Engine control method, electronic equipment and vehicle

Abstract

The invention provides an engine control method, electronic equipment and a vehicle, and the method comprises the steps that in response to an engine entering a starting stage, the number of fuel injection times executed by the engine currently is determined; target fuel injection parameters are determined based on the executed fuel injection times, the current rotating speed of the engine and the current cooling liquid temperature; and controlling the engine to execute fuel injection operation based on the target fuel injection parameter. According to the engine control method, the electronic equipment and the vehicle, precise control of the engine starting stage is achieved, and the starting stability and the driving experience are effectively improved.

Description

Technical Field

[0001] This application relates to the field of engine control technology, and in particular to an engine control method, electronic equipment, and vehicle. Background Technology

[0002] Existing engines suffer from problems such as low control precision and noticeable vibration during start-up, affecting start-up stability, driving comfort, and overall experience. Summary of the Invention

[0003] In view of this, the purpose of this application is to provide an engine control method, electronic equipment and vehicle to improve the control accuracy of the engine during the start-up phase.

[0004] To achieve the above objectives, this application provides an engine control method, comprising:

[0005] In response to the engine entering the start-up phase, determine the number of fuel injections that the engine has already performed; Based on the number of fuel injections already performed, the current engine speed, and the current coolant temperature, the target fuel injection parameters are determined. The engine is controlled to perform fuel injection operations based on the target fuel injection parameters.

[0006] Optionally, determining the target fuel injection parameters based on the number of fuel injections already performed, the current engine speed, and the current coolant temperature includes: Determine the basic fuel injection parameters based on the engine's current speed and current coolant temperature; Based on the number of fuel injections already performed, determine the correction factor; The target fuel injection parameters are determined based on the correction coefficient and the basic fuel injection parameters.

[0007] Optionally, the basic fuel injection parameters include a basic injection pressure, the target fuel injection parameters include a target injection pressure, and the correction coefficient includes a first coefficient; The process of determining a correction coefficient based on the number of fuel injections already performed, and determining the target fuel injection parameters based on the correction coefficient and the base fuel injection parameters, includes: Based on a preset first relationship and the number of fuel injections already performed, a first coefficient is determined to reduce the base injection pressure. The target injection pressure is determined based on the first coefficient and the base injection pressure. The first coefficient is positively correlated with the number of fuel injections that have been performed.

[0008] Optionally, the basic fuel injection parameters further include a basic pre-injection quantity, the target fuel injection parameters further include a target pre-injection quantity, the correction coefficient further includes a second coefficient, and the method further includes: The second coefficient is determined based on the preset second relationship and the number of fuel injections that have already been performed; The target pre-injection amount is determined based on the second coefficient and the basic pre-injection amount.

[0009] Optionally, the basic fuel injection parameters also include a basic main injection quantity, the target fuel injection parameters also include a target main injection quantity, the correction coefficient also includes a third coefficient, and the method further includes: The third coefficient is determined based on the preset third relationship and the number of fuel injections that have already been performed; The target main injection quantity is determined based on the third coefficient and the basic main injection quantity.

[0010] Optionally, before determining the number of fuel injections that the engine has already performed, the method further includes: In response to the current coolant temperature being greater than a preset temperature threshold and the ambient air pressure being less than a preset air pressure threshold, the number of fuel injections that the engine has performed is determined.

[0011] Optionally, determining the correction coefficient based on the number of fuel injections already performed includes: A correction factor is determined based on the number of fuel injections already performed and the current coolant temperature; Alternatively, a correction factor may be determined based on the number of fuel injections already performed and the ambient air pressure of the vehicle. Alternatively, a correction factor may be determined based on the number of fuel injections already performed, the current coolant temperature, and the ambient air pressure of the vehicle.

[0012] Optionally, it also includes: In response to the engine transitioning from the start-up phase to the operation phase, the required fuel injection parameters are determined based on the actual engine load. Based on the required fuel injection parameters, the engine is controlled to perform fuel injection operations.

[0013] Based on the same inventive concept, this disclosure also provides an engine control device, including: The response module is used to determine the number of fuel injections that the engine has performed in response to the engine entering the start-up phase. The parameter correction module is used to determine the target fuel injection parameters based on the number of fuel injections already performed, the current engine speed, and the current coolant temperature. The first execution module is used to control the engine to perform fuel injection operations based on the target fuel injection parameters.

[0014] Based on the same inventive concept, this disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and running on the processor, wherein the processor executes the program to implement an engine control method as described above.

[0015] Based on the same inventive concept, this disclosure also provides a non-transitory computer-readable storage medium that stores computer instructions for causing a computer to execute an engine control method as described above.

[0016] Based on the same inventive concept, this disclosure also provides a computer program product, including computer program instructions, which, when executed on a computer, cause the computer to perform an engine control method as described above.

[0017] Based on the same inventive concept, this disclosure also provides a vehicle that includes an engine, the engine including the electronic equipment as described above.

[0018] As can be seen from the above, the engine control method, electronic equipment, and vehicle provided in this application, during the engine start-up phase, determine the number of fuel injections already performed by the engine and incorporate this number into the process of confirming the target fuel injection parameters. This allows the injection parameters to be cyclically updated and adjusted sequentially as the engine starts. Therefore, injection control during the start-up phase no longer relies on a one-time setting of fixed parameters. Instead, it utilizes the start-up progress reflected by the number of injections, combining the number of fuel injections already performed, the current engine speed, and the current coolant temperature to determine the target fuel injection parameters that match the current phase. Through this sequential correction method driven by the number of injections, the injection control intensity and rhythm can dynamically match as the start-up process progresses, reducing the risk of overshoot and vibration amplification caused by injection mismatch in the early stages of start-up. This alleviates the problem of noticeable vibration at the moment of vehicle start-up, improving driving comfort and overall experience. Simultaneously, it maintains the continuity of combustion establishment and speed increase, thereby achieving precise control of the engine start-up process and effectively improving start-up stability. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a schematic diagram of an engine control method according to an embodiment of this application; Figure 2 This is a schematic diagram of an engine control device according to an embodiment of this application; Figure 3 This is a schematic diagram of an electronic device according to an embodiment of this application. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0022] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0023] With the rapid development of the manufacturing industry and the continuous improvement of people's living standards, automobiles have become an important tool for daily travel and are gradually taking on more functional and experiential needs, such as comfort, quietness, intelligence, and personalization. Users' requirements for vehicle start-stop smoothness, power response, and ride experience are also increasing. The vehicle engine is the core power unit of a vehicle, typically composed of an intake system, a cylinder system, and a fuel supply and injection system. When the engine is working, the intake system provides air to the cylinders and regulates the intake state. The cylinder system completes the intake, compression, combustion, and exhaust processes within the working cycle. The fuel injection system injects fuel into the cylinders at set times, mixes with air, and burns to release energy, thereby driving the piston to rotate the crankshaft and output torque, enabling the vehicle to start, accelerate, and continue driving.

[0024] The engine operation process can generally be divided into two typical stages: the cranking stage and the running stage. The cranking stage refers to the period before the engine combustion has achieved stable, self-sustaining operation, with the starter motor driving the crankshaft. During this stage, the engine speed is low and fluctuates significantly, and combustion is in a state of establishment or instability. Control strategies typically focus on ensuring a high start-up success rate, emphasizing injection establishment and critical threshold determination, while also considering factors such as low-temperature startability, emissions, and noise. The running stage refers to the state where the engine, after reaching self-sustaining operation conditions, can operate stably without relying on the starter motor. During this stage, the engine speed enters and remains in the idle speed range and above, combustion tends to stabilize, and the control strategy gradually switches to the normal operating framework, aiming for stable torque and speed, and optimized fuel consumption and emissions. This involves executing corresponding closed-loop control and routine diagnostic and protection logic.

[0025] The applicant discovered that the engine speed is low and fluctuates significantly during the start-up phase. The combustion process changes rapidly from initial establishment to stabilization, requiring more precise timing and parameter matching for injection and combustion control. Therefore, the start-up phase is more difficult to control and relies more heavily on control precision. The start-up phase exhibits distinct stage differences. For example, during the initial combustion establishment, the cylinder temperature, residual gas, and mixture formation conditions are still unfavorable or unstable. However, after several combustion cycles, the cylinder thermal state and combustion establishment conditions improve significantly, and combustion stability and energy demand change accordingly. If fuel injection parameters are determined solely based on the current engine speed and coolant temperature, these parameters cannot directly reflect the start-up progress and the aforementioned stage changes. This can easily lead to insufficient matching between injection parameters and the actual combustion state, resulting in inadequate control precision during the start-up phase. Consequently, this may cause increased speed fluctuations, noticeable torque pulsation, and significant engine vibration during the start-up phase. At the same time, the vibration of the engine will be further transmitted to the body and transmission system, which will increase the vibration of the steering wheel, seats, pedals and other parts, increase the noise inside the car, and produce a noticeable impact or resonance when the vehicle starts, thus affecting the driving comfort and overall experience.

[0026] In view of this, this application provides an engine control method, which is executed by an engine control module (ECM) or by another controller independent of the engine control module, without limitation. For the sake of convenience in the following description, unless otherwise specified, the method is described using the engine control module (ECM) as an example.

[0027] like Figure 1 As shown, the method includes: S101. In response to the engine entering the starting phase, determine the number of fuel injections that the engine has performed so far. Specifically, the ECM responds to the user's start command by executing start control to put the engine into the start phase (CRANK phase). The start command can be acquired and generated by devices such as the ignition switch, push-button start, body control, and vehicle controller, and sent as a start request signal to the ECM via the vehicle network. Upon receiving the start request, the ECM outputs a start control signal to drive the starter relay or motor controller, causing the starter or motor to begin rotating the engine crankshaft. Simultaneously, the ECM acquires start-related status information, such as the starter relay engagement status, starter drive status, and battery voltage, to confirm that the engine start-up chain has been established.

[0028] During the crankshaft rotation driven by the starter motor or electric motor, the ECM calculates engine speed and crankshaft angle information based on the crankshaft position signal collected by the crankshaft position sensor. It further combines this with the camshaft position signal collected by the camshaft position sensor to perform cylinder identification, determining which cylinder's working cycle the engine is currently in and its phase relationship. After cylinder identification is complete, the ECM further sets the engine state to the starting phase according to preset conditions. These preset conditions may include: engine speed exceeding a preset minimum starting speed threshold for a preset time, and synchronized and valid crankshaft / camshaft signals. Once the starter motor or electric motor has started, cylinder identification is complete, and the preset conditions are met, the ECM determines that the engine has entered the starting phase and sets the engine state to the starting phase.

[0029] After the engine enters the start-up phase, the ECM counts the number of fuel injections that the engine has performed. One complete fuel injection corresponds to one working cycle (also known as one combustion cycle) of the engine. Taking a four-stroke engine as an example, a working cycle typically includes the intake stroke, compression stroke, power stroke (combustion expansion stroke), and exhaust stroke. Fuel injection usually occurs within a predetermined crankshaft angle range from the end of the compression stroke to the beginning of the power stroke to form a combustible mixture and achieve combustion and power. When a multi-stage injection strategy is used, the fuel injection in a working cycle includes at least one pre-injection and one main injection. The pre-injection and main injection together constitute the injection event in that working cycle. When the ECM detects that the multi-stage injection corresponding to the working cycle has been completed (for example, the end of the main injection drive pulse is used as a completion marker), it increments the injection count value by one, thus counting the injection process in that working cycle as one injection.

[0030] S102. Based on the number of fuel injections already performed, the current engine speed, and the current coolant temperature, determine the target fuel injection parameters; Specifically, the ECM acquires the crankshaft position signal from the crankshaft position sensor and calculates the current engine speed based on this signal. It also acquires the current coolant temperature using a coolant temperature sensor. The number of fuel injections already performed is recorded by an injection counter within the ECM. This counter can be stored in the ECM's memory and is updated by the ECM after each fuel injection cycle. The count value increments after each fuel injection cycle.

[0031] During engine operation, fuel injection is performed repeatedly in a cyclical manner. Each time a fuel injection cycle begins, the ECM re-acquires information for calculating the target fuel injection parameters, including the current engine speed obtained and calculated from the crankshaft position sensor, the current coolant temperature collected from the coolant temperature sensor, and the number of fuel injections already performed read from the injection counter. Based on the current engine speed, current coolant temperature, and the number of fuel injections already performed (i.e., the current value of the injection counter), the ECM determines the corresponding target fuel injection parameters.

[0032] Furthermore, the target fuel injection parameters may include parameters such as injection pressure, injection quantity, and injection pulse width. Injection pressure parameters can be common rail system rail pressure setpoints, reference values, etc., used to characterize the injection pressure level. When a multi-stage injection strategy is adopted, the target fuel injection parameters may further include parameter sets corresponding to each injection stage, such as pre-injection parameters and main injection parameters. Pre-injection parameters may include pre-injection quantity and pre-injection pulse width; main injection parameters may include main injection quantity and main injection pulse width; simultaneously, the target fuel injection parameters may also include inter-stage parameters of multi-stage injection, such as the injection interval between pre-injection and main injection, and the stage allocation ratio, to achieve coordinated control of multi-stage injection.

[0033] S103. Control the engine to perform fuel injection operation based on the target fuel injection parameters.

[0034] Specifically, a vehicle engine typically includes an intake system, a cylinder system, and a fuel injection system. The intake system supplies air to the cylinders and regulates the intake airflow. The cylinder system includes the cylinder block, cylinder head, and piston-connecting rod mechanism. During a fuel injection process, the ECM generates injection control commands based on the target fuel injection parameters and sends these commands to the fuel injection system. Upon receiving the injection control commands, the fuel injection system executes them to inject fuel into the cylinders, where it mixes with the air and burns, thus completing the fuel injection operation.

[0035] When the engine is not started, a stable and continuous combustion process has not yet formed in the cylinder. The starting speed is low and fluctuates significantly, and the temperature, residual gas, and mixture formation conditions in each cylinder are also changing rapidly. To allow injection control to gradually adjust along with the start-up process, the number of injections is used as a direct indicator of the start-up progress. This is used to determine the transition from combustion establishment to combustion stabilization and then to self-sustaining operation, thereby driving the injection parameters to be adjusted sequentially. For example, if the number of fuel injections is 0, it means that the first round of effective injection and combustion establishment has not yet been completed. The temperature and turbulence conditions in the cylinder are weak, and fuel atomization and ignition are more sensitive. If the injection pressure is too high, it can easily lead to a rapid rise in cylinder pressure, resulting in significant torque shock and vibration in the early stages of start-up. At the same time, if the setting is too low, problems such as difficulty in ignition, drop in speed, and prolonged start-up may occur. As the number of injections increases to 1, 2 or more, the engine has gone through several rounds of injection and combustion processes. Some cylinders have completed their initial combustion and begun to form a continuous combustion trend. The temperature inside the cylinder gradually rises, the repeatability of combustion increases, and the situation inside the cylinder changes significantly.

[0036] In this application, based on steps S101-S103, during the engine start-up phase, the number of fuel injections already performed by the engine is determined, and this number is incorporated into the confirmation process of the target fuel injection parameters. This allows the injection parameters to be cyclically updated and adjusted sequentially as the engine starts. Therefore, injection control during the start-up phase no longer relies on a one-time setting of fixed parameters. Instead, it utilizes the start-up progress reflected by the number of injections, combining the number of fuel injections already performed, the current engine speed, and the current coolant temperature to determine the target fuel injection parameters that match the current phase. Through this sequential correction method driven by the number of injections, the injection control intensity and rhythm can dynamically match as the start-up process progresses, reducing the risk of overshoot and vibration amplification caused by injection mismatch in the early stages of start-up. This alleviates the problem of noticeable vibration at the moment of vehicle start-up, improving driving comfort and overall experience. Simultaneously, it maintains the continuity of combustion establishment and speed increase, thereby achieving precise control of the engine start-up process and effectively improving start-up stability.

[0037] A correction factor for the fuel injection parameters can be determined using the number of fuel injections already performed, and then the final target fuel injection parameters can be obtained based on the correction factor. In some embodiments, determining the target fuel injection parameters based on the number of fuel injections already performed, the current engine speed, and the current coolant temperature includes: S201. Determine the basic fuel injection parameters based on the current engine speed and current coolant temperature; Specifically, after obtaining the current engine speed and coolant temperature, the ECM uses these as indexes to retrieve the corresponding basic fuel injection parameters from a pre-calibrated first mapping table (MAP) stored in the ECM. If necessary, interpolation calculations are performed on the table entries to obtain the basic injection parameters for the current operating condition. The first mapping table can be obtained through engine bench testing. Under engine bench testing conditions, the engine is tested and calibrated at preset operating points such as engine speed and coolant temperature to determine the basic fuel injection parameters corresponding to each operating point. The calibration results for each operating point are organized to form a correspondence between input parameters and injection parameters, and stored as a two-dimensional or multi-dimensional mapping table, thus obtaining the first mapping table, which the ECM can look up and call during operation based on the current engine speed and coolant temperature.

[0038] S202. Determine the correction coefficient based on the number of fuel injections already performed; Specifically, the ECM reads the current count of the injection counter to obtain the number of fuel injections that the engine has performed, and determines the correction coefficient used to correct the basic fuel injection parameters based on the number of fuel injections. The correction coefficient is updated as the number of fuel injections changes, thereby being used to successively correct the injection parameters during the engine start-up phase.

[0039] S203. Based on the correction coefficient and the basic fuel injection parameters, determine the target fuel injection parameters.

[0040] Specifically, ECM can weight the base fuel injection parameters to obtain the target fuel injection parameters, for example, by multiplying the correction factor by the base fuel injection parameters.

[0041] In this embodiment, the correction coefficient is determined by the number of fuel injections already performed, and the correction coefficient is updated as the number of fuel injections changes. Then, the basic fuel injection parameters are corrected using the correction coefficient. This allows the target fuel injection parameters corresponding to each fuel injection to be dynamically updated as the starting process progresses, thereby achieving fine adjustment of fuel injection control during the starting phase. This ensures that the engine maintains both smoothness and reliability during the starting process and improves the accuracy of starting control.

[0042] In existing technology, during engine start-up, the engine speed rapidly increases from a low level, crossing the resonance speed range. Engine torque fluctuations are amplified in this range, resulting in noticeable starting vibration. This manifests as increased vibration in the steering wheel, seat, pedals, etc., with a prominent initial impact or resonance, leading to a poor driving experience. Therefore, during engine start-up, the injection pressure can be adjusted using the number of fuel injections already performed, allowing the injection pressure to update in real time as start-up progresses. In some embodiments, the basic fuel injection parameters include a basic injection pressure, the target fuel injection parameters include a target injection pressure, and the correction coefficient includes a first coefficient. Determining the correction coefficient based on the number of fuel injections already performed, and determining the target fuel injection parameters based on the correction coefficient and the basic fuel injection parameters, includes: Based on a preset first relationship and the number of fuel injections already performed, a first coefficient is determined to reduce the base injection pressure. The target injection pressure is determined based on the first coefficient and the base injection pressure. The first coefficient is positively correlated with the number of fuel injections that have been performed.

[0043] Specifically, before performing the above steps, the basic injection pressure is determined based on the engine's current speed and coolant temperature. After obtaining the basic injection pressure, the ECM reads the current value of the fuel injector to determine the number of fuel injections already performed. Then, using this number as an index, it looks up the corresponding first coefficient in a preset first relation, or calculates the first coefficient through interpolation, updating the first coefficient as the number of fuel injections changes. The preset first relation can be obtained through engine bench testing, for example, by performing point-by-point tests on an engine bench for different injection cycles during the starting phase to determine the injection pressure reduction margin or proportional coefficient corresponding to each injection number, and organizing these into a correspondence between the injection number and the first coefficient, storing this preset first relation in the ECM. Finally, multiplying the first coefficient by the basic injection pressure yields the corresponding target injection pressure.

[0044] When the number of fuel injections already performed is small, the corresponding first coefficient is also small, and the decrease in the determined target injection pressure relative to the base injection pressure is greater; when the number of fuel injections already performed is large, the corresponding first coefficient is also large, and the decrease in the determined target injection pressure relative to the base injection pressure is smaller.

[0045] For example, the following provides a set of sample values ​​for the preset first relation.

[0046] Table 1. Preset Values ​​for the First Relationship

[0047] The ECM obtains the number of fuel injections already performed and can retrieve the corresponding first coefficient by consulting the table above. For example, if the current operation is the first fuel injection during the start-up phase, the number of fuel injections already performed is 0, and the corresponding first coefficient is 0.85. If the base injection pressure for this operation is determined to be P0 based on the current engine speed and coolant temperature, then the target injection pressure for this operation is 0.85P0. As another example, if the current operation is the fourth fuel injection during the start-up phase, the number of fuel injections already performed is 3, and the corresponding first coefficient is 0.9. If the base injection pressure for this operation is determined to be P1 based on the current engine speed and coolant temperature, then the target injection pressure for this operation is 0.9P1.

[0048] In this embodiment, the number of fuel injections performed in the initial stage of starting is relatively small. At this time, combustion in the cylinder is still in the establishment stage, the engine speed is low and fluctuates significantly, and torque pulsation is more likely to be large. The corresponding first coefficient is also small, resulting in a larger decrease in the target injection pressure relative to the base injection pressure. This reduces the injection pressure in the early stage of starting, weakens the combustion intensity and cylinder pressure surge, reduces single-cylinder torque impact, and reduces the vibration amplitude and impact when the engine speed crosses the resonance zone. As the starting process progresses, the number of fuel injections performed gradually increases. At this time, combustion in the cylinder gradually establishes and tends to stabilize, and the engine speed gradually increases. The corresponding first coefficient also gradually increases, making the decrease in the target injection pressure relative to the base injection pressure smaller. The target injection pressure is closer to the base injection pressure, thereby gradually restoring injection capability in the later stages of starting, ensuring the continuity of combustion energy output and engine speed establishment, and reducing the risk of prolonged starting or starting difficulties caused by excessively low injection pressure. By setting the first coefficient that varies with the number of injections, this embodiment can achieve a gradual adjustment of the injection pressure as the process progresses during the starting phase, and achieve coordinated control of the injection pressure of each cylinder in combination with the combustion cylinder sequence. This allows the engine to smoothly pass through the resonance range and improve the starting vibration experience during the starting process, while also taking into account the reliability and stability of starting, thus achieving fine control of the starting injection pressure.

[0049] During engine start-up, the pre-injection quantity can be corrected using the number of fuel injections already performed. In some embodiments, the basic fuel injection parameters further include a basic pre-injection quantity, the target fuel injection parameters further include a target pre-injection quantity, the correction coefficient further includes a second coefficient, and the method further includes: The second coefficient is determined based on the preset second relationship and the number of fuel injections that have already been performed; The target pre-injection amount is determined based on the second coefficient and the basic pre-injection amount.

[0050] Specifically, before performing the above steps, the basic pre-injection quantity is determined based on the engine's current speed and coolant temperature. After obtaining the basic pre-injection quantity, the ECM reads the current value of the fuel injector to obtain the number of fuel injections already performed. Then, using this number as an index, it looks up the corresponding second coefficient in a preset second relationship, or calculates the second coefficient through interpolation, updating the second coefficient as the number of fuel injections changes. The preset second relationship can also be obtained through engine bench testing. For example, by performing point tests on the engine bench for different injection cycles during the starting phase, and under the premise of meeting constraints such as starting reliability and vibration experience, the correction range or proportional coefficient of the pre-injection quantity corresponding to each injection cycle is determined, and these are organized into a correspondence between the number of injections and the second coefficient, stored in the ECM as a preset second relationship. During the starting phase, the ECM looks up the corresponding second coefficient based on the preset second relationship and the number of fuel injections already performed, and further corrects the basic pre-injection quantity based on the second coefficient, for example, by multiplying the second coefficient by the basic pre-injection quantity to obtain the target pre-injection quantity.

[0051] Furthermore, when employing a multi-stage injection strategy with multiple pre-injections, the second coefficient can apply to the pre-injection amounts of multiple pre-injection segments. For example, the ECM can use the same second coefficient to correct the base pre-injection amounts for each pre-injection segment, thereby obtaining the target pre-injection amounts for each pre-injection segment; alternatively, it can set corresponding second coefficients for different pre-injection segments, such as configuring different second coefficients for the first pre-injection, the second pre-injection, etc., and correcting the corresponding base pre-injection amounts separately to obtain the target pre-injection amounts for each pre-injection segment, without any specific limitations.

[0052] For example, the following provides a set of examples of preset values ​​for the second relation.

[0053] Table 2. Preset Second Relationship Values ​​Table

[0054] The ECM obtains the number of fuel injections already performed, and the corresponding second coefficient can be obtained by looking up the table above. For example, if the current operation is the first fuel injection during the start-up phase, the number of fuel injections already performed is 0, and the corresponding second coefficient is 1.15. If the base pre-injection quantity Q is determined based on the current engine speed and current coolant temperature... pre,0 Therefore, the target pre-injection quantity for this fuel injection is 1.15Q. pre,0 For example, if the current operation is the fifth fuel injection during the initial acceleration phase, and the previous four fuel injections have already occurred, the corresponding second coefficient is 1.05. If the base pre-injection quantity is determined to be Q based on the current engine speed and coolant temperature...pre,1 Therefore, the target pre-injection quantity for this fuel injection is 1.05Q. pre,1 .

[0055] Engine fuel injection is a complex control process influenced by various factors such as engine speed, temperature, fuel rail pressure, and injector characteristics. Coordinated matching of parameters such as injection pressure, injection quantity, and injection timing can achieve better combustion results. In practical control, fuel injection often employs a multi-stage injection strategy, dividing each combustion cycle into pre-injection and main injection. Pre-injection is used before the main injection to improve combustion establishment conditions, promote stable ignition, and reduce combustion abrupt changes, significantly impacting ignition establishment and combustion smoothness.

[0056] In this embodiment, in order to further ensure the normal starting of the engine, while adjusting the injection pressure during the starting phase using the number of fuel injections already executed, the pre-injection amount during the starting phase is further adjusted using the number of fuel injections already executed. That is, a second coefficient is determined based on a preset second relationship and the number of fuel injections already executed, and the target pre-injection amount is obtained by correcting the basic pre-injection amount based on the second coefficient, so that the pre-injection amount can be updated successively with the starting process, thereby ensuring that the target pre-injection amount can adapt to the target injection pressure, thereby reducing starting vibration and ensuring smooth engine starting.

[0057] During engine start-up, the main injection quantity can be adjusted using the number of fuel injections already performed. In some embodiments, the basic fuel injection parameters further include a basic main injection quantity, the target fuel injection parameters further include a target main injection quantity, the correction coefficient further includes a third coefficient, and the method further includes: The third coefficient is determined based on the preset third relationship and the number of fuel injections that have already been performed; The target main injection quantity is determined based on the third coefficient and the basic main injection quantity.

[0058] Specifically, before performing the above steps, the basic main injection quantity is determined based on the engine's current speed and coolant temperature. After obtaining the basic main injection quantity, the ECM reads the current value of the fuel injector to obtain the number of fuel injections already performed. Then, using this number as an index, it looks up the corresponding third coefficient in a preset third relation, or calculates the third coefficient through interpolation, updating the third coefficient as the number of fuel injections changes. The preset third relation can also be obtained through engine bench testing. For example, point-by-point tests are performed on the engine bench for different injection cycles during the starting phase. Under the premise of meeting constraints such as starting reliability and vibration experience, the correction range or proportional coefficient of the main injection quantity corresponding to each injection cycle is determined, and these are organized into a correspondence between the number of injections and the third coefficient, stored in the ECM as a preset third relation. During the starting phase, the ECM looks up the corresponding third coefficient based on the preset third relation and the number of fuel injections already performed, and further corrects the basic main injection quantity based on the third coefficient, for example, by multiplying the third coefficient by the basic main injection quantity to obtain the target main injection quantity.

[0059] For example, the following provides a set of preset three-relationship value examples.

[0060] Table 3. Preset Third Relationship Values

[0061] The ECM obtains the number of fuel injections already performed, and the corresponding third coefficient can be obtained by looking up the table above. For example, if the current operation is the second fuel injection during the start-up phase, and the number of fuel injections already performed is 1, then the corresponding second coefficient is 1. If the base main injection quantity Q is determined based on the current engine speed and current coolant temperature... main,0 Therefore, the target main injection quantity for this fuel injection is 1.15Q. main,0 For example, if the current operation is the fourth fuel injection during the initial stage, then the number of fuel injections already performed is 3, and the corresponding third coefficient is 0.95. If the base main injection quantity for this operation is determined to be Q based on the current engine speed and coolant temperature... main,1 Therefore, the target main injection quantity for this fuel injection is 0.95Q. main,1 .

[0062] In each fuel injection cycle, the main injection quantity directly determines the main combustion energy input within a single cycle during the starting phase. The size of the main injection quantity also directly affects engine speed, torque, and starting time. In this example, based on the adjustment of the injection pressure, to ensure the engine can start smoothly and quickly establish stable self-sustaining operation, the main injection quantity is further adaptively corrected using the number of fuel injections already executed. That is, the number of fuel injections already executed is introduced as the basis for the starting progress, and a third coefficient is determined by combining a preset third relationship. The base main injection quantity is then corrected based on the third coefficient to obtain the target main injection quantity, which is updated sequentially with each start-up process. This ensures that the target main injection quantity matches the target injection pressure and the combustion state during the starting phase, suppressing vibration and shock during the starting phase while guaranteeing the main energy output required for starting and improving the stability of the starting process.

[0063] Engine starting is affected by coolant temperature and ambient air pressure. Therefore, before determining the target fuel injection parameters by incorporating the number of fuel injections already performed by the engine, it is necessary to further determine the specific conditions of the vehicle's coolant temperature and ambient air pressure. In some embodiments, before determining the number of fuel injections already performed by the engine, the method further includes: In response to the current coolant temperature being greater than a preset temperature threshold and the ambient air pressure being less than a preset air pressure threshold, the number of fuel injections that the engine has performed is determined.

[0064] Specifically, the preset temperature threshold can be 25℃, 20℃, 22℃, 26℃, etc., or it can be set to other temperature values ​​without any restrictions; the preset air pressure threshold can be set to 90kPa, 85kPa, 95kPa, 80kPa, etc., or it can be set to other air pressure values ​​without any restrictions.

[0065] The engine starting process is quite sensitive to environmental and thermal conditions. Coolant temperature and ambient air pressure both have a certain impact on combustion establishment. When the coolant temperature is low, the cylinder wall temperature is low, the conditions for fuel evaporation and mixture formation are worse, making ignition establishment more difficult and reducing the starting margin. When the ambient air pressure is high, changes occur in intake air density, compression end state, etc., increasing the sensitivity of injection and combustion establishment, and making the starting process more sensitive to deviations in injection parameters.

[0066] In this embodiment, operating conditions are set in the starting control. Only when the coolant temperature is within a favorable range and the ambient air pressure meets a preset range are the number of fuel injections already performed incorporated into the determination of the target fuel injection parameters. This allows for more precise starting injection correction while ensuring starting reliability. Specifically, in response to the current coolant temperature being greater than a preset temperature threshold and the ambient air pressure being less than a preset air pressure threshold, the number of fuel injections already performed by the engine is determined, and the fuel injection parameters are updated sequentially based on this number of injections. When the above conditions are not met, to avoid insufficient starting margin due to injection number correction, the ECM does not incorporate injection number correction. Instead, it determines the basic fuel injection parameters based solely on the current engine speed and current coolant temperature, and directly controls the engine to perform fuel injection according to the basic fuel injection parameters, prioritizing starting safety and success rate.

[0067] To further improve control accuracy during the initial phase, the correction factor can also be determined using the current coolant temperature or the current coolant temperature. In some embodiments, determining the correction factor based on the number of fuel injections already performed includes: A correction factor is determined based on the number of fuel injections already performed and the current coolant temperature; Alternatively, a correction factor may be determined based on the number of fuel injections already performed and the ambient air pressure of the vehicle. Alternatively, a correction factor may be determined based on the number of fuel injections already performed, the current coolant temperature, and the ambient air pressure of the vehicle.

[0068] Specifically, because coolant temperature affects cylinder wall temperature and ignition conditions, and ambient air pressure affects intake air density and combustion sensitivity, the combustion state and required injection intensity may differ under different temperature or pressure conditions, even with the same number of injections. Therefore, incorporating coolant temperature and / or the ambient air pressure of the vehicle into the determination process of the correction coefficient allows the correction coefficient to be updated as the starting environment changes, thereby further improving the adaptability of injection parameter correction.

[0069] Furthermore, coolant temperature index, ambient air pressure index, or both coolant temperature and ambient air pressure index can be introduced into the first preset relationship for injection pressure correction, the second preset relationship for pre-injection quantity correction, and the third preset relationship for main injection quantity correction. This expands the preset relationships from a one-dimensional mapping of "injection number - coefficient" to a two-dimensional or three-dimensional mapping relationship of "injection number + temperature and / or air pressure - coefficient".

[0070] During the start-up phase, the ECM first determines the base injection pressure, base pre-injection quantity, and base main injection quantity from a first mapping table based on the current engine speed and coolant temperature. Subsequently, the ECM corrects these base parameters to obtain the corresponding target parameters: For the base injection pressure, the ECM retrieves a first coefficient from a first preset relationship based on the number of fuel injections already performed, the current coolant temperature, and / or the ambient air pressure, and corrects the base injection pressure accordingly to obtain the target injection pressure; for the base pre-injection quantity, the ECM retrieves a second coefficient from a second preset relationship based on the number of fuel injections already performed, the current coolant temperature, and / or the ambient air pressure, and corrects the base pre-injection quantity accordingly to obtain the target pre-injection quantity; for the base main injection quantity, the ECM retrieves a third coefficient from a third preset relationship based on the number of fuel injections already performed, the current coolant temperature, and / or the ambient air pressure, and corrects the base main injection quantity accordingly to obtain the target main injection quantity. By incorporating coolant temperature and / or ambient air pressure into the indexes of various preset relationships, the correction processes for injection pressure, pre-injection quantity, and main injection quantity can be matched with the current starting conditions, thereby improving the precision and consistency of injection control during the starting phase.

[0071] In this embodiment, by incorporating the current coolant temperature and / or the ambient air pressure of the vehicle into the determination process of the correction coefficient, the correction coefficient can be dynamically updated as the starting environment and engine thermal state change. This makes the target injection pressure, target pre-injection quantity, and target main injection quantity more compatible with the actual starting conditions, improving the adaptability and control accuracy of injection control during the starting phase, and further ensuring starting stability.

[0072] After a successful engine start, it enters the operation phase. Once in the operation phase, the fuel injection parameters required for startup are determined directly based on the actual engine load. In some examples, this also includes: In response to the engine transitioning from the start-up phase to the operation phase, the required fuel injection parameters are determined based on the actual engine load. Based on the required fuel injection parameters, the engine is controlled to perform fuel injection operations.

[0073] Specifically, the ECM can determine whether the engine has entered the running phase based on information such as the start-up link status, engine speed, and combustion stability, and accordingly decide whether to switch the engine status from the start-up phase to the running phase. For example, the ECM can set a set of preset conditions for determination, including engine speed exceeding a preset operating speed threshold for a preset time, engine speed fluctuations within an allowable range, or idle speed control being established. When the above preset conditions are met, the ECM determines that the engine has successfully started and entered the running phase, sets the engine status to the running phase, and switches to normal operation injection parameter calculation and control logic based on actual load.

[0074] In this embodiment, after the engine enters the operation phase, the combustion process tends to stabilize, and the injection control switches from the transitional strategy of the start-up phase to normal operation control. That is, after entering the operation phase, the ECM no longer adjusts the injection parameters based on the number of fuel injections already performed, but directly determines the required fuel injection parameters based on the actual engine load and other operating conditions, and executes fuel injection control accordingly. This allows the engine injection control to smoothly transition from the start-up phase to the normal operation phase, maintaining power output and operational stability. As a result, the correction strategy of the start-up phase is avoided from continuing to take effect in the operation phase, which would introduce unnecessary deviations. This allows the injection control to return to the conventional control path based on load in a timely manner, improving the adaptability of the injection control in the operation phase and enhancing the smoothness and drivability of the entire vehicle.

[0075] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0076] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0077] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides an engine control device.

[0078] refer to Figure 2 The device includes: The response module 201 is used to determine the number of fuel injections that the engine has performed in response to the engine entering the starting phase. The parameter correction module 202 is used to determine the target fuel injection parameters based on the number of fuel injections already performed, the current engine speed, and the current coolant temperature. The first execution module 203 is used to control the engine to perform fuel injection operations based on the target fuel injection parameters.

[0079] In some embodiments, the parameter correction module 202 further includes: The basic parameter determination unit is used to determine the basic fuel injection parameters based on the current engine speed and current coolant temperature. A correction coefficient determination unit is used to determine a correction coefficient based on the number of fuel injections that have been performed; The target parameter determination unit is used to determine the target fuel injection parameters based on the correction coefficient and the basic fuel injection parameters.

[0080] In some embodiments, the basic fuel injection parameters include a basic injection pressure, the target fuel injection parameters include a target injection pressure, and the correction coefficient includes a first coefficient; The correction coefficient determining unit is further configured to determine a first coefficient for reducing the base injection pressure based on a preset first relationship and the number of fuel injections already performed. The target parameter determination unit is further configured to determine the target injection pressure based on the first coefficient and the basic injection pressure; The first coefficient is positively correlated with the number of fuel injections that have been performed.

[0081] In some embodiments, the basic fuel injection parameters further include a basic pre-injection quantity, the target fuel injection parameters further include a target pre-injection quantity, and the correction coefficient further includes a second coefficient; The correction coefficient determination unit is further configured to determine the second coefficient based on the preset second relationship and the number of fuel injections that have been performed; The target parameter determination unit is further configured to determine the target pre-injection amount based on the second coefficient and the basic pre-injection amount.

[0082] In some embodiments, the basic fuel injection parameters further include a basic main injection quantity, the target fuel injection parameters further include a target main injection quantity, and the correction coefficient further includes a third coefficient; The correction coefficient determination unit is further configured to determine a third coefficient based on a preset third relationship and the number of fuel injections already performed; The target parameter determination unit is also used to determine the target main injection quantity based on the third coefficient and the basic main injection quantity.

[0083] In some embodiments, the response module 201 is further configured to: In response to the current coolant temperature being greater than a preset temperature threshold and the ambient air pressure being less than a preset air pressure threshold, the number of fuel injections that the engine has performed is determined.

[0084] In some embodiments, the correction coefficient determining unit is further configured to: A correction factor is determined based on the number of fuel injections already performed and the current coolant temperature; Alternatively, a correction factor may be determined based on the number of fuel injections already performed and the ambient air pressure of the vehicle. Alternatively, a correction factor may be determined based on the number of fuel injections already performed, the current coolant temperature, and the ambient air pressure of the vehicle.

[0085] In some embodiments, it also includes: The determination module is used to respond to the engine transitioning from the start-up phase to the operation phase by determining the required fuel injection parameters based on the actual engine load. The second execution module is used to control the engine to perform fuel injection operations based on the required fuel injection parameters.

[0086] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0087] The apparatus described above is used to implement a corresponding engine control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0088] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement an engine control method as described in any of the above embodiments.

[0089] Figure 3 This embodiment illustrates a more specific hardware structure of an electronic device. The device may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0090] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0091] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0092] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0093] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0094] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0095] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0096] The electronic devices described above are used to implement a corresponding engine control method in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0097] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium that stores computer instructions for causing the computer to execute an engine control method as described in any of the above embodiments.

[0098] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0099] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute an engine control method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0100] Based on the same concept, corresponding to any of the above embodiments, this application also provides a computer program product, including computer program instructions, which, when run on a computer, cause the computer to perform the method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0101] It is understood that before using the technical solutions of the various embodiments in this disclosure, users will be informed of the type, scope of use, and usage scenarios of the personal information involved in an appropriate manner, and user authorization will be obtained.

[0102] For example, upon receiving a user's active request, a prompt message is sent to the user to explicitly inform them that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose, based on the prompt message, whether to provide personal information to the software or hardware such as electronic devices, applications, servers, or storage media performing the operations of this disclosed technical solution.

[0103] As an optional but not limited implementation, in response to a user's active request, sending a prompt message to the user can be done via a pop-up window, where the prompt message can be presented in text format. Furthermore, the pop-up window can also include a selection control allowing the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0104] It is understood that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of this disclosure. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this disclosure.

[0105] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application is limited to these examples; under the concept of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in detail for the sake of brevity.

[0106] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0107] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0108] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the claims of this application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. An engine control method, characterized in that, include: In response to the engine entering the start-up phase, determine the number of fuel injections that the engine has already performed; Based on the number of fuel injections already performed, the current engine speed, and the current coolant temperature, the target fuel injection parameters are determined. The engine is controlled to perform fuel injection operations based on the target fuel injection parameters.

2. The engine control method according to claim 1, characterized in that, The determination of target fuel injection parameters based on the number of fuel injections already performed, the current engine speed, and the current coolant temperature includes: Determine the basic fuel injection parameters based on the engine's current speed and current coolant temperature; Based on the number of fuel injections already performed, determine the correction factor; The target fuel injection parameters are determined based on the correction coefficient and the basic fuel injection parameters.

3. The engine control method according to claim 2, characterized in that, The basic fuel injection parameters include the basic injection pressure, the target fuel injection parameters include the target injection pressure, and the correction coefficient includes a first coefficient; The process of determining a correction coefficient based on the number of fuel injections already performed, and determining the target fuel injection parameters based on the correction coefficient and the base fuel injection parameters, includes: Based on a preset first relationship and the number of fuel injections already performed, a first coefficient is determined to reduce the base injection pressure. The target injection pressure is determined based on the first coefficient and the base injection pressure. The first coefficient is positively correlated with the number of fuel injections that have been performed.

4. The engine control method according to claim 3, characterized in that, The basic fuel injection parameters also include a basic pre-injection quantity, the target fuel injection parameters also include a target pre-injection quantity, the correction coefficient also includes a second coefficient, and the method further includes: The second coefficient is determined based on the preset second relationship and the number of fuel injections that have already been performed; The target pre-injection amount is determined based on the second coefficient and the basic pre-injection amount.

5. The engine control method according to claim 3, characterized in that, The basic fuel injection parameters also include the basic main injection quantity, the target fuel injection parameters also include the target main injection quantity, the correction coefficient also includes a third coefficient, and the method further includes: The third coefficient is determined based on the preset third relationship and the number of fuel injections that have already been performed; The target main injection quantity is determined based on the third coefficient and the basic main injection quantity.

6. The engine control method according to claim 1, characterized in that, Before determining the number of fuel injections that the engine has already performed, the method further includes: In response to the current coolant temperature being greater than a preset temperature threshold and the ambient air pressure being less than a preset air pressure threshold, the number of fuel injections that the engine has performed is determined.

7. The engine control method according to claim 2, characterized in that, Determining the correction coefficient based on the number of fuel injections already performed includes: A correction factor is determined based on the number of fuel injections already performed and the current coolant temperature; Alternatively, a correction factor may be determined based on the number of fuel injections already performed and the ambient air pressure of the vehicle. Alternatively, a correction factor may be determined based on the number of fuel injections already performed, the current coolant temperature, and the ambient air pressure of the vehicle.

8. The engine control method according to claim 1, characterized in that, Also includes: In response to the engine transitioning from the start-up phase to the operation phase, the required fuel injection parameters are determined based on the actual engine load. Based on the required fuel injection parameters, the engine is controlled to perform fuel injection operations.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that, When the processor executes the program, it implements an engine control method as described in any one of claims 1 to 8.

10. A vehicle, characterized in that, Includes an engine, the engine including the electronic equipment as described in claim 9.

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