Fuel injection control method and apparatus, and electronic control unit, engine, vehicle and storage medium

Abstract

A fuel injection control method and apparatus, an electronic control unit, an engine, a vehicle, and a computer-readable storage medium. The fuel injection control method is applied to an engine, and includes: determining a target injection amount of a fuel when a command to start the engine is detected, where the fuel has a vapor pressure at a target temperature of the engine less than or equal to a preset vapor pressure, and the target temperature is less than or equal to a preset temperature of the engine; and injecting the fuel into a cylinder (302) of the engine based on the target injection amount when it is detected that the engine is in a compression stroke, so as to successfully start the engine.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application claims the priority to Chinese Patent Application No. 202311110913.4, filed on August 30, 2023, which is incorporated herein by reference in its entirety.TECHNICAL FIELD

[0002] The present disclosure relates to, but is not limited to, the field of engine fuel processing, and in particular to a fuel injection control method and apparatus, an electronic control unit, an engine, a vehicle, and a computer-readable storage medium.BACKGROUND

[0003] As carbon neutrality advances, people's demand for alternative energy sources other than gasoline is increasing. For example, methanol is used as an alternative energy source to gasoline. Methanol, as a green energy source, is comparable to gasoline in terms of reliability and durability.SUMMARY

[0004] The following is a summary of the subject matter described in detail herein. This summary is not intended to limit the scope of protection of the claims.

[0005] The present disclosure provides a fuel injection control method and apparatus, an electronic control unit, an engine, a vehicle, and a computer-readable storage medium.

[0006] According to a first aspect of this disclosure, there is provided a fuel injection control method, applied to an engine, the method including: upon detecting a command for starting the engine, determining a target injection amount of a fuel, where the fuel has a vapor pressure at a target temperature of the engine less than or equal to a preset vapor pressure, and the target temperature is less than or equal to a preset temperature of the engine; and upon detecting that the engine is in a compression stroke, injecting the fuel into a cylinder of the engine based on the target injection amount, so that the engine is successfully started.

[0007] According to a second aspect of the present disclosure, there is provided a fuel injection control apparatus, applied to an engine, the apparatus including: a determining unit, configured for, upon detecting a command for starting the engine, determining a target injection amount of a fuel, where the fuel has a vapor pressure at a target temperature of the engine less than or equal to a preset vapor pressure, and the target temperature is less than or equal to a preset temperature of the engine; and an injection unit, configured for, upon detecting that the engine is in a compression stroke, injecting the fuel into a cylinder of the engine based on the target injection amount, so that the engine is successfully started.

[0008] According to a third aspect of the present disclosure, there is provided an electronic control unit, including: at least one processor; and at least one memory for storing processor-executable instructions; where the at least one processor is configured to implement the fuel injection control method according to the first aspect.

[0009] According to a fourth aspect of the present disclosure, there is provided a computer-readable storage medium having a computer program stored thereon, where the computer program, when executed by at least one processor, causes the fuel injection control method according to the first aspect to be implemented.

[0010] According to a fifth aspect of the present disclosure, there is provided an engine, including the electronic control unit according to the third aspect.

[0011] According to a sixth aspect of the present disclosure, there is provided a vehicle, including the engine according to the fifth aspect.

[0012] According to the fuel injection control method provided in the present disclosure, when the temperature of the engine is less than or equal to the preset temperature, the vapor pressure of the fuel is relatively low, and the fuel is difficult to vaporize. In view of the fact that, in the compression stroke of the engine, the piston of the engine quickly compresses the gas in the cylinder of the engine, to perform work on the gas in the cylinder and generate a large amount of heat, the fuel can be injected into the cylinder in the compression stroke, and the fuel can quickly vaporize by absorbing the large amount of heat generated by the gas in the cylinder, and be mixed with the air to form an effective combustible mixture. In this way, even in a low-temperature environment, the fuel that is difficult to vaporize can be easily mixed with the air to form an effective combustible mixture, so that the ignition difficulty of the spark plug of the engine is reduced, thereby reducing the difficulty of starting the engine at a low temperature.

[0013] It is to be understood that the above general description and the following detailed description are merely exemplary and explanatory, and cannot limit the present disclosure. Other aspects will be appreciated upon reading and understanding the drawings and detailed description.BRIEF DESCRIPTION OF DRAWINGS

[0014] To describe the technical solutions in embodiments of the present disclosure or in the related art more clearly, the accompanying drawings required for describing the embodiments or the related art will be briefly described below. The drawings in the following description merely illustrate some embodiments described in the present disclosure, and those of ordinary skill in the art may further obtain other drawings based on these drawings. FIG. 1 is a schematic diagram of a fuel processing scenario in the related art. FIG. 2 is a schematic flowchart of a fuel injection control method according to an embodiment of the present disclosure. FIG. 3 is a schematic diagram of a specific application scenario of fuel processing according to an embodiment of the present disclosure. FIG. 4 is a schematic structural diagram of a fuel injection control apparatus according to an embodiment of the present disclosure. FIG. 5 is a schematic structural diagram of an electronic control unit according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0015] To make those skilled in the art better understand the present disclosure, the embodiments of the present disclosure will be described in detail below in conjunction with the accompanying drawings in the embodiments of the present disclosure. The described embodiments are only a part of the embodiments of the present disclosure, rather than all of the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present disclosure shall fall within the scope of protection of the present disclosure.

[0016] As carbon neutrality advances, people's demand for alternative energy sources other than gasoline is increasing. For example, methanol is used as an alternative energy source to gasoline. Methanol, as a green energy source, is comparable to gasoline in terms of reliability and durability.

[0017] For example, in the case that methanol is used as a fuel for an engine, compared with gasoline and other alternative energy sources to gasoline, methanol has a higher flash point (12°C), a higher latent heat of vaporization, and a lower vapor pressure in a low-temperature environment. When a temperature of the engine is relatively low, it is difficult for methanol to vaporize, and it is difficult for methanol to mix with the air to form an effective combustible mixture, making it difficult for the methanol engine to start at a low temperature.

[0018] Referring to FIG. 1, a fuel processing scenario in the related art will be exemplarily described below.

[0019] In the related art, during an intake stroke of an engine, an intake valve 104 is opened, an exhaust valve 105 is closed, a piston 103 may move away from a spark plug 101, and a negative pressure is formed in a cylinder 102, which draws fuel from an intake port into the cylinder 102. During a compression stroke, the intake valve 104 and the exhaust valve 105 are both closed, and the piston 103 moves towards the spark plug 101 and compresses a mixture in the cylinder 102, thereby converting mechanical energy into internal energy. Meanwhile, the spark plug 101 ignites the compressed mixture, and the mixture can perform work on the piston when ignited, so that the internal energy is converted into mechanical energy. The above steps are repeated, such that the engine can operate continuously, and the engine can be successfully started. However, in the case that methanol is used as a fuel for an engine, for example, compared with gasoline and other alternative energy sources to gasoline, methanol has a higher flash point (12°C), a higher latent heat of vaporization, and a lower vapor pressure in a low-temperature environment. When the temperature of the engine is relatively low, it is difficult for methanol to vaporize, and it is difficult for methanol to mix with the air in the cylinder 102 to form an effective combustible mixture. Thus, in the compression stroke of the engine, it is difficult for the spark plug 101 to ignite the methanol fuel in the cylinder 102, making it difficult for the methanol engine to start at a low temperature.

[0020] In view of the above problems, the following solutions have been provided in the related art.

[0021] For a methanol engine, a gasoline fuel tank and a gasoline fuel supply and injection system are reserved. When the engine needs to be started at a low temperature, gasoline is used for starting, and when the temperature of the engine is high enough, the fuel for the engine is switched from gasoline to methanol. However, this solution requires an additional gasoline fuel supply and injection system, which increases cost and arrangement difficulty, and results in high dependence on gasoline. Moreover, users need to periodically refill gasoline, which is inconvenient to use.

[0022] For the methanol engine, a heater is used to heat intake air of the engine and coolant of the engine, enabling the methanol engine to be started at a low temperature. However, due to the high temperature required for heating, a high power and large physical size of the heater bring significant challenges to the engine arrangement and cost. Meanwhile, due to the long time required for preheating of the heater, it is difficult to enable rapid start of the methanol engine at a low temperature.

[0023] It can be understood that the above description of the fuel processing scenario is only exemplary, and in practical applications, other fuel processing scenarios are not excluded, which is not specifically limited.

[0024] In view of this, an embodiment of the present disclosure provides a fuel injection control method, applied to an engine, which can reduce the ignition difficulty of a spark plug of the engine, thereby reducing the difficulty of starting the engine at a low temperature. As shown in FIG. 2, the fuel injection control method includes the following steps S201 and S202.

[0025] At step S201, upon detecting a command for starting the engine, a target injection amount of a fuel is determined, where the fuel has a vapor pressure at a target temperature of the engine less than or equal to a preset vapor pressure, and the target temperature is less than or equal to a preset temperature of the engine.

[0026] The fuel can be implemented in various specific forms. As an example, the fuel may be methanol, ethanol, or other fuels with a relatively low vapor pressure at a low temperature, that is, difficult to vaporize, and the specific implementation of the above fuel is not limited.

[0027] The engine may be configured on a variety of movable devices, such as automobiles and vessels. The movable devices where the engine is configured are not specifically limited.

[0028] The command for starting the engine may be implemented in various specific ways. As an example, in a specific implementation, the engine is an automobile engine and may be started by a starter motor during startup. The command for starting the engine may be triggered when a user needs to start the vehicle and sent as a starting command to the starter motor. Upon receiving the command, the starter motor may start the engine according to the command, that is, drive a crankshaft of the engine to begin rotating. It should be noted that the above description of the implementation of the command for starting the engine is only exemplary, and in practical applications, other specific implementations are not excluded, which is not limited.

[0029] The target injection amount may be determined in various methods. As an example, in an implementation, determining the target injection amount of the fuel may include: determining the target injection amount of the fuel according to an intake air volume in the intake stroke of the engine. It should be noted that the above description of the method of determining the target injection amount is only exemplary, and other determination methods are not excluded in practical applications. For example, the target injection amount may also be determined according to an airfuel ratio of the engine and a current temperature of the engine, which is not specifically limited.

[0030] As an example, the target injection amount may be predetermined and stored, or may be calculated in real time, which is not specifically limited.

[0031] As an example, the preset temperature of the engine may be used as an indicator for cold start of the engine. Starting the engine when the current temperature of the engine is less than or equal to the preset temperature constitutes the cold start of the engine. For example, the preset temperature may be 0 °C, -10°C, -20°C, -30 °C, -40 °C, etc.

[0032] It may be understood that, for the characteristics of the above fuel, at the target temperature of the engine that is less than or equal to the preset temperature, the vapor pressure of the fuel is less than or equal to the preset vapor pressure. The preset vapor pressure may represent the vaporization difficulty of the fuel at a low temperature, where the lower the vapor pressure of the fuel, the higher the latent heat of vaporization is, and consequently, the more difficult it is for the fuel to vaporize. For example, in the case of the methanol fuel, compared with other fuels, methanol has a higher flash point (12°C), a higher latent heat of vaporization, and a lower vapor pressure at a low temperature, so it is more difficult for methanol to vaporize at a low temperature.

[0033] At step S202, upon detecting that the engine is in a compression stroke, the fuel is injected into a cylinder of the engine based on the target injection amount, so that the engine is successfully started.

[0034] The fuel may be injected in various ways. As an example, in an implementation, injecting the fuel into the cylinder of the engine based on the target injection amount may include: injecting the fuel into the cylinder of the engine in multiple injections based on the target injection amount of the fuel. In the case that a total amount of the fuel injected during one compression stroke, i.e., the target injection amount, remains unchanged, the fuel is injected into the cylinder in the multiple injections, and the sum of the fuel injected in the multiple injections is equal to the target injection amount. In this way, on the one hand, it is possible to avoid fuel wall wetting caused by excessive single-injection amount and duration which result in an excessively long fuel spray penetration. Fuel wall wetting refers to a phenomenon where the fuel is injected onto a wall of the cylinder of the engine, that is, a surface that requires protection and is typically protected by an oil film. Injection of the fuel onto this surface may wash away the protective oil film, causing the wall susceptible to wear, and the fuel adhering to the wall is also more difficult to vaporize. On the other hand, the injected fuel can absorb the heat generated by the compression work more fully, thereby completing the vaporization.

[0035] Considering that in the compression stroke of the engine, ignition is typically performed by the spark plug, and at an ignition timing of the spark plug, the combustible mixture near the spark plug needs to reach a certain concentration, so that the spark plug can ignite successfully.

[0036] In view of the above problems, as an example, the ignition timing of the engine in the compression stroke may be determined first, and the fuel is injected into the cylinder of the engine in the multiple injections based on the target injection amount and the ignition timing. A timing of a last injection of the fuel into the cylinder of the engine is determined according to the ignition timing. When the fuel is injected in the multiple injections in one compression stroke of the engine, the timing of the last injection of the fuel is determined according to the ignition timing, which can ensure that the concentration of the combustible mixture near the spark plug during ignition is as high as possible, thereby increasing the success rate of ignition by the spark plug of the engine.

[0037] The ignition timing may be determined in various methods. As an example, in an implementation, the ignition timing may be determined based on a compression top dead center of the engine in the compression stroke, where the compression top dead center may correspond to a top dead center of movement of the piston in the engine. It should be noted that the above description of the method of determining the ignition timing is only exemplary, and in practical applications, other determination methods are not excluded, which is not specifically limited.

[0038] As an example, the timing of the last injection of the fuel into the cylinder of the engine may be determined according to a crankshaft angle range of ±20 degrees (±20°) relative to a position of a crankshaft corresponding to the ignition timing, where the crankshaft is the crankshaft of the engine. Completing the last fuel injection within the crankshaft angle range of ±20 degrees relative to the position of the crankshaft corresponding to the ignition timing can significantly improve the probability of successful ignition by the spark plug of the engine.

[0039] As an example, the timing of the last injection of the fuel into the cylinder of the engine may be synchronized with the ignition timing, or may be within the range of ±20 degrees relative to the ignition timing, where the 20 degrees may represent a difference between an angle of the crankshaft of the engine and an angle corresponding to the position of the crankshaft at the ignition timing.

[0040] A range of the compression stroke may be implemented in various ways. As an example, in a specific implementation, the range of the compression stroke may be from 180 degrees before the top dead center of the movement of the engine piston to the top dead center, where the 180 degrees may represent the angle of the crankshaft of the engine. It should be noted that the above description of the specific implementation of the range of the compression stroke is only exemplary, and in practical applications, other specific implementations are not excluded, which is not specifically limited.

[0041] As an example, the fuel may be injected into the cylinder of the engine in the multiple injections based on the target injection amount and the current temperature of the engine, where the number of the multiple injections of the fuel corresponds to the current temperature of the engine. The number of injections of the fuel with the target injection amount into the cylinder is determined according to the current temperature of the engine. The number of injections in the same compression stroke may be determined according to the current temperature of the engine. When the current temperature is low, there is a high demand for the fuel and thus the number of injections is increased, and when the current temperature is high, there is a low demand for the fuel and thus the number of injections is reduced. The number of injections of the fuel is flexibly adapted to the current temperature of the engine, which can increase a success rate of ignition at a low temperature while reducing fuel waste.

[0042] As an example, the number of injections of the fuel may also be determined according to a crankshaft speed of the engine. It will be appreciated that the crankshaft speed of the engine can affect a duration of the compression stroke.

[0043] As an example, the fuel may be directly injected into the cylinder of the engine by controlling a direct-injection fuel injector, or the fuel may be directly injected into the cylinder of the engine in other methods, which is not specifically limited.

[0044] It should be noted that the above description of the fuel injection method is only exemplary, and in practical applications, other injection methods are not excluded, which is not specifically limited.

[0045] The current temperature of the engine may be determined in various methods. As an example, in an implementation, the current temperature of the engine may be determined by measuring a temperature of the intake air of the engine and a temperature of the coolant of the engine. It should be noted that the above description of the method of determining the current temperature of the engine is only exemplary, and in practical applications, other determination methods are not excluded, which is not specifically limited.

[0046] When the fuel is injected into the cylinder of the engine in the multiple injections, the injection amount of the fuel per injection may be the same or different. As an example, a maximum injection amount of the fuel is injected into the cylinder of the engine in a first injection of the multiple injections, for example, the injection amount of the fuel injected into the cylinder of the engine in the first injection of the multiple injections may be 50% or more of the target injection amount. Increasing the injection amount of the fuel in the first injection of the multiple injections can make a total vaporization amount of the fuel corresponding to the target injection amount as large as possible. It should be noted that the above description of the specific implementation of the injection amount of the fuel per injection is only exemplary, and in practical applications, other specific implementations are not excluded, which is not specifically limited.

[0047] The stroke (e.g., the aforementioned compression stroke) in which the engine is operating can be determined in various methods. As an example, the stroke in which the engine is operating may be determined by a crankshaft angle and a camshaft angle of the engine. It can be understood that the crankshaft angle can represent the movement position of the piston of the engine, the camshaft angle can assist in representing the number of revolutions of the crankshaft, and the combination of the two angels can be used to determine the stroke in which the engine is operating. It should be noted that the above description of the method of determining the stroke in which the engine is operating is only exemplary, and in practical applications, other determination methods are not excluded, which is not specifically limited.

[0048] As an example, the crankshaft angle may be determined by a crankshaft position sensor of the engine, and the camshaft angle may be determined by a camshaft position sensor of the engine. The crankshaft angle and the camshaft angle may also be determined by other means, which is not specifically limited.

[0049] As an example, the fuel injection control method described in any one of the above embodiments may be triggered and performed when the current temperature of the engine is less than or equal to the preset temperature of the engine.

[0050] Referring to FIG. 3, a specific application scenario of fuel processing according to an embodiment of the present disclosure will be exemplarily described below.

[0051] The current stroke in which the engine is operating can be determined by an angle of a crankshaft 304 of the engine. During the compression stroke of the engine, an intake valve 305 and an exhaust valve 306 are both closed, and a piston 303 moves towards a spark plug 301 and compresses gas in a cylinder 302, so that mechanical energy is converted into internal energy. The piston 303 rapidly compresses the gas in the cylinder 302 of the engine to perform work on the gas in the cylinder 302 and generate a large amount of heat. Fuel (e.g., methanol) can be injected into the cylinder 302 in the compression stroke, and the fuel (e.g., methanol) can absorb the large amount of heat generated by the gas in the cylinder 302 to quickly vaporize, and mix with the air to form an effective combustible mixture. At the same time, the spark plug 301 ignites the compressed mixture, and the mixture can perform work on the piston when ignited, to convert the internal energy into mechanical energy. The above steps are repeated, such that the engine can operate continuously, thereby enabling successful startup of the engine. In this way, even in a low-temperature environment, the fuel that is difficult to vaporize, such as methanol, can be easily mixed with the air to form an effective combustible mixture, so that the ignition difficulty of the spark plug 301 of the engine is reduced, thereby reducing the difficulty of starting the engine at a low temperature.

[0052] It should be noted that the above description of the specific application scenario of fuel processing according to the present disclosure is only exemplary, and in practical applications, other specific application scenarios are not excluded, which is not specifically limited.

[0053] According to the fuel injection control method provided in the embodiments of the present disclosure, when the temperature of the engine is less than or equal to the preset temperature, the vapor pressure of the fuel is relatively low, and the fuel is difficult to vaporize. In view of the fact that, in the compression stroke of the engine, the piston of the engine quickly compresses the gas in the cylinder of the engine, to perform work on the gas in the cylinder and generate a large amount of heat, the fuel can be injected into the cylinder in the compression stroke, and the fuel can quickly vaporize by absorbing the large amount of heat generated by the gas in the cylinder, and be mixed with the air to form an effective combustible mixture. In this way, even in a low-temperature environment, the fuel that is difficult to vaporize can be easily mixed with the air to form an effective combustible mixture, so that the ignition difficulty of the spark plug of the engine is reduced, thereby reducing the difficulty of starting the engine at a low temperature.

[0054] Corresponding to the foregoing embodiments of the method, an embodiment of the present disclosure further provides a fuel injection control apparatus, applied to an engine. Referring to FIG. 4, the fuel injection control apparatus may include a determining unit 401 and an injection unit 402.

[0055] The determining unit 401 is configured for, upon detecting a command for starting the engine, determining a target injection amount of a fuel, where the fuel has a vapor pressure at a target temperature of the engine less than or equal to a preset vapor pressure, and the target temperature is less than or equal to a preset temperature of the engine.

[0056] The injection unit 402 is configured for, upon detecting that the engine is in a compression stroke, injecting the fuel into a cylinder of the engine based on the target injection amount, so that the engine is successfully started.

[0057] As an example, the injection unit 402 is specifically configured for injecting the fuel into the cylinder of the engine in multiple injections based on the target injection amount.

[0058] As an example, the injection unit 402 is further configured for determining an ignition timing of the engine in the compression stroke; and determining, based on the ignition timing, a timing of a last injection of the fuel into the cylinder of the engine during a process of injecting the fuel into the cylinder of the engine in the multiple injections.

[0059] As an example, the timing of the last injection of the fuel into the cylinder of the engine is determined according to a crankshaft angle range of ±20 degrees relative to an engine crankshaft position corresponding to the ignition timing.

[0060] As an example, the injection unit 402 is specifically configured for injecting the fuel into the cylinder of the engine in the multiple injections based on the target injection amount and a current temperature of the engine, where a number of the multiple injections corresponds to the current temperature of the engine.

[0061] As an example, a maximum injection amount of the fuel is injected into the cylinder of the engine in a first injection of the multiple injections.

[0062] As an example, the fuel includes methanol or ethanol.

[0063] Corresponding to the foregoing embodiments of the method, as a specific application, the foregoing embodiments may be applied to an electronic control unit (ECU). Accordingly, the present disclosure further provides an electronic control unit. As shown in FIG. 5, the electronic control unit may include: at least one processor 501; and at least one memory 502 for storing processor-executable instructions, where the at least one processor 501 is configured to implement the fuel injection control method described in any one of the foregoing embodiments.

[0064] It is worth noting that each of the foregoing embodiments of the fuel injection control method is applicable to the processor 501 during the process of injecting the fuel into the cylinder of the engine in the compression stroke of the engine.

[0065] The present disclosure further provides an engine, including the electronic control unit as described above.

[0066] The present disclosure further provides a vehicle, including the engine as described above.

[0067] The present disclosure further provides a computer-readable storage medium having a computer program stored thereon, where the computer program, when executed by at least one processor, causes the fuel injection control method described in any one of the above embodiments to be implemented. The computer-readable storage medium may include a non-transitory computer-readable storage medium.

[0068] The foregoing descriptions are merely detailed description of implementations of the present disclosure. It should be noted that for those of ordinary skill in the art, several improvements and modifications can be made without departing from the principle of the present disclosure, and these improvements and modifications should also be considered as falling within the scope of protection of the present disclosure.

Claims

1. A fuel injection control method, applied to an engine, the method comprising: upon detecting a command for starting the engine, determining a target injection amount of a fuel, wherein the fuel has a vapor pressure at a target temperature of the engine less than or equal to a preset vapor pressure, and the target temperature is less than or equal to a preset temperature of the engine; and upon detecting that the engine is in a compression stroke, injecting the fuel into a cylinder of the engine based on the target injection amount, so that the engine is successfully started.

2. The fuel injection control method according to claim 1, wherein injecting the fuel into the cylinder of the engine based on the target injection amount comprises: injecting the fuel into the cylinder of the engine in multiple injections based on the target injection amount.

3. The fuel injection control method according to claim 2, further comprising: determining an ignition timing of the engine in the compression stroke; and determining, based on the ignition timing, a timing of a last injection of the fuel into the cylinder of the engine during a process of injecting the fuel into the cylinder of the engine in the multiple injections.

4. The fuel injection control method according to claim 3, wherein the timing of the last injection of the fuel into the cylinder of the engine is determined according to a crankshaft angle range of ±20 degrees relative to an engine crankshaft position corresponding to the ignition timing.

5. The fuel injection control method according to any one of claims 2 to 4, wherein injecting the fuel into the cylinder of the engine in the multiple injections comprises: injecting the fuel into the cylinder of the engine in the multiple injections based on the target injection amount and a current temperature of the engine, wherein a number of the multiple injections corresponds to the current temperature of the engine.

6. The fuel injection control method according to any one of claims 2 to 5, wherein a maximum injection amount of the fuel is injected into the cylinder of the engine in a first injection of the multiple injections.

7. The fuel injection control method according to any one of claims 2 to 6, wherein an injection amount of the fuel injected into the cylinder of the engine in a first injection of the multiple injections is 50% or more of the target injection amount.

8. The fuel injection control method according to any one of claims 1 to 7, wherein the method is triggered and performed when a current temperature of the engine is less than or equal to the preset temperature.

9. The fuel injection control method according to any one of claims 1 to 8, wherein the fuel comprises methanol or ethanol.

10. A fuel injection control apparatus, applied to an engine, the apparatus comprising: a determining unit, configured for, upon detecting a command for starting the engine, determining a target injection amount of a fuel, wherein the fuel has a vapor pressure at a target temperature of the engine less than or equal to a preset vapor pressure, and the target temperature is less than or equal to a preset temperature of the engine; and an injection unit, configured for, upon detecting that the engine is in a compression stroke, injecting the fuel into a cylinder of the engine based on the target injection amount, so that the engine is successfully started.

11. An electronic control unit, comprising: at least one processor; and at least one memory for storing processor-executable instructions; wherein the at least one processor is configured to implement the fuel injection control method according to any one of claims 1 to 9.

12. A computer-readable storage medium, having a computer program stored thereon, wherein the computer program, when executed by at least one processor, causes the fuel injection control method according to any one of claims 1 to 9 to be implemented.

13. An engine, comprising the electronic control unit according to claim 11.

14. A vehicle, comprising the engine according to claim 13.

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