A fuel injector control method, control device, vehicle, and storage medium.

Abstract

This application provides a fuel injector control method, control device, vehicle, and storage medium. The method, applied in the field of power control, includes: acquiring operating parameters of a first fuel injector during vehicle engine operation, the operating parameters representing the operating state of the first fuel injector; determining whether the first fuel injector meets preset control conditions based on the operating parameters; and controlling the first fuel injector to enter a forced injection mode if the preset control conditions are met. This method can increase the operating frequency of the PFI (Power Injector Fitting) fuel injector, prevent the PFI fuel injector from remaining inactive for extended periods, reduce the risk of carbon buildup or coking in the PFI fuel injector, and extend the service life of the PFI fuel injector.

Description

Technical Field

[0001] This application relates to the field of power control, and more specifically, to an injector control method, control device, vehicle, and storage medium in the field of power control. Background Technology

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

[0003] As vehicles are a source of exhaust pollution, vehicle manufacturers are increasing their efforts to produce and promote new energy vehicles in order to reduce the environmental impact of exhaust emissions. Hybrid Electric Vehicles (HEVs) are a typical example of such new energy vehicles.

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

[0005] Due to limitations in the operating conditions of PFI injectors, their service life is shorter compared to GDI injectors. Furthermore, since the electric motor in hybrid vehicles can also provide driving force, the service life of PFI injectors is further shortened.

[0006] When PFI injectors are not used for a long time, carbon deposits or coking may occur, resulting in inaccurate injection volume of the PFI injectors, affecting the normal operation of the vehicle, and causing vehicle vibration or stalling.

[0007] Therefore, how to prevent PFI injectors from not operating for extended periods has become an urgent problem to be solved. Summary of the Invention

[0008] This application provides an injector control method, control device, vehicle, and storage medium. The method can increase the operating frequency of the PFI injector, avoid the PFI injector from not working for a long time, reduce the risk of carbon buildup or coking in the PFI injector, and extend the service life of the PFI injector.

[0009] In a first aspect, a fuel injector control method is provided, which is applied to a dual-injection engine system, the dual-injection engine system including a first fuel injector. The method includes: during the operation of the vehicle's engine, acquiring operating parameters of the first fuel injector, the operating parameters being used to represent the operating state of the first fuel injector; determining, based on the operating parameters of the first fuel injector, whether the first fuel injector meets preset control conditions; and, if the first fuel injector meets the preset control conditions, controlling the first fuel injector to enter a forced injection mode.

[0010] The above technical solution proposes an injector control method. During vehicle engine operation, the operating parameters of the first injector are used to determine whether the first injector meets preset control conditions. Here, the first injector is the PFI injector, and whether the PFI injector meets the preset control conditions is determined by whether the PFI injector has been idle for an extended period. When the vehicle determines that the PFI injector has been idle for a long time, it controls the PFI injector to enter a forced injection mode. This process can automatically trigger the PFI injector to operate when it has been idle for an extended period, avoiding prolonged idle time. Therefore, the solution of this application achieves the following effects: it increases the operating frequency of the PFI injector, avoids carbon buildup or coking caused by prolonged inactivity of the PFI injector, ensures vehicle safety during driving, reduces the risk of vehicle vibration or stalling, and also extends the service life of the PFI injector.

[0011] In conjunction with the first aspect, in some possible implementations, the dual-injection engine system further includes a second injector. The operating parameters include an injection ratio, a single injection duration, a cumulative injection duration, and an 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: determining whether the injection ratio is less than or equal to a preset injection ratio; if the single injection duration is greater than the preset injection ratio, and the injection ratio is greater than the preset injection ratio, determining that the first injector does not meet the preset control conditions; if the single injection duration is less than or equal to the preset injection duration, and the injection ratio is greater than the preset injection ratio, determining that the first injector meets the preset control conditions; and if the injection ratio is less than or equal to the preset injection ratio, determining whether the first injector meets the preset control conditions based on the cumulative injection duration of the second injector and the injection duration percentage.

[0012] In the above technical solution, the injection ratio represents the proportion of fuel to be injected by the first injector. When determining whether the first injector meets the preset control conditions, if the injection ratio is greater than the preset injection ratio, it indicates that the first injector is injecting a large amount of fuel in a single injection during this injection process, but this does not necessarily indicate the duration of the first injector's operation. In this case, the vehicle can further determine the duration of the first injector's injection based on the duration of this injection process, i.e., the duration of a single injection. If the duration of a single injection is greater than the first preset duration, it indicates that the first injector is in the injection state and the injection time is relatively long. Therefore, the vehicle determines that the first injector does not meet the preset control conditions. If the duration of a single injection is less than or equal to the first preset duration, it indicates that although the first injector is in the injection state, the duration is very short. Therefore, the vehicle determines that the first injector meets the preset control conditions. Conversely, if the injection ratio of the first injector is too small, it indicates that the first injector is hardly involved in the engine's fuel injection process. However, this only indicates that the first injector operated for a shorter period during this injection process, not that it was actually idle for an extended period. Therefore, the vehicle needs to further consider the proportion of the first injector's injection time to the total injection time of the second injector to determine whether the first injector meets the preset control conditions. This process ensures an accurate judgment when determining whether the first injector meets the preset control conditions.

[0013] In conjunction with the first aspect and the above-described implementation methods, in some possible implementation methods, determining whether the first injector meets the preset control condition based on the cumulative injection duration and the percentage of the injection duration of the second injector includes: determining that the first injector meets the preset control condition when the cumulative injection duration of the second injector is greater than the second preset duration and the percentage of the injection duration is less than or equal to the first preset percentage; and determining that the first injector does not meet the preset control condition when the cumulative injection duration of the second injector is less than or equal to the second preset duration, or when the percentage of the injection duration is greater than the first preset percentage.

[0014] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, after controlling the first injector to enter the forced injection mode, the method further includes: acquiring the engine operating condition of the vehicle; if the engine operating condition is a first preset condition, controlling the dual-injection engine system to inject fuel through the first injector and sending a shutdown prohibition request to the hybrid power control unit of the vehicle; if the engine operating condition is not the first preset condition, determining the target injection ratio of the first injector according to the engine operating condition; and controlling the first injector to inject fuel at the target injection ratio.

[0015] In the above technical solution, the first preset operating condition is either idling or cold start. After controlling the PFI injector to enter the forced injection mode, if the vehicle engine is operating in idling or cold start condition, the vehicle will inject fuel entirely through the PFI injector. Since idling and cold start are the operating conditions for the PFI injector, the above process can maximize the efficiency of the PFI injector when the engine is idling or cold start, effectively increasing the working time of the PFI injector.

[0016] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, determining the target injection ratio of the first injector based on the engine operating condition includes: when the engine operating condition is a second preset operating condition, obtaining the first injection ratio of the first injector corresponding to the second preset operating condition; increasing the first injection ratio based on a preset adjustment coefficient to obtain the target injection ratio; when the engine operating condition is not the second preset operating condition, obtaining the second injection ratio of the first injector corresponding to the engine operating condition; and determining the second injection ratio as the target injection ratio.

[0017] In the above technical solution, when the engine operating condition is not idling, the GDI injector may also participate in the 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 operation. Increasing the original injection ratio of the PDI injector under partial load conditions can significantly increase the operating frequency and duration of the PFI injector, avoiding the problem of the PFI injector not working for extended periods. When the engine operating condition is not a partial load condition, since this condition occurs less frequently during vehicle operation, the vehicle simply controls the PFI injector to inject fuel according to its original injection ratio under the current engine operating condition.

[0018] In combination with the first aspect and the above implementation methods, in some possible implementation methods, after controlling the first injector to enter the forced injection mode, the method further includes: 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; and controlling the first injector to exit the forced injection mode if the first injector meets the preset exit condition.

[0019] In conjunction with the first aspect and the above-described implementation methods, in some possible implementation methods, 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: determining that the first injector meets the preset exit condition when the single injection duration is greater than a third preset duration; or, determining 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.

[0020] In the above technical solution, after controlling the PFI injector to enter the forced injection mode, the vehicle can also control the PFI injector to exit the forced injection mode based on the single injection duration, cumulative injection duration, and injection ratio during the actual operation of the PFI injector. This process achieves intelligent control of the PFI injector, enabling automatic switching of the PFI injector's injection mode based on its status parameters.

[0021] Secondly, an injector control device is provided, which is applied to a dual-injection engine system. The dual-injection engine system includes a first injector. The device includes: a parameter acquisition module, used to acquire operating parameters of the first injector during engine operation of a vehicle, the operating parameters being used to indicate the operating state of the first injector; a condition judgment module, used to determine whether the first injector meets preset control conditions based on the operating parameters of the first injector; and a mode control module, used to control the first injector to enter a forced injection mode when the first injector meets the preset control conditions.

[0022] In conjunction with the second aspect, in some possible implementations, the dual-injection engine system further includes a second injector. The operating parameters include an injection ratio, a single injection duration, a cumulative injection duration, and an 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. Specifically, the condition judgment module is used to: determine whether the injection ratio is less than or equal to a preset injection ratio; if the single injection duration is greater than the preset injection ratio, and the injection ratio is greater than the preset injection ratio, determine that the first injector does not meet the preset control condition; if the single injection duration is less than or equal to the preset injection duration, and the injection ratio is greater than the preset injection ratio, determine that the first injector meets the preset control condition; and if the injection ratio is less than or equal to the preset injection ratio, determine whether the first injector meets the preset control condition based on the cumulative injection duration of the second injector and the injection duration percentage.

[0023] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the condition judgment module is further used to: determine that the first injector meets the preset control condition when 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; and determine that the first injector does not meet the preset control condition when the cumulative injection duration of the second injector is less than or equal to the second preset duration, or when the proportion of the injection duration is greater than the first preset proportion.

[0024] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, after the first injector is controlled 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 operating conditions, 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 operating conditions, 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.

[0025] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the fuel injection control module is specifically used to: when the engine operating condition is a second preset operating condition, obtain the first fuel injection ratio of the first injector corresponding to the second preset operating 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 operating 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.

[0026] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, 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 when the first injector meets the preset exit condition, control the first injector to exit the forced injection mode.

[0027] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, 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.

[0028] Thirdly, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the methods described in the first aspect or any possible implementation thereof.

[0029] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0030] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0031] Figure 1 This is a schematic diagram of the structure of an ECM provided in an embodiment of this application;

[0032] Figure 2 This is a schematic flowchart of an injector control method provided in an embodiment of this application;

[0033] Figure 3 This is a schematic flowchart of another injector control method provided in the embodiments of this application;

[0034] Figure 4 This is a schematic diagram of the structure of an injector control device provided in an embodiment of this application;

[0035] Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0036] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to 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 technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0038] Before introducing the solutions of the embodiments of this application, the technical terms that may be involved in the embodiments of this application will be explained first.

[0039] Dual Injection System Engine: An engine that combines PFI and GDI injection technologies.

[0040] PFI (Pre-Injection Fuel) technology refers to fuel being injected into the intake manifold, mixed with air, and then entering the cylinder. GDI (Gas-Injection Die) technology refers to fuel being injected directly into the cylinder, where it mixes with air.

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

[0042] Carbon deposits: refer to carbonaceous substances formed by fuel deposits inside and around the fuel injector, usually caused by impurities in the fuel or incomplete combustion.

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

[0044] The application scenarios of the embodiments of this application are described below.

[0045] With the increasing severity of global environmental problems and the growing environmental awareness of the public, vehicle exhaust pollution has become a major concern. To reduce the environmental impact of exhaust fumes, new energy vehicles have become the preferred choice for car buyers.

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

[0047] In one possible implementation, for hybrid vehicles equipped with engines featuring a dual-injection system, the vehicle is equipped with both PFI injectors and GDI injectors to meet the fuel injection requirements of the hybrid vehicle under different operating conditions.

[0048] PFI injectors are typically installed in the intake manifold, near the intake valves, to inject fuel into the intake manifold during the intake stroke, where it mixes with air before entering the cylinder. GDI injectors are installed on the cylinder head and are used to inject fuel directly into the cylinder during the compression or intake stroke, where it mixes with air inside the cylinder.

[0049] PFI injectors typically operate in areas or conditions with stringent emission standards, such as idling or cold start conditions. They provide a more uniform air-fuel mixture, which helps reduce particulate emissions and improve vehicle stability during idling.

[0050] GDI injectors are mainly used under other operating conditions, especially high load and high speed conditions, where they can provide higher power output and better fuel economy, while reducing particulate emissions.

[0051] Due to limitations in the operating conditions of PFI injectors, their service life is shorter compared to GDI injectors. Furthermore, since the electric motor in hybrid vehicles can also provide driving force, the service life of PFI injectors is further shortened.

[0052] When PFI fuel injectors are not used for extended periods, carbon deposits or coking may occur, leading to inaccurate injection rates. Furthermore, coking can alter the injector's injection angle, causing uneven fuel distribution into the intake manifold, affecting the uniformity of the air-fuel mixture, resulting in uneven combustion, unstable engine operation, and vehicle vibration. Severe carbon deposits and coking can also cause partial or complete blockage of the injector orifices, preventing proper fuel injection. In this case, the cylinders cannot function properly, leading to misfiring, further exacerbating vehicle vibration, and in severe cases, the engine may stall due to lack of fuel.

[0053] Based on the above problems, this application provides an injector control method that can increase the operating frequency of PFI injectors, avoid PFI injectors from not working for a long time, reduce the risk of carbon buildup or coking in PFI injectors, and extend the service life of PFI injectors.

[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] After receiving the above-mentioned mode switching command, the mode switching unit 103 responds to the command by controlling the PFI injector to enter the forced injection mode, so that the dual injection system engine injects fuel through the PFI injector.

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

[0062] Thus, through the cooperation between the different units mentioned above, the ECM100 can force the PFI injector to work when it has been idle for a long time, thereby increasing the service life of the PFI injector, avoiding carbon buildup or coking caused by prolonged inactivity, ensuring the normal operation of the vehicle, and extending the service life of the PFI injector.

[0063] The method flow of the embodiments of this application is described in detail below.

[0064] Figure 2 This is a schematic flowchart of an injector control method provided in an embodiment of this application.

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

[0066] 201. During the operation of the vehicle's engine, the operating parameters of the first injector are acquired. The operating parameters are used to represent the operating status of the first injector.

[0067] In this embodiment of the application, in order to avoid the PFI injector from not working for a long time, the operating parameters of the PFI injector can be obtained in real time during vehicle operation to determine whether the PFI injector has not worked for a long time.

[0068] The first injector is the PFI injector. The operating parameters of the PFI injector are used to indicate its operating status.

[0069] Optionally, in this embodiment, the operating parameters of the PFI injector include the injection ratio, injection duration percentage, single injection duration, and cumulative injection duration.

[0070] The injection ratio refers to the proportion of fuel that the PFI injector needs to inject in a single injection cycle to the total amount of fuel to be injected. For example, if the total amount of fuel to be injected in a certain injection cycle is 100mg and the PFI injector's injection ratio is 30%, then the PFI injector needs to inject 30mg of fuel.

[0071] For example, the injection ratio for PFI and GDI injectors is determined by the engine operating conditions. The injection ratios of the two types of injectors differ under different engine operating conditions. In this embodiment, the injection ratios of the PFI and GDI injectors under each engine operating condition can be pre-stored.

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

[0073] Optionally, engine operating conditions include idling, partial load, full load, cold start, warm-up, deceleration / coasting, acceleration, constant speed, and emissions test conditions. The engine speed varies depending on the operating condition.

[0074] It should be understood that when the above-mentioned ECM determines the current engine operating condition of the vehicle, it can obtain the engine speed through the speed sensor, and then compare it with the speed under different engine operating conditions to determine the current engine operating condition of the vehicle.

[0075] For example, the ECM (Electronic Control Scale) can be calculated using the cumulative injection duration of the PFI (Polymer Injector) and GDI (Gas-Injector) injectors, specifically as the ratio of the cumulative injection duration of the PFI injector to that of the GDI injector. The process of obtaining the cumulative injection duration for both types of injectors will be described below.

[0076] During vehicle operation, the ECM counts and accumulates the injection duration of each injector during each injection cycle, storing the cumulative injection duration. Based on this, the ECM can directly obtain the cumulative injection duration of the PFI injector and the GDI injector during historical injection cycles.

[0077] After obtaining the cumulative injection duration of the two types of injectors, the ECM can calculate the injection duration percentage of the PFI injector.

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

[0079]

[0080] In formula (1):

[0081] α: Percentage of injection time for PFI injectors.

[0082] Therefore, by using 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 the reason why the calculation of the injection duration percentage of the PFI injector uses the quotient of the cumulative injection duration of the PFI injector and the cumulative injection duration of the GDI injector, rather than the quotient of the cumulative injection duration of the PFI injector and the sum of the cumulative injection durations of both injectors, is that during vehicle operation, due to the influence of engine operating conditions, the PFI injector and the GDI injector can work simultaneously. In this case, the injection durations of the PFI injector and the GDI injector overlap. Therefore, the injection duration percentage obtained by the above calculation method cannot accurately represent the working time of the PFI injector, leading to potential errors in the calculation results.

[0084] For example, regarding the single injection duration of the PFI injector, in this embodiment, the ECM can reset the single injection duration of the PFI injector to 0 each time the vehicle is powered on. When the injection ratio of the PFI injector is not 0, the ECM can accumulate the single injection duration and the cumulative injection duration of the PFI injector. Therefore, as long as the PFI injector is in operation, the ECM will accumulate the injection duration of the PFI injector during this injection process to obtain the single injection duration of the PFI injector.

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

[0086] 202. Based on the operating parameters of the first injector, determine whether the first injector meets the preset control conditions.

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

[0088] When determining whether a PFI injector meets the preset control conditions, the specific operating parameters of the PFI injector are the injection ratio and the injection duration percentage.

[0089] In one possible implementation, determining whether the first injector meets preset control conditions based on its operating parameters includes:

[0090] Determine whether the fuel injection ratio is less than or equal to the preset fuel injection ratio;

[0091] 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 conditions; 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 conditions.

[0092] If the injection ratio is less than or equal to the preset injection ratio, the first injector is determined to meet the preset control conditions based on the cumulative injection duration and injection duration ratio of the second injector.

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

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

[0095] When the injection ratio of a PFI injector is greater than 10%, it indicates that the PFI injector is injecting a relatively large amount of fuel per injection under the current engine operating conditions. However, this does not necessarily reflect the length of the PFI injector's injection time. For example, if the PFI injector's injection ratio is 70% but the injection time is only a few seconds, it can still be approximated that the PFI injector is hardly engaged. Therefore, the ECM needs to further consider the single injection duration of the PFI, comparing it with a first preset duration to determine whether the PFI injector has been in an inactive state for an extended period.

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

[0097] When the single injection duration of the PFI is longer than the first preset duration, it indicates that the PFI injector is in operation and the injection time is relatively long. Therefore, the ECM determines that the PFI injector has not been idle for an extended period. When the single injection duration of the PFI is less than or equal to the first preset duration, it indicates that the PFI injector is in operation and the injection time is very short. Therefore, the ECM can determine that the PFI injector has been idle for almost an extended period.

[0098] Conversely, when the injection ratio of the PFI injector is less than or equal to 10%, it indicates that under the current engine operating conditions, the injection ratio of the GDI injector is greater than or equal to 90%. In other words, under the current engine operating conditions, the PFI injector is almost not working or is working for a very short time. In this case, the ECM can further determine whether the PFI injector has been inactive for an extended period based on the injection duration percentage of the PFI injector and the cumulative injection duration of the GDI injector.

[0099] In the above technical solution, the injection ratio represents the proportion of fuel to be injected by the first injector. When determining whether the first injector meets the preset control conditions, if the injection ratio is greater than the preset injection ratio, it indicates that the first injector is injecting a large amount of fuel in a single injection during this injection process, but this does not necessarily indicate the duration of the first injector's operation. In this case, the vehicle can further determine the duration of the first injector's injection based on the duration of this injection process, i.e., the duration of a single injection. If the duration of a single injection is greater than the first preset duration, it indicates that the first injector is in the injection state and the injection time is relatively long. Therefore, the vehicle determines that the first injector does not meet the preset control conditions. If the duration of a single injection is less than or equal to the first preset duration, it indicates that although the first injector is in the injection state, the duration is very short. Therefore, the vehicle determines that the first injector meets the preset control conditions. Conversely, if the injection ratio of the first injector is too small, it indicates that the first injector is hardly involved in the engine's fuel injection process. However, this only indicates that the first injector operated for a shorter period during this injection process, not that it was actually idle for an extended period. Therefore, the vehicle needs to further consider the proportion of the first injector's injection time to the total injection time of the second injector to determine whether the first injector meets the preset control conditions. This process ensures an accurate judgment when determining whether the first injector meets the preset control conditions.

[0100] Specifically, the ECM determines whether the PFI injector has been inactive for an extended period of time based on the proportion of injection time of the PFI injector and the cumulative injection time of the GDI injector, as follows.

[0101] In one possible implementation, determining whether the first injector meets preset control conditions based on the cumulative injection duration and injection duration percentage of the second injector includes:

[0102] If the cumulative injection duration of the second injector is greater than the second preset duration and the proportion of injection duration is less than or equal to the first preset proportion, the first injector is determined to meet the preset control conditions.

[0103] If the cumulative injection duration of the second injector is less than or equal to the second preset duration, or if the proportion of injection duration is greater than the first preset proportion, it is determined that the first injector does not meet the preset control conditions.

[0104] Optionally, the first preset has a percentage of 20%, and the second preset has a duration of 600 hours.

[0105] For example, after obtaining the injection duration percentage of the PFI injector using formula (1), if the cumulative injection duration of the GDI injector is greater than 600 hours and the injection duration percentage is less than or equal to 20%, it indicates that the PFI injector participated in the injection process for a very short time during the historical injection process. In this case, the PFI injector has been inactive for a long time. Therefore, the ECM determines that the PFI injector meets the preset control conditions. If the injection duration percentage is greater than 20%, it indicates that the PFI injector participated in the injection process for a long time. Therefore, the ECM determines that the PFI injector does not meet the preset control conditions. Alternatively, if the cumulative injection duration of the GDI injector does not exceed 600 hours, even if the injection duration of the PFI injector is very small, it cannot be concluded that the PFI injector participated in the injection process for a very short time. Therefore, the ECM can determine that the PFI injector also does not meet the preset control conditions.

[0106] In another approach, the ECM can also determine whether the PFI injector has been inactive for an extended period by measuring the injection pulse width (i.e., the duration of a single injection). Specifically, when the ECM detects that the PFI injector's injection pulse width is less than or equal to a preset pulse width, it indicates that the current single injection duration of the PFI injector is short. Similarly, when the single injection duration of the PFI injector is short, the ECM can further determine whether the PFI injector meets preset control conditions based on the proportion of the PFI injector's injection duration and the cumulative injection duration of the GDI injector. The specific judgment process is the same as described above.

[0107] It should be understood that the injection pulse width only represents the injection duration of the injector in a single injection cycle. During vehicle operation, the injection process may be intermittent, such as injecting once every so often. In this scenario, because the ECM accumulates the single injection duration when the PFI injector's injection ratio is not zero, the PFI injector will be briefly inactive between the end of one injection and the start of the next. Therefore, during this period, the single injection duration of the PFI injector is zero, which does not mean that the PFI injector is continuously inactive. Thus, determining whether the PFI injector is active based on the injection pulse width may be inaccurate. However, since the injection ratio is determined by the engine operating conditions, under a given engine operating condition, if the PFI injector's injection ratio is not zero, it indicates that the PFI injector is active, regardless of whether it is currently injecting fuel.

[0108] Based on this, in order to obtain accurate judgment results, the ECM can determine whether the PFI injector is in working state by combining the injection ratio when the injection pulse width is equal to 0. Specifically, when the ECM detects that the injection pulse width of the PFI injector is equal to 0, it further determines whether the injection ratio of the PFI injector is greater than a preset injection ratio. When the injection ratio of the PFI injector is less than or equal to the preset injection ratio, it determines whether the PFI injector meets the preset control conditions based on the injection duration ratio of the PFI injector and the cumulative injection duration of the GDI injector. Conversely, when the injection ratio of the PFI injector is greater than the preset injection ratio, the ECM determines that the PFI injector does not meet the preset control conditions.

[0109] Therefore, through the above process, the ECM can determine whether the PFI injector meets the preset control conditions.

[0110] 203. When the first injector meets the preset control conditions, control the first injector to enter the forced injection mode.

[0111] As described above, when PFI injectors are not in operation for an extended period, there is a risk of carbon buildup or coking, which can affect vehicle safety during operation. Therefore, when the ECM determines that the PFI injector meets preset control conditions, it can control the PFI injector to enter forced injection mode, thereby enabling the PFI injector to participate in the injection process.

[0112] It should be understood that in the embodiments of this application, the ECM controlling the PFI injector to enter the forced injection mode does not mean that the GDI injector stops working. In other words, the PFI injector entering the forced injection mode does not affect the operation of the GDI injector.

[0113] After the PFI injector is put into forced injection mode, the ECM can control the PFI injector to inject fuel according to the engine operating conditions.

[0114] In one possible implementation, after controlling the first injector to enter the forced injection mode, the method further includes:

[0115] Obtain the engine operating conditions of the vehicle;

[0116] 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.

[0117] 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.

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

[0119] Optionally, the first preset operating condition is either idling or cold start.

[0120] Based on the aforementioned engine operating conditions, when the engine is operating under idling or cold start conditions, this is the operating condition for the PFI injectors. Therefore, in this situation, the ECM can control the dual-injection engine system to inject fuel through the PFI injectors. Furthermore, the ECM needs to send a shutdown prohibition request to the vehicle's Hybrid Control Unit (HCU) to prevent the HCU from shutting down the vehicle's engine or electric motor, thus maintaining the operation of the vehicle's powertrain.

[0121] It should be understood that when the engine is operating at idle or in a cold start condition, the ECM controls the dual-injection engine system to inject fuel through the PFI injector. Specifically, when the engine is operating at idle or in a cold start condition, regardless of whether the GDI injector was active in the previous engine operating condition, the ECM controls the GDI injector to close, and only injects fuel through the PFI injector. At this time, the PFI injector's injection ratio is 100%.

[0122] When the engine is operating in a condition that is neither idling nor cold start, the PFI injector and GDI injector will generally participate in the injection process simultaneously. In this case, in order to increase the operating frequency and duration of the PFI injector, the ECM can determine the target injection ratio of the PFI injector under the current engine operating conditions according to the specific engine operating conditions, and control the PFI injector to inject fuel 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 vehicle engine is operating at idle or in a cold start condition, the vehicle will inject fuel entirely through the PFI injector. Since idle and cold start conditions are the operating conditions for the PFI injector, the above process can maximize the efficiency of the PFI injector when the engine is idling or in a cold start condition, effectively increasing the working time of the PFI injector.

[0124] The process for determining the target fuel injection ratio varies depending on the engine's operating conditions, as follows.

[0125] In one possible implementation, determining the target injection ratio of the first injector based on the engine operating conditions includes:

[0126] When the engine is operating under the second preset condition, the first injection ratio of the first injector corresponding to the second preset condition is obtained; based on the preset adjustment coefficient, the first injection ratio is increased to obtain the target injection ratio.

[0127] If the engine operating condition is not the second preset condition, obtain the second injection ratio of the first injector corresponding to the engine operating condition; determine the second injection ratio as the target injection ratio.

[0128] Optionally, the second preset operating condition is the partial load operating condition mentioned above, which is the most common operating condition of the engine during vehicle operation.

[0129] When the ECM determines that the current engine operating condition is a partial load condition through speed comparison, since this is the most common operating condition of the engine during vehicle operation, the ECM can appropriately increase the injection ratio of the PFI injector in order to increase the injection duration of the PFI injector during vehicle operation.

[0130] Specifically, under partial load conditions, there are originally two injection ratios corresponding to PFI injectors and GDI injectors. The PFI injector injection ratio is the original, unadjusted injection ratio, which is the first injection ratio.

[0131] During the adjustment process, the ECM can increase the first injection ratio based on a preset adjustment coefficient to obtain the adjusted target injection ratio.

[0132] For example, suppose that under partial load conditions, the original injection ratio of the PFI injector is 30%. With a preset adjustment factor of 1.5, the target injection ratio is 45%, and the corresponding injection ratio of the GDI injector decreases from 70% to 55%.

[0133] When the engine is not operating under partial load conditions, since these are not common operating conditions during vehicle operation, the ECM controls the PFI injectors to inject fuel according to the original second injection ratio of the PFI injectors under the current engine operating conditions.

[0134] In the above technical solution, when the engine operating condition is not idling, the GDI injector may also participate in the 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 operation. Increasing the original injection ratio of the PDI injector under partial load conditions can significantly increase the operating frequency and duration of the PFI injector, avoiding the problem of the PFI injector not working for extended periods. When the engine operating condition is not a partial load condition, since this condition occurs less frequently during vehicle operation, the vehicle simply controls the PFI injector to inject fuel according to its original injection ratio under the current engine operating condition.

[0135] In addition, after controlling 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 by combining the operating parameters of the PFI injector.

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

[0137] Based on the operating parameters of the first injector, determine whether the first injector meets the preset exit conditions corresponding to the forced injection mode;

[0138] When the first injector meets the preset exit conditions, control the first injector to exit the forced injection mode.

[0139] When determining whether the first injector meets the preset exit conditions, the operating parameters include single injection duration, cumulative injection duration, and injection duration percentage.

[0140] The specific process for determining whether to exit the forced injection mode based on the operating parameters of the PFI injector is as follows.

[0141] In one possible implementation, based on the operating parameters of the first injector, it is determined whether the first injector meets the preset exit condition corresponding to the forced injection mode, including:

[0142] If the duration of a single fuel injection exceeds a third preset duration, the first fuel injector is determined to meet the preset exit condition; or...

[0143] If the cumulative injection duration of the first injector is greater than the fourth preset duration and the proportion of injection duration is greater than the second preset proportion, the first injector is determined to meet the preset exit condition.

[0144] Specifically, as mentioned above, each time the vehicle is powered on, the ECM resets the single injection duration of the PFI injector to zero. Therefore, at the start of the forced injection mode, the ECM begins a new round of continuous timing for the single injection duration, while simultaneously accumulating the total injection duration of the PFI injector.

[0145] In one scenario, if the injection duration of a single PFI injector exceeds a third preset duration, it indicates that the PFI injector is involved in injection for a longer period during the current injection process, and the ECM determines that the PFI injector meets the preset exit condition. Optionally, the third preset duration is 1 hour.

[0146] In another scenario, if the cumulative injection duration of the PFI injector exceeds the fourth preset duration and its injection duration percentage is greater than the second preset percentage, it indicates that during the historical injection process, the PFI injector not only had a relatively long total injection duration but also a high injection percentage. The ECM then determines that the PFI injector meets the preset exit conditions. Optionally, the second preset percentage is 60%, and the fourth preset duration is 800 hours.

[0147] In the above technical solution, after controlling the PFI injector to enter the forced injection mode, the vehicle can also control the PFI injector to exit the forced injection mode based on the single injection duration, cumulative injection duration, and injection ratio during the actual operation of the PFI injector. This process achieves intelligent control of the PFI injector, enabling automatic switching of the PFI injector's injection mode based on its status parameters.

[0148] When the ECM determines that the PFI injector meets the preset exit conditions, it controls the PFI injector to exit the forced injection mode and return it to normal operating mode. Normal operating mode refers to the ECM controlling whether to activate the PFI injector based on engine operating conditions. For engine operating conditions requiring PFI injector activation, the ECM controls the PFI injector to inject fuel according to its original injection ratio under those conditions.

[0149] In summary, the injector control method proposed in this application determines whether the first injector meets preset control conditions based on its operating parameters during vehicle engine operation. Here, the first injector is the PFI injector, and whether the PFI injector meets the preset control conditions is determined by whether it has been idle for an extended period. When the vehicle determines that the PFI injector has been idle for a long time, it controls the PFI injector to enter a forced injection mode. This process automatically triggers the PFI injector to operate when it has been idle for an extended period, preventing prolonged idle time. Therefore, the solution of this application achieves the following effects: it increases the operating frequency of the PFI injector, avoids carbon buildup or coking caused by prolonged inactivity, ensures vehicle safety during driving, reduces the risk of vehicle vibration or stalling, and also extends the service life of the PFI injector.

[0150] To facilitate understanding of the solutions in the embodiments of this application, the following is provided: Figure 3 The overall process of the embodiments of this application will be described.

[0151] Figure 3 This is a schematic flowchart of another injector control method provided in the embodiments of this application.

[0152] For example, such as Figure 3 As shown, the method 300 includes:

[0153] 301. During the operation of the vehicle's engine, the operating parameters of the first injector are acquired, and the operating parameters are used to represent the operating status of the first injector.

[0154] 302. Based on the operating parameters of the first injector, determine whether the first injector meets the preset control conditions.

[0155] If the first injector does not meet the preset control conditions, enter step 303;

[0156] When the first injector meets the preset control conditions, proceed to step 304.

[0157] 303, process ended.

[0158] 304. When the first injector meets the preset control conditions, control the first injector to enter the forced injection mode.

[0159] 305, Obtain the engine operating condition of the vehicle and determine whether the engine operating condition is the first preset condition.

[0160] When the engine is operating under the first preset condition, execute 306;

[0161] If the engine operating condition is not the first preset condition, execute 307.

[0162] 306, when the engine is operating under the first preset condition, control the dual-injection engine system to inject fuel through the first injector and send a shutdown prohibition request to the vehicle's hybrid power control unit.

[0163] 307. If the engine operating condition is not the first preset condition, determine whether the engine operating condition is the second preset condition.

[0164] If the engine is operating under the second preset condition, execute 308;

[0165] If the engine operating condition is not the second preset condition, execute 309.

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

[0167] 309. If the engine operating condition is not the second preset operating condition, obtain the second injection ratio of the first injector corresponding to the engine operating condition; determine the second injection ratio as the target injection ratio.

[0168] 310, control the first injector to inject fuel at the target injection ratio.

[0169] 311. 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.

[0170] When the first injector meets the preset exit conditions, execute 312;

[0171] If the first injector does not meet the preset exit conditions, execute 313.

[0172] 312, When the first injector meets the preset exit condition, control the first injector to exit the forced injection mode.

[0173] 313. If the first injector does not meet the preset exit conditions, control the first injector to continue in the forced injection mode.

[0174] Figure 4 This is a schematic diagram of an injector control device provided in an embodiment of this application. It should be understood that this device is applied to a dual-injection engine system, which includes a first injector.

[0175] For example, such as Figure 4 As shown, the device 400 includes:

[0176] The parameter acquisition module 401 is used to acquire the operating parameters of the first injector during the operation of the vehicle's engine. The operating parameters are used to represent the operating status of the first injector.

[0177] The condition judgment module 402 is used to determine whether the first injector meets the preset control conditions based on the operating parameters of the first injector.

[0178] The mode control module 403 is used to control the first injector to enter the forced injection mode when the first injector meets the preset control conditions.

[0179] In one possible implementation, 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. The condition judgment module 402 is specifically used to: determine whether the injection ratio is less than or equal to a preset injection ratio; if the single injection duration is greater than the preset injection ratio, and the injection ratio is greater than the preset injection ratio, determine that the first injector does not meet the preset control condition; if the single injection duration is less than or equal to the preset injection duration, and the injection ratio is greater than the preset injection ratio, determine that the first injector meets the preset control condition; if the injection ratio is less than or equal to the preset injection ratio, determine whether the first injector meets the preset control condition based on the cumulative injection duration of the second injector and the injection duration percentage.

[0180] In one possible implementation, the condition judgment module 402 is further configured to: determine that the first injector meets the preset control condition when the cumulative injection duration of the second injector is greater than the first preset duration and the proportion of the injection duration is less than or equal to the second preset proportion; and determine that the first injector does not meet the preset control condition when the cumulative injection duration of the second injector is less than or equal to the second preset duration, or when the proportion of the injection duration is greater than the first preset proportion.

[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] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform an injector control method provided in embodiments of this application.

[0188] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0189] When each functional module is divided according to its corresponding function, the device may also include a parameter acquisition module, a condition judgment module, and a mode control module. It should be noted that all relevant content regarding the steps involved in the above method embodiments can be referenced from the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0190] It should be understood that the device provided in this embodiment is used to execute the above-described injector control method, and therefore can achieve the same effect as the above-described implementation method.

[0191] When using an integrated unit, the device may 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 vehicle's movements. The storage module can be used to support the vehicle in executing relevant program code.

[0192] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0193] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute the injector control method provided in the above embodiments.

[0194] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement the injector control method provided in 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, the first injector being a PFI injector, the method comprising: 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. The dual-injection engine system further includes a second injector, which is a GDI 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, determine whether the first fuel injector meets the preset control conditions based on the comparison result of the single fuel injection duration and the first preset duration. If the injection ratio is less than or equal to the preset injection ratio, the first injector is determined to meet the preset control conditions based on the comparison result of the cumulative injection duration of the second injector and the second preset duration, and / or the comparison result of the injection duration ratio and the first preset ratio.

2. The method according to claim 1, characterized in that, The step of determining whether the first injector meets the preset control conditions based on the comparison result of the single injection duration and the first preset duration includes: If the duration of a single fuel injection is longer than the first preset duration, it is determined that the first fuel injector does not meet the preset control conditions. If 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 conditions.

3. The method according to claim 1, characterized in that, The step of determining whether the first injector meets the preset control condition based on the comparison result of the cumulative injection duration of the second injector and the second preset duration, and / or the comparison result of the injection duration percentage and the first preset percentage, 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 condition. 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 hybrid power control unit of the vehicle. The first preset condition is either idling or cold start. 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, wherein the second preset condition is a partial load condition. 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 step of 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, the first injector being a PFI injector, the device comprising: 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. The dual-injection engine system further includes a second injector, which is a GDI 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. The condition judgment module is specifically used for: 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, determine whether the first fuel injector meets the preset control conditions based on the comparison result of the single fuel injection duration and the first preset duration. If the injection ratio is less than or equal to the preset injection ratio, the first injector is determined to meet the preset control conditions based on the comparison result of the cumulative injection duration of the second injector and the second preset duration, and / or the comparison result of the injection duration ratio and the first preset ratio.

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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