, the injection duration ratio being a ratio of the cumulative injection duration of the first injector to the cumulative injection duration of the second injector, and the condition determining module is specifically configured to: determine whether the injection ratio is less than or equal to a preset injection ratio; in a case where the injection ratio is greater than the preset injection ratio, if the single injection duration is greater than a first preset duration, determine that the first injector does not meet the preset control condition; in a case where the injection ratio is greater than the preset injection ratio, if the single injection duration is less than or equal to the first preset duration, determine that the first injector meets the preset control condition; and in a case where the injection ratio is less than or equal to the preset injection ratio, determine, according to the cumulative injection duration of the second injector and the injection duration ratio, whether the first injector meets the preset control condition.

[0023] With reference to the second aspect and the preceding implementation manners, in some possible implementation manners, the condition determining module is further configured to: in a case where the accumulated injection duration of the second fuel injector is greater than a second preset duration and the injection duration proportion is less than or equal to a first preset proportion, determine that the first fuel injector meets the preset control condition; in a case where the accumulated injection duration of the second fuel injector is less than or equal to the second preset duration, or the injection duration proportion is greater than the first preset proportion, determine that the first fuel injector does not meet the preset control condition.

[0024] With reference to the second aspect and the preceding implementation manners, in some possible implementation manners, after the first fuel injector is controlled to enter the forced injection mode, the apparatus further includes an injection control module configured to: obtain an engine operating condition of the vehicle; in a case where the engine operating condition is a first preset operating condition, control the dual-injection engine system to inject fuel through the first fuel injector and send a stop request to a hybrid power control unit of the vehicle; in a case where the engine operating condition is not the first preset operating condition, determine a target injection proportion of the first fuel injector according to the engine operating condition; and control the first fuel injector to inject fuel at the target injection proportion.

[0025] With reference to the second aspect and the preceding implementation manners, in some possible implementation manners, the injection control module is specifically configured to: in a case where the engine operating condition is a second preset operating condition, obtain a first injection proportion of the first fuel injector corresponding to the second preset operating condition; increase the first injection proportion based on a preset adjustment coefficient to obtain the target injection proportion; and in a case where the engine operating condition is not the second preset operating condition, obtain a second injection proportion of the first fuel injector corresponding to the engine operating condition; and determine the second injection proportion as the target injection proportion.

[0026] With reference to the second aspect and the preceding implementation manners, in some possible implementation manners, after the first fuel injector is controlled to enter the forced injection mode, the apparatus further includes a mode exit module configured to: determine whether the first fuel injector meets a preset exit condition corresponding to the forced injection mode according to an operating parameter of the first fuel injector; and in a case where the first fuel injector meets the preset exit condition, control the first fuel injector to exit the forced injection mode.

[0027] With reference to the second aspect and the foregoing implementation manners, in some possible implementation manners, the dual-injection engine system further includes a second fuel injector, the operation parameter includes a single injection duration, a cumulative injection duration, and an injection duration ratio, the injection duration ratio being a ratio of the cumulative injection duration of the first fuel injector to the cumulative injection duration of the second fuel injector, and the mode exiting module is specifically configured to: determine that the first fuel injector satisfies the preset exiting condition in a case where the single injection duration is greater than a third preset duration; or determine that the first fuel injector satisfies the preset exiting condition in a case where the cumulative injection duration is greater than a fourth preset duration and the injection duration ratio is greater than a second preset ratio.

[0028] In a third aspect, a vehicle is provided, including a memory and a processor. The memory is configured to store executable program code, and the processor is configured to invoke and run the executable program code from the memory, so that the vehicle executes the method in the first aspect or any possible implementation manner of the first aspect.

[0029] In a fourth aspect, a computer program product is provided, which includes computer program code. When the computer program code is run on a computer, the computer program code causes the computer to execute the method in the first aspect or any possible implementation manner of the first aspect.

[0030] In a fifth aspect, a computer readable storage medium is provided, which stores computer program code. When the computer program code is run on a computer, the computer program code causes the computer to execute the method in the first aspect or any possible implementation manner of the first aspect. BRIEF DESCRIPTION OF DRAWINGS

[0031] Figure 1 is a structural schematic diagram of an ECM provided by an embodiment of the present application;

[0032] Figure 2 is a schematic flowchart of a fuel injector control method provided by an embodiment of the present application;

[0033] Figure 3 is a schematic flowchart of another fuel injector control method provided by an embodiment of the present application;

[0034] Figure 4 is a structural schematic diagram of a fuel injector control device provided by an embodiment of the present application;

[0035] Figure 5 is a structural schematic diagram of a vehicle provided by an embodiment of the present application. DETAILED DESCRIPTION

[0036] The technical solutions in the present application will be described clearly and exhaustively in combination with the drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " represents the meaning of or, for example, A / B can represent A or B: "and / or" in the text is only a description of the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which can represent the three cases of A alone, A and B together, and B alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0037] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of indicated technical features. Therefore, the features defined with "first" and "second" can explicitly or implicitly include one or more features.

[0038] Before introducing the solutions of the embodiments of the present application, the professional terms that may be involved in the embodiments of the present application are first explained.

[0039] Dual injection system engine: an engine combining PFI and GDI injection technologies.

[0040] PFI fuel injection technology: refers to the injection of fuel in the intake manifold, which is mixed with air and enters the cylinder. GDI fuel injection technology: refers to the direct injection of fuel into the cylinder, which is mixed with air in the cylinder.

[0041] Fuel injection pulse width: refers to the duration of each injection of the fuel injector in the engine control system, i.e. the length of a single injection. The fuel injection pulse width determines the amount of fuel injected by the fuel injector each time. The longer the fuel injection pulse width, the more fuel the fuel injector injects; the shorter the fuel injection pulse width, the less fuel the fuel injector injects.

[0042] Carbon deposition: refers to carbonaceous substances formed by the deposition of fuel inside and around the fuel injector, usually due to impurities in the fuel or incomplete combustion.

[0043] Coking: refers to the decomposition of fuel at high temperatures and the formation of hard deposits inside the fuel injector.

[0044] The application scenarios of the embodiments of the present application are introduced as follows.

[0045] Nowadays, with the increasing severity of global environmental problems and the continuous improvement of people's environmental awareness, exhaust pollution has become the focus of people's attention. In order to reduce the impact of exhaust on the environment, new energy vehicles have become the first choice for people to buy cars.

[0046] As a typical new energy vehicle, the HEV combines a traditional internal combustion engine and an electric motor as two power sources, and can provide driving force for the vehicle through the internal combustion engine and the electric motor.

[0047] In a possible implementation, for a hybrid vehicle equipped with a dual-injection system engine, the vehicle is equipped with both a PFI fuel injector and a GDI fuel injector to adapt to the fuel injection requirements of the hybrid vehicle under different working conditions.

[0048] The PFI fuel injector is generally installed in the intake manifold and is close to the intake valve, and is used to inject fuel into the intake manifold during the intake stroke, and the fuel is mixed with air and enters the cylinder. The GDI fuel injector is installed on the cylinder head, and is used to inject fuel directly into the cylinder during the compression stroke or the intake stroke, and the fuel is mixed with air in the cylinder.

[0049] The PFI fuel injector generally works in a strict emission area or working condition, such as an idle condition or a cold start condition, and can provide more uniform mixture, which is beneficial to reduce particulate matter emissions and improve the stability of the vehicle under idle conditions.

[0050] The GDI fuel injector mainly works under other working conditions, especially high-load and high-speed working conditions, and can provide higher power output and better fuel economy, and reduce particulate matter emissions.

[0051] Due to the use conditions of the PFI fuel injector, the use time of the PFI fuel injector is shorter than that of the GDI fuel injector. In addition, since the electric motor in the hybrid vehicle can also provide driving force, the use time of the PFI fuel injector is further shortened.

[0052] When the PFI fuel injector is not used for a long time, carbon deposition or coking may occur, resulting in inaccurate injection of the PFI fuel injector. In addition, coking may also change the injection angle of the fuel injector, causing the fuel to not be uniformly injected into the intake manifold, affecting the uniformity of the oil-gas mixture, thereby causing uneven combustion, leading to unstable engine operation, causing vehicle vibration. Severe carbon deposition and coking may also cause partial or complete blockage of the fuel injector nozzle, causing the fuel to not be normally injected, in which case the cylinder cannot work normally, resulting in engine misfire, further exacerbating vehicle vibration, and in severe cases, the engine will directly stall due to lack of fuel.

[0053] Based on the above problems, the embodiments of the present application provide a fuel injector control method, which can increase the working frequency of the PFI fuel injector, avoid long-term non-use of the PFI fuel injector, reduce the risk of PFI fuel injector carbon deposition or coking, and prolong the service life of the PFI fuel injector.

[0054] After introducing the application scenarios of the embodiments of this application, the following describes a fuel injector control method provided by the embodiments of this application. It should be understood that this method can be applied to vehicles, specifically to any electronic control unit (ECU, also known as a controller) in the vehicle. In the following description of the embodiments of this application, the engine control module (ECM) in the vehicle will be used as the execution subject of the method to provide a detailed description of the method.

[0055] In implementing this method, the ECM can be divided into functional modules according to the functions that the ECM needs to perform at each stage. The following is a breakdown of these modules. Figure 1 The specific structure of the ECM in the embodiments of this application will be described.

[0056] Figure 1 This is a schematic diagram of the structure of an ECM provided in an embodiment of this application.

[0057] For example, such as Figure 1 As shown, based on the method implementation process of this application embodiment, the ECM100 can be subdivided into the following units: a work determination unit 101, a calculation unit 102, a mode switching unit 103, and a mode exit unit 104. The specific roles of each unit in the method implementation process are as follows:

[0058] The operation determination unit 101 is used to obtain the operating parameters of the PFI injector based on the current operating conditions of the engine during vehicle operation, and to determine whether the PFI injector is in a working state under the current operating conditions based on the PFI operating parameters. When the operation determination unit 101 determines that the PFI injector is not in a working state under the current operating conditions, it can generate a control command based on the current determination result and send it to the calculation unit 102.

[0059] Upon receiving a control command, the calculation unit 102 triggers the calculation process for the injection duration percentage of the PFI injector. After obtaining the injection duration percentage of the PFI injector, the calculation unit 102 compares the injection duration percentage of the PFI injector with a preset percentage. When the injection duration percentage of the PFI injector is less than the preset percentage and the cumulative injection duration of the GDI injector reaches a certain duration, the calculation unit 102 determines that the injection duration of the PFI injector is insufficient and that it is necessary to force the PFI injector to inject fuel. Therefore, in the above situation, the calculation unit 102 can generate a mode switching command and send it to the mode switching unit 103.

[0060] The mode switching unit 103 receives the mode switching instruction described above, and in response to the instruction, controls the PFI injector to enter the forced injection mode, so that the dual-injection system engine sprays fuel through the PFI injector.

[0061] During the fuel injection process of the PFI injector, the mode exit unit 104 can further determine whether the PFI injector meets the preset exit condition of the forced injection mode based on the operating parameter of the PFI injector. When the PFI injector meets the preset exit condition, the mode exit unit 104 controls the PFI injector to exit the forced injection mode.

[0062] Therefore, the ECM 100 can force the PFI injector to work when the PFI injector has not worked for a long time through the cooperation between the different units described above, increase the use time of the PFI injector, avoid the carbon deposition or coking caused by the long-time non-operation of the PFI injector, ensure the normal operation of the vehicle, and prolong the service life of the PFI injector.

[0063] The method flow of the embodiment of the present application will be described in detail below.

[0064] Figure 2 is a schematic flowchart of a method for controlling an injector provided by the embodiment of the present application.

[0065] For example, as shown in Figure 2 the method 200 includes:

[0066] 201. During the operation of the engine of the vehicle, an operating parameter of a first injector is acquired, and the operating parameter is used to represent the operating state of the first injector.

[0067] In the embodiment of the present application, in order to avoid the long-time non-operation of the PFI injector, the operating parameter of the PFI injector can be acquired in real time during the operation of the vehicle, and it is determined whether the PFI injector has not worked for a long time.

[0068] The first injector is the PFI injector. The operating parameter of the PFI injector is used to represent the operating state of the PFI injector.

[0069] Optionally, in the embodiment of the present application, the operating parameter of the PFI injector includes the fuel injection ratio, the fuel injection time proportion, the single fuel injection time, and the cumulative fuel injection time of the PFI injector.

[0070] The fuel injection ratio represents the ratio of the fuel amount to be injected by the PFI injector to the total fuel amount to be injected in a single fuel injection process. For example, assuming that the total fuel amount to be injected in a single fuel injection process is 100 mg, and the fuel injection ratio of the PFI injector is 30%, the PFI injector needs to inject 30 mg of fuel.

[0071] Exemplarily, the injection ratio of the PFI injector and the GDI injector is determined by the engine operating condition. The injection ratio of the two kinds of injectors is different under different engine operating conditions. In the embodiment of the present application, the injection ratio of the PFI injector and the injection ratio of the GDI injector under each engine operating condition can be stored in advance.

[0072] When the injection ratio of the PFI injector needs to be obtained, the ECM can first determine the engine operating condition of the current vehicle, and then obtain the injection ratio of the PFI injector under the current engine operating condition by looking up the table.

[0073] Optionally, the engine operating conditions include an idle condition, a partial load condition, a full load condition, a cold start condition, a warm-up condition, a deceleration / slip condition, an acceleration condition, a constant speed condition, an emission test condition, etc. The engine speeds corresponding to different engine operating conditions are different.

[0074] It should be understood that when determining the current engine operating condition of the vehicle, the ECM can obtain the engine speed through the speed sensor, and then compare the engine speed with the engine speeds under different engine operating conditions one by one to determine the current engine operating condition of the vehicle.

[0075] Exemplarily, for the injection time ratio, the ECM can calculate the injection time ratio of the PFI injector and the GDI injector based on the cumulative injection time of the PFI injector and the cumulative injection time of the GDI injector, specifically, the ratio of the cumulative injection time of the PFI injector to the cumulative injection time of the GDI injector. The following first introduces the process of obtaining the cumulative injection time of the two kinds of injectors.

[0076] During the operation of the vehicle, the ECM counts and accumulates the injection time of each injector during each injection process, and stores the cumulative injection time. Based on this, the ECM can directly obtain the cumulative injection time of the PFI injector in the historical injection process and the cumulative injection time of the GDI injector in the historical injection process.

[0077] After obtaining the cumulative injection time of the two kinds of injectors, the ECM can calculate the injection time ratio of the PFI injector.

[0078] Specifically, the ECM can calculate the injection time ratio of the PFI injector by the following formula (1).

[0079]

[0080] In formula (1), α represents the injection time ratio of the PFI injector.

[0081] α: the injection time ratio of the PFI injector.

[0082] Therefore, by the above formula (1) and the cumulative injection time of the two injectors, the ECM can obtain the injection time ratio of the PFI injector.

[0083] It should be understood that, in the process of calculating the injection time ratio of the PFI injector, the cumulative injection time of the PFI injector is divided by the cumulative injection time of the GDI injector, rather than being divided by the sum of the cumulative injection times of the two injectors, because during the operation of the vehicle, the PFI injector and the GDI injector can work at the same time due to the influence of the engine operating conditions. In this case, the injection time of the PFI injector and the injection time of the GDI injector overlap. Therefore, the injection time ratio obtained by the above calculation method cannot accurately represent the length of time that the PFI injector works, resulting in errors in the calculation results.

[0084] For example, for the single injection time of the PFI injector, in the embodiment of the present application, the ECM can clear the single injection time of the PFI injector every time the vehicle is powered on. When the injection ratio of the PFI injector is not 0, the ECM can accumulate the single injection time and the cumulative injection time of the PFI injector. Therefore, as long as the PFI injector is in the working state, the ECM will accumulate the injection time of the PFI injector during this injection process to obtain the single injection time of the PFI injector.

[0085] Through the above process, the ECM can obtain the operating parameters of the PFI injector in order to further determine whether the PFI has been in an inactive state for a long time.

[0086] 202. Determine whether the first injector meets a preset control condition according to the operating parameters of the first injector.

[0087] After obtaining the operating parameters of the first injector, the ECM can determine whether the PFI injector has been in an inactive state for a long time, that is, whether the PFI injector meets the preset control condition.

[0088] When determining whether the PFI injector meets the preset control condition, the operating parameters of the PFI injector are specifically the injection ratio and the injection time ratio.

[0089] In a possible implementation, determining whether the first injector meets a preset control condition according to the operating parameters of the first injector includes:

[0090] determining whether the injection ratio is less than or equal to a preset injection ratio;

[0091] In the case that the fuel injection ratio is greater than the preset fuel injection ratio, if the single fuel injection duration is greater than the first preset duration, it is determined that the first fuel injector does not meet the preset control condition; in the case that the fuel injection ratio is greater than the preset fuel injection ratio, if the single fuel injection duration is less than or equal to the first preset duration, it is determined that the first fuel injector meets the preset control condition.

[0092] In the case that the fuel injection ratio is less than or equal to the preset fuel injection ratio, whether the first fuel injector meets the preset control condition is determined according to the cumulative fuel injection duration of the second fuel injector and the fuel injection duration ratio.

[0093] The second fuel injector is a GDI fuel injector in a dual-injection engine system.

[0094] After obtaining the fuel injection ratio of the PFI fuel injector, the ECM first determines whether the fuel injection ratio of the PFI fuel injector is less than or equal to the preset fuel injection ratio under the current engine operating condition. Optionally, the preset fuel injection ratio is 10%.

[0095] When the fuel injection ratio of the PFI fuel injector is greater than 10%, it indicates that the single fuel injection amount of the PFI fuel injector is relatively large under the current engine operating condition, but this does not mean the length of the fuel injection time of the PFI fuel injector. For example, the fuel injection ratio of the PFI fuel injector is 70%, but the fuel injection time is only a few seconds, which can still be considered as that the PFI fuel injector almost does not work. Therefore, the ECM needs to further combine the single fuel injection duration of the PFI fuel injector, compare the single fuel injection duration with the first preset duration, and determine whether the PFI fuel injector is in a long-time non-working state.

[0096] Optionally, the first preset duration is 30 min.

[0097] When the single fuel injection duration of the PFI fuel injector is greater than the first preset duration, it indicates that the PFI fuel injector is in a working state and the fuel injection time is relatively long, so the ECM determines that the PFI fuel injector is not in a long-time non-working state. When the single fuel injection duration of the PFI fuel injector is less than or equal to the first preset duration, it indicates that the PFI fuel injector is in a working state and the fuel injection time is very short, so the ECM can determine that the PFI fuel injector is almost in a long-time non-working state.

[0098] On the contrary, when the fuel injection ratio of the PFI fuel injector is less than or equal to 10%, it indicates that the fuel injection ratio of the GDI fuel injector is greater than or equal to 90% under the current engine operating condition. In other words, the PFI fuel injector almost does not work or works for a very short time under the current engine operating condition. In this case, the ECM can further determine whether the PFI fuel injector is in a long-time non-working state according to the fuel injection duration ratio of the PFI fuel injector and the cumulative fuel injection duration of the GDI fuel injector.

[0099] In the technical solution, the fuel injection ratio represents the proportion of the fuel injection amount required by the first fuel injector. When determining whether the first fuel injector meets the preset control condition, when the fuel injection ratio is greater than the preset fuel injection ratio, it indicates that the single fuel injection amount of the first fuel injector in the current fuel injection process is relatively large, but it cannot represent the length of the working time of the first fuel injector. In this case, the vehicle can further determine the length of the time of the current fuel injection of the first fuel injector according to the single fuel injection time, that is, the length of the single fuel injection time. When the single fuel injection time is greater than the first preset time, it indicates that the first fuel injector is in the fuel injection state and the fuel injection time is relatively long. Therefore, the vehicle determines that the first fuel injector does not meet the preset control condition. When the single fuel injection time is less than or equal to the first preset time, it indicates that the first fuel injector is in the fuel injection state but the duration is very short. Therefore, the vehicle determines that the first fuel injector meets the preset control condition. Conversely, if the fuel injection ratio of the first fuel injector is too small, it indicates that the first fuel injector hardly participates in the work in the engine fuel injection process. However, in this case, it can only be indicated that the working time of the first fuel injector in the current fuel injection process is relatively short, and it cannot represent whether the first fuel injector is truly not working for a long time. Therefore, the vehicle needs to further determine whether the first fuel injector meets the preset control condition in combination with the fuel injection time proportion of the first fuel injector and the cumulative fuel injection time of the second fuel injector. The above process can ensure that an accurate judgment result is obtained when determining whether the first fuel injector meets the preset control condition.

[0100] Specifically, the ECM determines whether the PFI fuel injector is in the non-working state for a long time according to the fuel injection time proportion of the PFI fuel injector and the cumulative fuel injection time of the GDI fuel injector, and the process is as follows.

[0101] In a possible implementation manner, the determination of whether the first fuel injector meets the preset control condition according to the cumulative fuel injection time and the fuel injection time proportion of the second fuel injector comprises the following steps.

[0102] In a case where the cumulative fuel injection time of the second fuel injector is greater than the second preset time and the fuel injection time proportion is less than or equal to the first preset proportion, it is determined that the first fuel injector meets the preset control condition.

[0103] In a case where the cumulative fuel injection time of the second fuel injector is less than or equal to the second preset time, or the fuel injection time proportion is greater than the first preset proportion, it is determined that the first fuel injector does not meet the preset control condition.

[0104] Optionally, the first preset proportion is 20%, and the second preset time is 600h.

[0105] For example, after obtaining the PFI injector injection time proportion by formula (1), if the cumulative injection time of the GDI injector is greater than 600 hours and the injection time proportion is less than or equal to 20%, it indicates that the PFI injector has little time to participate in the injection process in the history injection process. In this case, the PFI injector has a long time of non-working. Therefore, the ECM determines that the PFI injector meets the preset control condition. If the injection time proportion is greater than 20%, it indicates that the PFI injector has a long time to participate in the injection process. Therefore, the ECM determines that the PFI injector does not meet the preset control condition. Alternatively, if the cumulative injection time of the GDI injector does not exceed 600 hours, even if the injection time of the PFI injector is very small, it cannot be concluded that the PFI injector has a short time to participate in the injection process. Therefore, the ECM can determine that the PFI injector also does not meet the preset control condition.

[0106] In addition, in another mode, the ECM can also determine whether the PFI injector has a long time of working by the injection pulse width (i.e., the injection time of a single injection). Specifically, when the ECM obtains the injection pulse width of the PFI injector, if the injection pulse width is less than or equal to a preset pulse width, it indicates that the injection time of a single injection of the PFI injector is small. Similarly, in the case that the injection time of a single injection of the PFI injector is small, the ECM can further determine whether the PFI injector meets the preset control condition according to the injection time proportion of the PFI injector and the cumulative injection time of the GDI injector. The specific determination process is the same as the foregoing.

[0107] It should be understood that the injection pulse width only represents the injection time of the injector in a single injection process. During the vehicle driving process, the injection process of the injector can be intermittent, for example, injection once after a period of time. In this scenario, since the ECM accumulates the injection time of a single injection when the PFI injector injection proportion is not 0, the PFI injector will be in a short time of non-working state from the end of the last injection to the beginning of the next injection. Therefore, the injection time of a single injection of the PFI injector is 0 in this period of time, which obviously does not mean that the PFI injector is always in a non-working state. Therefore, there can be errors in determining whether the PFI injector is in a working state by the injection pulse width. Since the injection proportion is determined by the engine operating condition, under a certain engine operating condition, if the injection proportion of the PFI injector is not 0, it indicates that the PFI injector is in a working state regardless of whether the PFI injector is currently injecting.

[0108] Based on this, in order to obtain an accurate judgment result, in the case that the fuel injection pulse width is equal to 0, the ECM can determine whether the PFI fuel injector is in a working state in combination with the fuel injection ratio. Specifically, when the ECM detects that the fuel injection pulse width of the PFI fuel injector is equal to 0, it is further judged whether the fuel injection ratio of the PFI fuel injector is greater than a preset fuel injection ratio. When the fuel injection ratio of the PFI fuel injector is less than or equal to the preset fuel injection ratio, whether the PFI fuel injector satisfies a preset control condition is determined according to the fuel injection time length ratio of the PFI fuel injector and the cumulative fuel injection time length of the GDI fuel injector. On the contrary, when the fuel injection ratio of the PFI fuel injector is greater than the preset fuel injection ratio, the ECM determines that the PFI fuel injector does not satisfy the preset control condition.

[0109] Therefore, through the above process, the ECM can determine whether the PFI fuel injector satisfies the preset control condition.

[0110] 203. In the case that the first fuel injector satisfies the preset control condition, the first fuel injector is controlled to enter a forced fuel injection mode.

[0111] As can be known from the foregoing description, when the PFI fuel injector is not in a working state for a long time, there is a risk of carbon deposition or coking, which affects the safety during vehicle driving. Therefore, after the ECM determines that the PFI fuel injector satisfies the preset control condition, the PFI fuel injector can be controlled to enter the forced fuel injection mode, so that the PFI fuel injector participates in the fuel injection process.

[0112] It should be understood that, in the embodiments of the present application, the ECM controls the PFI fuel injector to enter the forced fuel injection mode, which does not mean that the GDI fuel injector stops working. That is, the PFI fuel injector entering the forced fuel injection mode does not affect the working of the GDI fuel injector.

[0113] After the PFI fuel injector is controlled to enter the forced fuel injection mode, the ECM can control the PFI fuel injector to perform fuel injection through the engine operating condition.

[0114] In a possible implementation manner, after the first fuel injector is controlled to enter the forced fuel injection mode, the method further includes:

[0115] An engine operating condition of the vehicle is obtained;

[0116] In the case that the engine operating condition is a first preset operating condition, the dual-fuel engine system is controlled to perform fuel injection through the first fuel injector, and a stop request is sent to a hybrid control unit of the vehicle;

[0117] In the case that the engine operating condition is not the first preset operating condition, a target fuel injection ratio of the first fuel injector is determined according to the engine operating condition, and the first fuel injector is controlled to perform fuel injection at the target fuel injection ratio.

[0118] After the PFI injector is currently in the forced injection mode, the ECM can acquire the current engine operating condition of the vehicle.

[0119] Optionally, the first preset operating condition is an idle operating condition or a cold start operating condition.

[0120] Based on the foregoing various engine operating conditions, when the engine operating condition is the idle operating condition or the cold start operating condition, the condition is the working condition of the PFI injector. Therefore, in this case, the ECM can control the dual-injection engine system to inject through the PFI injector. In addition, the ECM also needs to send a stop request to the hybrid control unit (HCU) of the vehicle, so that the HCU does not shut down the engine or the motor of the vehicle, and keeps the vehicle power system running.

[0121] It should be understood that when the engine operating condition is the idle operating condition or the cold start operating condition, the ECM controls the dual-injection engine system to inject through the PFI injector, which specifically means that when the engine operating condition is the idle operating condition or the cold start operating condition, regardless of whether the GDI injector is in a working state in the previous engine operating condition, the ECM controls the GDI injector to be closed, and only the PFI injector is used for injection. At this time, the injection ratio of the PFI injector is 100%.

[0122] When the engine operating condition is neither the idle operating condition nor the cold start operating condition, generally, the PFI injector and the GDI injector will participate in the injection process at the same time. In this case, in order to improve the working frequency and working time of the PFI injector, the ECM can determine the target injection ratio of the PFI injector in the current engine operating condition according to the specific engine operating condition, and control the PFI injector to inject at the target injection ratio.

[0123] In the above technical solution, after the PFI injector is controlled to enter the forced injection mode, if the engine operating condition of the vehicle is the idle operating condition or the cold start operating condition, the vehicle completely injects through the PFI injector. Since the idle operating condition and the cold start operating condition are the working conditions of the PFI injector, the above process can make the PFI injector achieve the maximum working efficiency when the engine is in the idle operating condition or the cold start operating condition, and effectively improve the working time of the PFI injector.

[0124] According to the different engine operating conditions, the determination process of the target injection ratio is as follows.

[0125] In one possible implementation manner, the target injection ratio of the first injector is determined according to the engine operating condition, including:

[0126] In a case where the engine operating condition is the second preset condition, a first fuel injection ratio of the first fuel injector corresponding to the second preset condition is obtained; and the first fuel injection ratio is increased based on a preset adjustment coefficient to obtain a target fuel injection ratio.

[0127] In a case where the engine operating condition is not the second preset condition, a second fuel injection ratio of the first fuel injector corresponding to the engine operating condition is obtained; and the second fuel injection ratio is determined as the target fuel injection ratio.

[0128] Optionally, the second preset condition is a partial load condition in the foregoing conditions, which is the most common engine operating condition in the vehicle running process.

[0129] In a case where the ECM determines that the current engine operating condition is the partial load condition through the speed comparison, the ECM can appropriately increase the fuel injection ratio of the PFI fuel injector in order to increase the fuel injection duration of the PFI fuel injector in the vehicle running process, since the condition is the most common engine operating condition in the vehicle running process.

[0130] Specifically, the partial load condition originally corresponds to a fuel injection ratio of the PFI fuel injector and a fuel injection ratio of the GDI fuel injector. The fuel injection ratio of the PFI fuel injector is the fuel injection ratio before adjustment, which is the first fuel injection ratio.

[0131] In the adjustment process, the ECM can increase the first fuel injection ratio based on a preset adjustment coefficient set in advance to obtain the target fuel injection ratio after adjustment.

[0132] For example, it is assumed that the original fuel injection ratio of the PFI fuel injector in the partial load condition is 30%. The preset adjustment coefficient is 1.5, and the target fuel injection ratio is 45%, and the fuel injection ratio of the GDI fuel injector decreases from 70% to 55%.

[0133] When the engine operating condition is not the partial load condition, since these conditions are not common conditions in the vehicle running process, the ECM controls the PFI fuel injector to perform fuel injection according to the original second fuel injection ratio of the PFI fuel injector in the current engine operating condition.

[0134] In the technical solution, when the engine operating condition is not the idling condition, the GDI injector can also participate in the fuel injection process. In this case, the vehicle further determines whether the engine operating condition is a second preset condition. The second preset condition is a partial load condition, which is the most common engine operating condition during vehicle driving. By increasing the original fuel injection ratio of the PDI injector under the partial load condition, the working frequency and working time of the PFI injector can be significantly improved, and the problem of long-term non-working of the PFI injector can be avoided. When the engine operating condition is not the partial load condition, since this condition occurs less frequently during vehicle driving, the vehicle controls the PFI injector to inject fuel according to the original fuel injection ratio of the PFI injector under the current engine operating condition.

[0135] In addition, after the ECM controls the PFI injector to enter the forced injection mode, the ECM can also determine whether to control the PFI injector to exit the forced injection mode in combination with the operating parameters of the PFI injector.

[0136] In a possible implementation, after the first injector is controlled to enter the forced injection mode, the method further includes:

[0137] determining, according to the operating parameters of the first injector, whether the first injector satisfies a preset exit condition corresponding to the forced injection mode;

[0138] controlling the first injector to exit the forced injection mode when the first injector satisfies the preset exit condition.

[0139] When determining whether the first injector satisfies the preset exit condition, the operating parameters include a single injection time, a cumulative injection time, and an injection time proportion.

[0140] Specifically, according to the operating parameters of the PFI injector, the process of determining whether to exit the forced injection mode is as follows.

[0141] In a possible implementation, determining, according to the operating parameters of the first injector, whether the first injector satisfies a preset exit condition corresponding to the forced injection mode includes:

[0142] determining that the first injector satisfies the preset exit condition when the single injection time is greater than a third preset time; or

[0143] determining that the first injector satisfies the preset exit condition when the cumulative injection time of the first injector is greater than a fourth preset time and the injection time proportion is greater than a second preset proportion.

[0144] Specifically, as known from the foregoing, the ECM will clear the single injection duration of the PFI injector each time the vehicle is powered on. Then, when the PFI injector enters the start time of the forced injection mode, the ECM will start a new round of continuous timing of the single injection duration, and will also continuously accumulate the cumulative injection duration of the PFI injector.

[0145] In one case, when the single injection duration of the PFI injector is greater than a third preset duration, indicating that the PFI injector participates in the injection for a relatively long time in the current injection process, the ECM determines that the PFI injector meets the preset exit condition. Optionally, the third preset duration is 1h.

[0146] In another case, when the cumulative injection duration of the PFI injector is greater than a fourth preset duration, and the injection duration ratio is greater than a second preset ratio, indicating that in the historical injection process of the PFI injector, not only the total injection duration of the PFI injector reaches a relatively long time, but also the injection ratio is relatively high, the ECM determines that the PFI injector meets the preset exit condition. Optionally, the second preset ratio is 60%, and the fourth preset duration is 800h.

[0147] In the above technical solution, after the PFI injector enters the forced injection mode, the vehicle can also control the PFI injector to exit the forced injection mode according to the single injection duration, the cumulative injection duration and the injection ratio in the actual working process of the PFI injector. The above process realizes intelligent control of the PFI injector, and can realize automatic switching of the injection mode of the PFI injector according to the state parameters of the PFI injector.

[0148] When the ECM determines that the PFI injector meets the preset exit condition, the PFI injector is controlled to exit the forced injection mode, and the PFI injector can return to the normal working mode. The normal working mode means that the ECM controls whether to start the PFI injector according to the engine operating condition, and for the engine operating condition in which the PFI injector needs to be started, the ECM controls the PFI injector to inject according to the original injection ratio of the PFI injector under the condition.

[0149] In summary, the method for controlling an oil injector provided in the embodiments of the present application determines whether the first oil injector meets a preset control condition by the operating parameter of the first oil injector during the operation of the engine of the vehicle. Here, the first oil injector is a PFI oil injector, and whether the PFI oil injector meets the preset control condition is whether the PFI oil injector has not been in the working state for a long time. When the vehicle determines that the PFI oil injector has not been in the working state for a long time, the PFI oil injector is controlled to enter the forced oil injection mode. The above process can automatically trigger the PFI oil injector to work when the PFI oil injector has not been in the working state for a long time, thereby avoiding that the PFI oil injector is idle for a long time. Therefore, the scheme of the present application has the effects of improving the working frequency of the PFI oil injector, avoiding the carbon deposition or coking caused by the long-time non-working of the PFI oil injector, ensuring the safety of the vehicle during the driving process, reducing the risk of vehicle vibration or engine stall, and improving the service life of the PFI oil injector

[0150] In order to facilitate the understanding of the scheme of the embodiments of the present application, the following describes the scheme of the embodiments of the present application by taking a method for controlling an oil injector as an example. Figure 3 The overall process of the embodiments of the present application is introduced.

[0151] Figure 3 FIG. 3 is a schematic flowchart of another method for controlling an oil injector provided in the embodiments of the present application.

[0152] For example, as shown in FIG. 3, the method 300 includes the following steps. Figure 3

[0153] 301, during the operation of the engine of the vehicle, an operating parameter of the first oil injector is acquired, and the operating parameter is used to represent the operating state of the first oil injector.

[0154] 302, whether the first oil injector meets a preset control condition is determined according to the operating parameter of the first oil injector.

[0155] When the first oil injector does not meet the preset control condition, step 303 is performed.

[0156] When the first oil injector meets the preset control condition, step 304 is performed.

[0157] 303, the flow ends.

[0158] 304, in the case where the first oil injector meets the preset control condition, the first oil injector is controlled to enter a forced oil injection mode.

[0159] 305, the operating condition of the engine of the vehicle is acquired, and whether the engine operating condition is a first preset condition is determined.

[0160] When the engine operating condition is the first preset condition, step 306 is performed.

[0161] ​When the engine operating condition is not the first preset condition, 307 is performed.

[0162] 306. When the engine operating condition is the first preset condition, the dual-injection engine system is controlled to inject fuel through the first injector, and a stop request is sent to a hybrid control unit of the vehicle.

[0163] 307. When the engine operating condition is not the first preset condition, it is determined whether the engine operating condition is a second preset condition.

[0164] When the engine operating condition is the second preset condition, 308 is performed.

[0165] When the engine operating condition is not the second preset condition, 309 is performed.

[0166] 308. When the engine operating condition is the second preset condition, a first injection ratio of the first injector corresponding to the second preset condition is obtained, and the first injection ratio is increased based on a preset adjustment coefficient to obtain the target injection ratio.

[0167] 309. When the engine operating condition is not the second preset condition, a second injection ratio of the first injector corresponding to the engine operating condition is obtained, and the second injection ratio is determined as the target injection ratio.

[0168] 310. The first injector is controlled to inject fuel at the target injection ratio.

[0169] 311. According to the operating parameters of the first injector, it is determined whether the first injector satisfies a preset exit condition corresponding to the forced injection mode.

[0170] When the first injector satisfies the preset exit condition, 312 is performed.

[0171] When the first injector does not satisfy the preset exit condition, 313 is performed.

[0172] 312. When the first injector satisfies the preset exit condition, the first injector is controlled to exit the forced injection mode.

[0173] 313. When the first injector does not satisfy the preset exit condition, the first injector is controlled to continue in the forced injection mode.

[0174] Figure 4 is a structural schematic diagram of an injector control device provided by an embodiment of the present application. It should be understood that the device is applied to a dual-injection engine system, and the dual-injection engine system includes a first injector.

[0175] As shown in Figure 4 The apparatus 400 comprises:

[0176] The parameter acquisition module 401 is configured to acquire an operation parameter of the first fuel injector during operation of an engine of the vehicle, the operation parameter being used to indicate an operation state of the first fuel injector.

[0177] The condition determination module 402 is configured to determine whether the first fuel injector satisfies a preset control condition according to the operation parameter of the first fuel injector.

[0178] The mode control module 403 is configured to control the first fuel injector to enter a forced fuel injection mode in a case where the first fuel injector satisfies the preset control condition.

[0179] In a possible implementation, the dual-injection engine system further comprises a second fuel injector, the operation parameter comprises a fuel injection ratio, a single-injection time length, a cumulative fuel injection time length, and a fuel injection time length ratio, the fuel injection time length ratio being a ratio of the cumulative fuel injection time length of the first fuel injector to a cumulative fuel injection time length of the second fuel injector, and the condition determination module 402 is specifically configured to: determine whether the fuel injection ratio is less than or equal to a preset fuel injection ratio; in a case where the fuel injection ratio is greater than the preset fuel injection ratio, if the single-injection time length is greater than a first preset time length, determine that the first fuel injector does not satisfy the preset control condition; in a case where the fuel injection ratio is greater than the preset fuel injection ratio, if the single-injection time length is less than or equal to the first preset time length, determine that the first fuel injector satisfies the preset control condition; and in a case where the fuel injection ratio is less than or equal to the preset fuel injection ratio, determine whether the first fuel injector satisfies the preset control condition according to the cumulative fuel injection time length of the second fuel injector and the fuel injection time length ratio.

[0180] In a possible implementation, the condition determination module 402 is further configured to: in a case where the cumulative fuel injection time length of the second fuel injector is greater than a first preset time length and the fuel injection time length ratio is less than or equal to a second preset ratio, determine that the first fuel injector satisfies the preset control condition; and in a case where the cumulative fuel injection time length of the second fuel injector is less than or equal to the second preset time length, or the fuel injection time length ratio is greater than the first preset ratio, determine that the first fuel injector does not satisfy the preset control condition.

[0181] Optionally, after controlling the first injector to enter the forced injection mode, the device further includes: an injection control module, used to acquire the engine operating conditions of the vehicle; when the engine operating conditions are a first preset condition, control the dual-injection engine system to inject fuel through the first injector, and send a shutdown prohibition request to the hybrid power control unit of the vehicle; when the engine operating conditions are not the first preset condition, determine the target injection ratio of the first injector according to the engine operating conditions; and control the first injector to inject fuel at the target injection ratio.

[0182] In one possible implementation, the fuel injection control module is specifically used to: when the engine operating condition is a second preset condition, obtain the first fuel injection ratio of the first injector corresponding to the second preset condition; increase the first fuel injection ratio based on a preset adjustment coefficient to obtain the target fuel injection ratio; when the engine operating condition is not the second preset condition, obtain the second fuel injection ratio of the first injector corresponding to the engine operating condition; and determine the second fuel injection ratio as the target fuel injection ratio.

[0183] Optionally, after the first injector is controlled to enter the forced injection mode, the device further includes: a mode exit module, used to determine whether the first injector meets the preset exit condition corresponding to the forced injection mode based on the operating parameters of the first injector; and if the first injector meets the preset exit condition, control the first injector to exit the forced injection mode.

[0184] In one possible implementation, the dual-injection engine system further includes a second injector. The operating parameters include single injection duration, cumulative injection duration, and injection duration percentage. The injection duration percentage is the ratio of the cumulative injection duration of the first injector to the cumulative injection duration of the second injector. The mode exit module is specifically used to: determine that the first injector meets the preset exit condition when the single injection duration is greater than a third preset duration; or, determine that the first injector meets the preset exit condition when the cumulative injection duration is greater than a fourth preset duration and the injection duration percentage is greater than a second preset percentage.

[0185] Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0186] For example, such as Figure 5 As shown, the vehicle 500 includes a memory 501 and a processor 502. The memory 501 stores executable program code 5011, and the processor 502 is used to call and execute the executable program code 5011 to perform an injector control method.

[0187] In addition, the embodiment of the present application also protects a device, which can include a memory and a processor, wherein the memory stores executable program code, and the processor is configured to invoke and execute the executable program code to perform the fuel injector control method provided by the embodiment of the present application.

[0188] The embodiment can divide the device into functional modules according to the method examples described above. For example, each functional module can be provided, or two or more functions can be integrated into one processing module. The integrated module can be implemented in the form of hardware. It should be noted that the division of the modules in the embodiment is illustrative, and is only a logical function division. In actual implementation, another division mode can be used.

[0189] When each functional module is divided according to each function, the device can further include a parameter acquisition module, a condition judgment module, a mode control module, and the like. It should be noted that all related contents of each step involved in the method embodiment can be referred to the function description of the corresponding functional module, and will not be repeated here.

[0190] It should be understood that the device provided by the embodiment is used to perform the fuel injector control method described above, and thus the same effect as the implementation method described above can be achieved.

[0191] When the integrated unit is used, the device can include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the actions of the vehicle. The storage module can be used to support the vehicle to execute related program codes and the like.

[0192] The processing module can be a processor or a controller, which can implement or execute various exemplary logical blocks, modules and circuits shown in combination with the disclosure of the present application. The processor can also be a combination of computing functions, such as one or more microprocessor combinations, a combination of digital signal processing (DSP) and microprocessor, and the like. The storage module can be a memory.

[0193] In addition, the device provided by the embodiment of the present application can be a chip, a component or a module. The chip can include a connected processor and a memory. The memory is used to store instructions, and when the processor invokes and executes the instructions, the chip can perform the fuel injector control method provided by the above embodiment.

[0194] The embodiment also provides a computer readable storage medium, which stores computer program code. When the computer program code runs on the computer, the computer can execute the related method steps to implement the fuel injector control method provided by the above embodiment.

[0195] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement the injector control method provided in the above embodiment.

[0196] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0197] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned 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.

[0198] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0199] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A fuel injector control method, characterized in that, The method is applied to a dual-injection engine system, the dual-injection engine system including a first injector, and the method includes: During the operation of the vehicle's engine, the operating parameters of the first fuel injector are acquired, and the operating parameters are used to represent the operating status of the first fuel injector; Based on the operating parameters of the first injector, determine whether the first injector meets the preset control conditions; When the first injector meets the preset control conditions, the first injector is controlled to enter the forced injection mode.

2. The method according to claim 1, characterized in that, The dual-injection engine system further includes a second injector. The operating parameters include injection ratio, single injection duration, cumulative injection duration, and injection duration percentage. The injection duration percentage is the ratio of the cumulative injection duration of the first injector to the cumulative injection duration of the second injector. Determining whether the first injector meets preset control conditions based on its operating parameters includes: Determine whether the fuel injection ratio is less than or equal to the preset fuel injection ratio; If the fuel injection ratio is greater than the preset fuel injection ratio, and the duration of a single fuel injection is greater than the first preset duration, it is determined that the first fuel injector does not meet the preset control condition; if the fuel injection ratio is greater than the preset fuel injection ratio, and the duration of a single fuel injection is less than or equal to the first preset duration, it is determined that the first fuel injector meets the preset control condition. If the injection ratio is less than or equal to the preset injection ratio, it is determined whether the first injector meets the preset control conditions based on the cumulative injection duration of the second injector and the injection duration percentage.

3. The method according to claim 2, characterized in that, The step of determining whether the first injector meets the preset control conditions based on the cumulative injection duration of the second injector and the percentage of injection duration includes: If the cumulative injection duration of the second injector is greater than the second preset duration, and the proportion of the injection duration is less than or equal to the first preset proportion, then the first injector is determined to meet the preset control conditions. If the cumulative injection duration of the second injector is less than or equal to the second preset duration, or if the proportion of the injection duration is greater than the first preset proportion, it is determined that the first injector does not meet the preset control conditions.

4. The method according to claim 1, characterized in that, After controlling the first injector to enter the forced injection mode, the method further includes: Obtain the engine operating conditions of the vehicle; When the engine is operating under the first preset condition, the dual-injection engine system is controlled to inject fuel through the first injector, and a shutdown prohibition request is sent to the vehicle's hybrid power control unit. If the engine operating condition is not the first preset condition, the target injection ratio of the first injector is determined according to the engine operating condition; and the first injector is controlled to inject fuel at the target injection ratio.

5. The method according to claim 4, characterized in that, Determining the target injection ratio of the first injector based on the engine operating conditions includes: When the engine is operating under a second preset condition, the first injection ratio of the first injector corresponding to the second preset condition is obtained; based on a preset adjustment coefficient, the first injection ratio is increased to obtain the target injection ratio. When the engine operating condition is not the second preset operating condition, the second injection ratio of the first injector corresponding to the engine operating condition is obtained; and the second injection ratio is determined as the target injection ratio.

6. The method according to claim 1, characterized in that, After controlling the first injector to enter the forced injection mode, the method further includes: Based on the operating parameters of the first injector, determine whether the first injector meets the preset exit condition corresponding to the forced injection mode; If the first injector meets the preset exit condition, control the first injector to exit the forced injection mode.

7. The method according to claim 6, characterized in that, The dual-injection engine system further includes a second injector. The operating parameters include single injection duration, cumulative injection duration, and injection duration percentage. The injection duration percentage is the ratio of the cumulative injection duration of the first injector to the cumulative injection duration of the second injector. Determining whether the first injector meets the preset exit condition corresponding to the forced injection mode based on the operating parameters of the first injector includes: If the duration of a single fuel injection exceeds a third preset duration, it is determined that the first fuel injector meets the preset exit condition; or... If the cumulative injection duration of the first injector is greater than the fourth preset duration, and the proportion of the injection duration is greater than the second preset proportion, then the first injector is determined to meet the preset exit condition.

8. A fuel injector control device, characterized in that, The device is applied to a dual-injection engine system, the dual-injection engine system including a first injector, and the device includes: The parameter acquisition module is used to acquire the operating parameters of the first injector during the operation of the vehicle's engine, and the operating parameters are used to represent the operating status of the first injector. The condition judgment module is used to determine whether the first injector meets the preset control conditions based on the operating parameters of the first injector. The mode control module is used to control the first injector to enter the forced injection mode when the first injector meets the preset control conditions.

9. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1 to 7.

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