A fuel injection control method, a hybrid vehicle, a storage medium, and a program product

Abstract

This invention discloses a fuel injection control method, a hybrid electric vehicle, a storage medium, and a program product. The method involves collecting brake pedal opening values ​​at a preset frequency, calculating the rate of change of opening, and comparing this rate with a first preset opening threshold to determine whether to generate a fuel cut-off request. This approach can identify the intention to decelerate rapidly the moment the driver quickly depresses the brake pedal, thus issuing a fuel cut-off command before the vehicle speed has significantly decreased, effectively shortening the response time from the generation of braking intention to the engine executing the fuel cut-off. Compared to existing methods that rely on the rate of vehicle speed reduction as the judgment criterion, this application avoids the physical delay introduced by waiting for changes in vehicle speed signals. This facilitates timely interruption of engine fuel supply during rapid deceleration, reducing the burden on the braking system, shortening braking distance, reducing fuel consumption in unnecessary conditions, and improving the safety and fuel economy of the hybrid electric vehicle during driving.

Description

Technical Field

[0001] This invention relates to the field of hybrid vehicle technology, and more particularly to a fuel injection control method, a hybrid vehicle, a storage medium, and a program product. Background Technology

[0002] In hybrid vehicles, if the engine continues to output positive torque during rapid deceleration, it increases the burden on the braking system, prolongs the braking distance, and causes unnecessary fuel consumption. Current technology typically determines rapid deceleration by monitoring the rate of vehicle speed reduction; when the rate of speed reduction exceeds a set threshold, the engine cuts off fuel. However, this method relies on the after-the-fact indicator that vehicle speed has already significantly decreased. There is a physical delay between the driver pressing the brake pedal and the actual decrease in vehicle speed, causing a lag in the fuel cut-off command. During this delay, the engine continues to work, affecting overall vehicle fuel economy and braking safety. Therefore, reducing the response delay of engine fuel cut-off during rapid deceleration is a pressing issue that needs to be addressed. Summary of the Invention

[0003] This application provides a fuel injection control method, a hybrid electric vehicle, a storage medium, and a program product, which solves the technical problem of delayed engine fuel cut-off response during rapid deceleration in the prior art, and achieves the technical effect of triggering fuel cut-off in advance based on brake pedal operation to reduce response delay.

[0004] In a first aspect, this application provides a fuel injection control method applied to a hybrid electric vehicle during operation, the hybrid electric vehicle including an engine, the method comprising: The brake pedal opening value of the hybrid vehicle is collected at a preset frequency, and the brake pedal opening change rate is determined based on the current and previous collected opening values. Based on the first preset opening threshold and the current brake pedal opening change rate, determine whether to generate the first fuel cut-off request for the engine. If the first fuel cut-off request is generated, then the engine fuel cut-off is controlled in response to the first fuel cut-off request.

[0005] Secondly, this application provides a hybrid electric vehicle, comprising: processor; Memory used to store the processor's executable instructions; The processor is configured to execute a fuel injection control method as provided in the first aspect.

[0006] Thirdly, this application provides a non-transitory computer-readable storage medium that, when the instructions in the storage medium are executed by the processor of a hybrid vehicle, enables the hybrid vehicle to perform a fuel injection control method as provided in the first aspect.

[0007] Fourthly, this application provides a computer program product including computer instructions that are executed by a processor to implement a fuel injection control method as provided in the first aspect.

[0008] One or more technical solutions provided in the embodiments of this application have at least the following technical effects or advantages: This application embodiment collects the brake pedal opening value at a preset frequency and calculates the opening change rate accordingly. It then compares this rate with a first preset opening threshold to determine whether to generate a fuel cut-off request. This method can identify the intention to decelerate rapidly the moment the driver quickly depresses the brake pedal, thus issuing a fuel cut-off command before the vehicle speed has significantly decreased, effectively shortening the response time from the generation of braking intention to the engine executing fuel cut-off. Compared to existing methods that rely on the vehicle speed reduction rate as the judgment criterion, this application embodiment avoids the physical delay introduced by waiting for changes in vehicle speed signals. This facilitates timely interruption of engine fuel supply during rapid deceleration, reducing the burden on the braking system, shortening braking distance, and reducing fuel consumption in unnecessary conditions, thereby improving the safety and fuel economy of hybrid vehicles during driving. Attached Figure Description

[0009] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below only show some embodiments of the present invention. Those skilled in the art can obtain other drawings based on these drawings without creative effort.

[0010] Figure 1 A schematic flowchart illustrating a fuel injection control method based on a brake pedal signal, provided in an embodiment of this application; Figure 2 A flowchart illustrating a backup fuel cut-off control method based on vehicle speed signal provided in an embodiment of this application; Figure 3 A flowchart illustrating a method for controlling the restoration of fuel supply after a fuel outage, provided in an embodiment of this application; Figure 4 This is a schematic diagram of the overall process of a fuel injection control method provided in an embodiment of this application; Figure 5 This is a schematic diagram of the structure of a hybrid electric vehicle provided in an embodiment of this application. Detailed Implementation

[0011] This application provides a fuel injection control method, a hybrid electric vehicle, a storage medium, and a program product, which solves the technical problem of delayed engine fuel cut-off response during rapid deceleration in the prior art, and achieves the technical effect of triggering fuel cut-off in advance based on brake pedal operation to reduce response delay.

[0012] The technical solution of this application embodiment is to solve the above-mentioned technical problems, and the general idea is as follows: This application embodiment collects the brake pedal opening value at a preset frequency and calculates the opening change rate accordingly. It then compares this rate with a first preset opening threshold to determine whether to generate a fuel cut-off request. This method can identify the intention to decelerate rapidly the moment the driver quickly depresses the brake pedal, thus issuing a fuel cut-off command before the vehicle speed has significantly decreased, effectively shortening the response time from the generation of braking intention to the engine executing fuel cut-off. Compared to existing methods that rely on the vehicle speed reduction rate as the judgment criterion, this application embodiment avoids the physical delay introduced by waiting for changes in vehicle speed signals. This facilitates timely interruption of engine fuel supply during rapid deceleration, reducing the burden on the braking system, shortening braking distance, and reducing fuel consumption in unnecessary conditions, thereby improving the safety and fuel economy of hybrid vehicles during driving.

[0013] To better understand the above technical solutions, the following will provide a detailed explanation of the technical solutions in conjunction with the accompanying drawings and specific implementation methods.

[0014] First, it should be clarified that the term "and / or" in this article 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, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0015] This application provides a fuel injection control method applied to a hybrid electric vehicle during operation. The hybrid electric vehicle includes an engine. The method includes steps S11-S13, which can be found in detail below. Figure 1 As shown.

[0016] Step S11: Collect the brake pedal opening value of the hybrid vehicle at a preset frequency, and determine the brake pedal opening change rate for the current time based on the current and previous collected opening values. Step S12: Based on the first preset opening threshold and the current brake pedal opening change rate, determine whether to generate the first fuel cut-off request for the engine. Step S13: If the first fuel cut-off request is generated, then respond to the first fuel cut-off request to control the engine fuel cut-off.

[0017] The fuel injection control method provided in this application embodiment can be executed by the vehicle controller and / or engine controller of a hybrid electric vehicle.

[0018] This application applies the fuel injection control method to hybrid vehicles during driving because, when a vehicle is in motion, whether or not the engine cuts off fuel directly affects braking safety, fuel economy, and driving smoothness. Specifically, during driving, especially at high speeds or when deceleration is required, if the engine continuously outputs positive torque, it increases the burden on the braking system and prolongs the braking distance. Simultaneously, during driving, the engine and transmission system are mechanically connected or coupled, requiring precise control of the timing of fuel cut-off and restoration to avoid jerking or dragging caused by sudden torque changes. In contrast, when parked or idling, the engine has no driving demand, and fuel cut-off control only involves maintaining idle speed or stopping the engine. Its control logic is relatively simple and does not involve complex scenarios such as rapid deceleration response or braking coordination. Therefore, hybrid vehicles in motion place higher demands on the real-time performance, accuracy, and robustness of fuel cut-off control. This application addresses these specific needs in this particular scenario.

[0019] Regarding step S11, the brake pedal opening value of the hybrid vehicle is collected at a preset frequency, and the brake pedal opening change rate is determined based on the current and previous collected opening values.

[0020] In this embodiment, step S11 collects the brake pedal opening value of the hybrid vehicle at a preset frequency greater than or equal to 100Hz, i.e., the corresponding sampling period Ts is less than or equal to 10ms. The brake pedal opening value comes from the brake pedal position sensor, which detects the driver's operating distance on the brake pedal in real time and outputs a corresponding electrical signal. During the acquisition process, the controller continuously acquires the current pedal opening value Brake_Pos(k) and the previously acquired pedal opening value Brake_Pos(k-1) at the aforementioned preset frequency, and calculates the current brake pedal opening change rate Brake_Rate(k) based on the ratio of the difference between the two to the sampling period Ts, i.e., according to Formula 1.

[0021] Formula 1 Wherein, Brake_Rate(k) represents the rate of change of the brake pedal opening in the current iteration, Brake_Pos(k) represents the brake pedal opening value collected in the current iteration, Brake_Pos(k-1) represents the brake pedal opening value collected in the previous iteration, and Ts represents the sampling period, which is the reciprocal of the preset frequency.

[0022] This rate of change directly reflects the speed and urgency at which the driver depresses the brake pedal, providing timely input for subsequent fuel cut-off judgments. Based on this, if the previously calculated rate of change of brake pedal opening is greater than a first preset opening threshold, a first fuel cut-off request for the engine is generated.

[0023] In this embodiment, by setting the preset frequency to be greater than or equal to 100Hz, the controller can continuously capture changes in the brake pedal opening within a very short time interval, avoiding the loss of information about the driver's rapid braking operations due to excessively long sampling periods. Simultaneously, by calculating the rate of change based on the current and previous collected opening values, rather than relying solely on the absolute opening value at a single moment, the dynamic characteristic of the pedal being depressed—the speed at which it is depressed—can be accurately identified, thus generating a fuel cut-off request at the initial stage of the driver's rapid deceleration. Compared to existing methods that rely on vehicle speed reduction as a criterion, the above setting effectively shortens the response time from the driver's braking intention to the engine executing fuel cut-off, which helps reduce the burden on the braking system and decrease unnecessary fuel consumption.

[0024] Regarding step S12, based on the first preset opening threshold and the current brake pedal opening change rate, it is determined whether to generate the first fuel cut-off request for the engine.

[0025] In this embodiment, after obtaining the current brake pedal opening change rate, step S12 compares the change rate with a pre-calibrated first preset opening threshold. The first preset opening threshold is used to measure the urgency with which the driver presses the brake pedal, and its value can be set according to different vehicle models or calibration requirements. If the current brake pedal opening change rate is greater than the first preset opening threshold, it indicates that the driver presses the brake pedal at a relatively fast speed, i.e., there is an intention to decelerate rapidly. At this time, the controller generates the first fuel cut-off request for the engine. Conversely, if the current brake pedal opening change rate does not exceed the threshold, the first fuel cut-off request is not generated, and the controller can continue to monitor the pedal change rate at subsequent sampling times or proceed to other judgment logic.

[0026] This embodiment of the application determines whether to generate a fuel cut-off request by comparing the rate of change of the current brake pedal opening with a first preset opening threshold. This allows for the identification of a sudden deceleration intention the instant the driver rapidly depresses the brake pedal, thus issuing a fuel cut-off command before the vehicle speed has significantly decreased. This threshold-based judgment method has clear logic and low computational load, making it suitable for real-time execution in the vehicle controller. Furthermore, the introduction of the first preset opening threshold allows the sensitivity of the fuel cut-off trigger to be flexibly calibrated according to the actual vehicle model and driving needs, ensuring the timeliness of the fuel cut-off command in emergency situations while avoiding frequent fuel cut-off triggers due to slight pedal fluctuations.

[0027] Regarding step S13, if the first fuel cut-off request is generated, then the engine fuel cut-off is controlled in response to the first fuel cut-off request.

[0028] In this embodiment, step S13 is executed after step S12 determines that the first fuel cut-off request has been generated. The controller converts the first fuel cut-off request into a corresponding execution command and sends the command to the engine's fuel injection system. Specifically, the execution command is used to control the engine's injectors to stop injecting fuel, that is, by cutting off the injector's drive signal or stopping sending fuel injection pulses to the injectors, so that there is no longer a fuel supply to the engine cylinders, thereby achieving fuel cut-off. During the fuel cut-off process, the engine can still rotate with the inertia of the transmission system or operate in a reverse-draft manner, but it no longer outputs drive torque, and the source of drive force from the engine in the entire vehicle is cut off.

[0029] This embodiment of the application, by responding to the generated first fuel cut-off request and controlling the engine fuel cut-off, can promptly interrupt the engine's fuel supply when the driver intends to decelerate suddenly, causing the engine to disengage from driving mode. This helps avoid the engine continuously outputting positive torque during braking, which would counteract the braking force of the braking system, thereby reducing the burden on the braking system, shortening the braking distance, and improving driving safety. Simultaneously, cutting off the fuel supply in advance during sudden deceleration avoids fuel waste caused by unnecessary engine operation, which is beneficial for improving the fuel economy of hybrid vehicles.

[0030] Furthermore, while performing step S11, step S21 is also performed simultaneously, as detailed in the following document. Figure 2 As shown.

[0031] Step S21: Collect the vehicle speed value of the hybrid vehicle at the preset frequency, and determine the acceleration value corresponding to the current vehicle speed value based on the current and previous vehicle speed values ​​and the acceleration value corresponding to the previous vehicle speed value.

[0032] After determining whether to generate the first fuel cut-off request for the engine, if the first fuel cut-off request is not generated, the method further includes steps S22-S23.

[0033] Step S22: Based on the first preset acceleration threshold and the current acceleration value, determine whether to generate a second fuel cut-off request for the engine; if the current acceleration value is greater than the first preset acceleration threshold, then generate a second fuel cut-off request for the engine.

[0034] Step S23: If the second fuel cut-off request is generated, then respond to the second fuel cut-off request to control the engine fuel cut-off.

[0035] In this embodiment of the application, step S21 collects the vehicle speed value of the hybrid vehicle according to the preset frequency. The vehicle speed value may come from a wheel speed sensor or a transmission output shaft speed sensor. Based on obtaining the current vehicle speed value v(k) and the previous vehicle speed value v(k-1), the acceleration value a(k-1) corresponding to the previous vehicle speed value is also obtained, and the acceleration value a(k) corresponding to the current vehicle speed value is determined according to Formula 2, where Ts is the sampling period.

[0036] Formula 2 in, Characterizes the current acceleration value. Represents the previous acceleration value. This represents the vehicle speed value collected in the current data collection. Represents the vehicle speed value collected in the last time. The sampling period is defined as the reciprocal of the preset frequency.

[0037] The preset frequency in step S21 is the same as the preset frequency in step S11.

[0038] Step S21 is executed synchronously with step S11, meaning that the brake pedal opening value and vehicle speed value are collected simultaneously within the same sampling period. The reason for synchronous execution of step S21 is that the brake pedal signal upon which steps S11 to S13 rely may be at risk of failure, such as a malfunction of the brake pedal position sensor, electromagnetic interference in the signal transmission line, or abnormal sensor power supply, which could prevent the first fuel cut-off request from being generated correctly. In such cases, steps S21 to S23 can serve as backup decision-making methods, identifying rapid deceleration conditions based on real-time changes in vehicle speed and triggering fuel cut-off, thus providing redundancy for fuel cut-off control.

[0039] In step S22, if the first fuel cut-off request is not generated in steps S11 to S13, the controller compares the current acceleration value calculated in step S21 with a pre-calibrated first preset acceleration threshold. If the current acceleration value is greater than the first preset acceleration threshold, it indicates that the vehicle is in a significant deceleration state, i.e., the vehicle speed decreases significantly per unit time. At this time, the controller generates a second fuel cut-off request for the engine. In step S23, in response to the generated second fuel cut-off request, the controller converts the request into a fuel cut-off execution command and sends it to the engine's fuel injection system, controlling the injectors to stop injecting fuel, causing the engine to enter a fuel cut-off state and no longer output drive torque.

[0040] This embodiment of the application, by setting steps S21 to S23, provides an additional backup judgment logic based on vehicle speed acceleration, in addition to the fuel cut-off judgment logic based on the brake pedal opening change rate. On the one hand, when an anomaly occurs in the brake pedal signal path, causing the first fuel cut-off request to fail to be generated, this backup logic can promptly take over the judgment, ensuring that fuel cut-off control under rapid deceleration conditions is not completely lost due to the failure of a single signal, thereby improving the reliability and safety of the system. On the other hand, for situations where the driver has not pressed the brake pedal but the vehicle decelerates significantly due to other reasons (such as increased downhill resistance, regenerative braking of the drive motor, etc.), this backup logic can also trigger fuel cut-off based on the acceleration threshold, expanding the applicable scenarios of fuel cut-off control and helping to further reduce fuel consumption under unnecessary conditions.

[0041] Furthermore, after controlling the engine fuel cut-off, the method further includes steps S31-S32, which can be referred to in detail. Figure 3 As shown.

[0042] Step S31: Based on the second preset opening threshold and the current brake pedal opening change rate, and the second preset acceleration threshold and the current acceleration value, determine whether to generate the engine fuel supply request; the first preset opening threshold is greater than the second preset opening threshold; the first preset acceleration threshold is greater than the second preset acceleration threshold; Step S32: If the fuel supply request is generated, then in response to the fuel supply request, control the engine to resume fuel supply.

[0043] Regarding step S31, in this embodiment, step S31 is executed after the engine fuel cut-off, and is used to determine whether fuel supply needs to be restored. The controller obtains the current brake pedal opening change rate and the current acceleration value, and compares them with a second preset opening threshold and a second preset acceleration threshold, respectively. The second preset opening threshold is less than the aforementioned first preset opening threshold, and the second preset acceleration threshold is less than the aforementioned first preset acceleration threshold; that is, the two second thresholds correspond to fuel supply restoration conditions that are more lenient than the fuel cut-off trigger condition. If the current brake pedal opening change rate is less than the second preset opening threshold, and the current acceleration value is less than the second preset acceleration threshold, it indicates that the driver's rapid deceleration operation has ended or significantly weakened, and the vehicle's deceleration has also tended to ease. At this time, the controller generates the engine fuel supply request.

[0044] Regarding step S32, in this embodiment, step S32 responds to the fuel supply request generated in step S31 by converting the request into a fuel supply execution command and sending it to the engine's fuel injection system. Specifically, the controller resumes sending injection pulse signals to the injectors, causing the injectors to begin injecting fuel according to the required injection quantity under current operating conditions. Combustion is re-established in the engine cylinders, thereby restoring drive torque output. During the restoration of fuel supply, the controller can determine the initial injection quantity based on operating parameters such as the engine's current speed and load to ensure combustion stability and torque smoothness after fuel supply restoration.

[0045] This embodiment of the application sets a second preset opening threshold and a second preset acceleration threshold as the judgment conditions for fuel supply restoration, and both second thresholds are less than their corresponding first thresholds, forming a hysteresis interval between fuel cut-off and fuel supply restoration. The existence of this hysteresis interval can effectively avoid the problem of frequent switching between fuel cut-off and fuel supply at the end of a rapid deceleration condition due to slight fluctuations in the brake pedal or oscillations in the acceleration value around the threshold, thereby improving the stability of engine operating state switching and driving smoothness. At the same time, when the driver's intention to decelerate rapidly weakens significantly and the vehicle deceleration has dropped to a safe range, timely restoration of fuel supply can allow the engine to quickly re-enter the driving state, preparing for possible subsequent acceleration needs, thus balancing fuel economy and power responsiveness.

[0046] Based on the steps described above, this application embodiment further illustrates the complete logic of the overall execution. (Refer to...) Figure 4 As shown, the fuel injection control method of this application embodiment is executed cyclically during vehicle operation, and specifically includes the following steps.

[0047] Step 1: Synchronously collect the brake pedal opening value and vehicle speed value of the hybrid vehicle at a preset frequency. Determine the brake pedal opening change rate of the current time based on the current opening value and the previous time collected, and determine the current acceleration value based on the current vehicle speed value and the previous acceleration value collected; the preset frequency is greater than or equal to 100Hz.

[0048] Step 2: Compare the current brake pedal opening change rate with the first preset opening threshold. If the current brake pedal opening change rate is greater than the first preset opening threshold, generate the first fuel cut-off request and continue to step 3; if the first fuel cut-off request is not generated, continue to step 4.

[0049] Step 3: In response to the first fuel cut-off request, control the engine to cut off fuel, and continue to execute step 6 after the fuel cut-off.

[0050] Step 4: Compare the current acceleration value with the first preset acceleration threshold. If the current acceleration value is greater than the first preset acceleration threshold, generate a second fuel cut-off request and continue to step 5; if no second fuel cut-off request is generated, return to step 1 to continue monitoring.

[0051] Step 5: In response to the second fuel cut-off request, control the engine to cut off fuel, and continue to execute step 6 after the fuel cut-off.

[0052] Step 6: Compare the current brake pedal opening change rate with the second preset opening threshold, and compare the current acceleration value with the second preset acceleration threshold; the first preset opening threshold is greater than the second preset opening threshold, and the first preset acceleration threshold is greater than the second preset acceleration threshold; if the current brake pedal opening change rate is less than the second preset opening threshold, and the current acceleration value is less than the second preset acceleration threshold, then generate a fuel supply request and continue to step 7; otherwise, continue to execute step 6 until the fuel supply recovery condition is met.

[0053] Step 7: In response to the fuel supply request, control the engine to resume fuel supply and return to step 1 to continue monitoring.

[0054] In summary, this embodiment of the application collects the brake pedal opening value at a preset frequency and calculates the opening change rate accordingly. This change rate is then compared with a first preset opening threshold to determine whether to generate a fuel cut-off request. This method can identify the intention to decelerate rapidly the moment the driver quickly depresses the brake pedal, thus issuing a fuel cut-off command before the vehicle speed has significantly decreased, effectively shortening the response time from the generation of braking intention to the engine executing fuel cut-off. Compared to existing methods that rely on the vehicle speed reduction rate as the judgment criterion, this embodiment of the application avoids the physical delay introduced by waiting for changes in vehicle speed signals. This facilitates timely interruption of engine fuel supply during rapid deceleration, reducing the burden on the braking system, shortening braking distance, and reducing fuel consumption in unnecessary operating conditions, thereby improving the safety and fuel economy of hybrid vehicles during driving.

[0055] Furthermore, this embodiment of the application also synchronously collects vehicle speed values ​​and calculates acceleration values. When the fuel cut-off judgment based on the brake pedal is not triggered, the comparison result of the acceleration value and the first preset acceleration threshold is used as a backup judgment logic. This allows the system to still identify rapid deceleration conditions and trigger fuel cut-off even if the brake pedal signal path may fail, improving the system's redundancy, reliability, and safety. Simultaneously, by setting a second preset opening threshold lower than the first preset opening threshold and a second preset acceleration threshold lower than the first preset acceleration threshold, after fuel cut-off, the system determines whether to restore fuel supply based on whether the brake pedal opening change rate and acceleration value are both lower than the corresponding second thresholds. This hysteresis range effectively avoids frequent switching between fuel cut-off and fuel supply near the critical state, ensuring the stability of engine operating state switching and driving smoothness. Timely restoration of fuel supply after the rapid deceleration condition is alleviated balances fuel economy and subsequent acceleration responsiveness. Furthermore, setting the preset frequency to greater than or equal to 100Hz allows for high sampling resolution to capture rapid brake pedal operation and instantaneous vehicle speed changes, providing a reliable data foundation for accurate fuel cut-off and fuel supply judgment.

[0056] In this embodiment, because the driver's intention is directly obtained from the source of the braking operation, a fuel cut-off command can be issued before the vehicle speed actually decreases. This results in a faster response time and a control effect with advance prediction capabilities, transforming the original method of relying on vehicle speed for post-event response into an active prediction mode. Simultaneously, by eliminating engine drive torque in advance, the vehicle's deceleration is more consistently provided by both electric motor braking and mechanical braking, reducing the adversarial load on the braking system during rapid deceleration. This not only slightly shortens the actual braking response time but also improves the smoothness of the deceleration process.

[0057] Based on the same inventive concept, the embodiments of this application provide, as follows: Figure 5 The hybrid vehicle shown includes: Processor 51; Memory 52 for storing executable instructions of the processor 51; The processor 51 is configured to execute a fuel injection control method as described above.

[0058] Based on the same inventive concept, embodiments of this application provide a non-transitory computer-readable storage medium that, when the instructions in the storage medium are executed by the processor of a hybrid vehicle, enables the hybrid vehicle to perform a fuel injection control method as described above.

[0059] Based on the same inventive concept, embodiments of this application provide a computer program product, including computer instructions, which are executed by a processor to implement a fuel injection control method as described above.

[0060] Since the hybrid electric vehicle described in this embodiment is the hybrid electric vehicle used to implement the information processing method in the embodiments of this application, those skilled in the art can understand the specific implementation methods and various variations of the hybrid electric vehicle in this embodiment based on the information processing method described in the embodiments of this application. Therefore, how the hybrid electric vehicle implements the method in the embodiments of this application will not be described in detail here. Any hybrid electric vehicle used by those skilled in the art to implement the information processing method in the embodiments of this application falls within the scope of protection of this application.

[0061] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0062] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0063] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0064] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0065] Although preferred embodiments of the invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including both the preferred embodiments and all changes and modifications falling within the scope of the invention.

[0066] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A fuel injection control method, characterized in that, A hybrid electric vehicle, including an engine, is applied during driving; the method includes: The brake pedal opening value of the hybrid vehicle is collected at a preset frequency, and the brake pedal opening change rate is determined based on the current and previous collected opening values. Based on the first preset opening threshold and the current brake pedal opening change rate, determine whether to generate the first fuel cut-off request for the engine. If the first fuel cut-off request is generated, then the engine fuel cut-off is controlled in response to the first fuel cut-off request.

2. The fuel injection control method as described in claim 1, characterized in that, The method further includes: The vehicle speed value of the hybrid vehicle is collected at the preset frequency, and the acceleration value corresponding to the current vehicle speed value is determined based on the current and previous vehicle speed values ​​and the acceleration value corresponding to the previous vehicle speed value. After determining whether to generate a first fuel cut-off request for the engine, the method further includes: If the first fuel cut-off request is not generated, then based on the first preset acceleration threshold and the current acceleration value, it is determined whether to generate the second fuel cut-off request for the engine. If a second fuel cut-off request is generated, then the engine fuel cut-off is controlled in response to the second fuel cut-off request.

3. The fuel injection control method as described in claim 2, characterized in that, After controlling the engine to cut off fuel supply, the method further includes: Based on the second preset opening threshold and the current brake pedal opening change rate, and the second preset acceleration threshold and the current acceleration value, it is determined whether to generate the engine fuel supply request; the first preset opening threshold is greater than the second preset opening threshold; the first preset acceleration threshold is greater than the second preset acceleration threshold; If the fuel supply request is generated, the engine is controlled to resume fuel supply in response to the fuel supply request.

4. The fuel injection control method as described in claim 3, characterized in that, Based on a second preset opening threshold and the current brake pedal opening change rate, and a second preset acceleration threshold and the current acceleration value, it is determined whether to generate a fuel supply request for the engine, including: If the rate of change of the brake pedal opening is less than the second preset opening threshold and the current acceleration value is less than the second preset acceleration threshold, then a fuel supply request for the engine is generated.

5. The fuel injection control method as described in claim 2, characterized in that, Based on a first preset acceleration threshold and the current acceleration value, determining whether to generate a second fuel cut-off request for the engine includes: If the current acceleration value is greater than the first preset acceleration threshold, a second fuel cut-off request for the engine is generated.

6. The fuel injection control method as described in claim 1, characterized in that, Based on a first preset opening threshold and the current brake pedal opening change rate, determine whether to generate the first fuel cut-off request for the engine, including: If the rate of change of the brake pedal opening in the current operation is greater than the first preset opening threshold, then the first fuel cut-off request for the engine is generated.

7. The fuel injection control method as described in claim 2, characterized in that, The preset frequency is greater than or equal to 100Hz.

8. A hybrid electric vehicle, characterized in that, include: processor; Memory used to store the processor's executable instructions; The processor is configured to execute a fuel injection control method as described in any one of claims 1 to 7.

9. A non-transitory computer-readable storage medium, characterized in that, When the instructions in the storage medium are executed by the processor of the hybrid vehicle, the hybrid vehicle is able to perform a fuel injection control method as described in any one of claims 1 to 7.

10. A computer program product, characterized in that, Includes computer instructions, which are executed by a processor to implement a fuel injection control method as described in any one of claims 1 to 7.

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