CN116988879A

CN116988879A - Carbon tank desorption method and system, vehicle controller and vehicle

Info

Publication number: CN116988879A
Application number: CN202210447039.2A
Authority: CN
Inventors: 廖亮宇; 史明杰; 吴刚
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2022-04-26
Filing date: 2022-04-26
Publication date: 2023-11-03

Abstract

The invention relates to the technical field of vehicle carbon tank desorption, and discloses a carbon tank desorption method and system of a hybrid vehicle, a vehicle controller and a vehicle, wherein the method comprises the following steps: after a hybrid vehicle is started, acquiring an SOC value of a power battery of the hybrid vehicle; controlling an engine to obtain a preset rotating speed according to the SOC value so as to control a carbon tank electromagnetic valve of the hybrid vehicle to obtain desorption flow; controlling an air flow hydrocarbon sensor of the hybrid vehicle to acquire carbon tank load information in real time; and carrying out carbon tank desorption operation according to the carbon tank load information. The invention can accurately and reliably acquire the load information of the carbon tank, quickly and timely desorb the fuel vapor in the carbon tank, and reduce the environmental pollution caused by the discharge of the fuel vapor into the atmosphere.

Description

Carbon tank desorption method and system, vehicle controller and vehicle

Technical Field

The invention relates to the technical field of carbon tank desorption of vehicles, in particular to a carbon tank desorption method and system of a hybrid vehicle, a vehicle controller and a vehicle.

Background

Currently, gasoline fueled vehicles require the use of a canister to adsorb fuel vapors from the fuel tank due to the volatile nature of gasoline. After the engine is started, the fuel vapor in the carbon tank is introduced into the engine cylinder to burn by utilizing the vacuum in the engine air inlet pipeline, so that the fuel vapor is prevented from being directly discharged into the atmosphere to cause environmental pollution. For hybrid vehicles, the driver may run the vehicle for a long period of time using a battery-only mode by charging the power battery, and the engine may be started only when the power battery is low SOC (state of charge) or the vehicle requires additional driving torque. This results in the opportunity and time of operation of the engine of the hybrid vehicle being much less than that of a fuel vehicle during daily use, and thus, the fuel vapor in the carbon tank is discharged into the atmosphere because of the inability to desorb in time, resulting in environmental pollution. In the prior art, a scheme for calculating the fuel evaporation capacity in a fuel tank through different carbon tank load models exists, but the calculation mechanism of the carbon tank load models in the scheme is extremely complex, the development workload is very large, and the accuracy and the robustness of the carbon tank load models actually used at present are poor, so that the fuel vapor in the carbon tank still cannot be accurately and timely desorbed.

Disclosure of Invention

The embodiment of the invention provides a carbon tank desorption method and system of a hybrid vehicle, a vehicle controller and a vehicle, which can accurately and timely desorb fuel vapor in the carbon tank and reduce environmental pollution caused by the discharge of the fuel vapor into the atmosphere.

A canister desorption method of a hybrid vehicle, comprising:

after the hybrid vehicle is started, acquiring an SOC value of a power battery of the hybrid vehicle;

controlling an engine to obtain a preset rotating speed according to the SOC value so as to control a carbon tank electromagnetic valve of the hybrid vehicle to obtain desorption flow;

controlling an air flow hydrocarbon sensor of the hybrid vehicle to acquire carbon tank load information in real time;

and carrying out carbon tank desorption operation according to the carbon tank load information.

Optionally, controlling the engine to obtain the preset rotation speed according to the SOC value includes:

when the SOC value is greater than or equal to a preset SOC threshold value, acquiring the speed of the hybrid vehicle in real time;

when the vehicle speed is greater than or equal to a preset vehicle speed, controlling a motor of the hybrid vehicle to drag the engine to a first preset rotating speed.

Optionally, after the engine obtains the first preset rotation speed, the method further includes:

the engine is set to prohibit fuel injection ignition while the duty ratio of the canister solenoid valve is set to the first duty ratio, and the throttle opening of the engine is set to a preset opening.

detecting whether the engine is started or not in real time when the SOC value is smaller than a preset SOC threshold value;

when the engine start is detected, controlling the engine speed to be adjusted to a second preset speed, wherein the second preset speed is larger than or equal to the first preset speed.

Optionally, after the engine obtains the second preset rotation speed, the method further includes:

controlling the torque output of the engine to be a preset torque;

and setting the duty ratio of the carbon tank electromagnetic valve to a second duty ratio when the engine warmup to the first preset temperature is determined.

Optionally, controlling a carbon tank electromagnetic valve of the hybrid vehicle to obtain desorption flow, specifically:

and controlling the opening of the carbon tank electromagnetic valve, and controlling the outlet pressure of the carbon tank electromagnetic valve to be smaller than the inlet pressure.

Optionally, performing a canister desorption operation according to the canister loading information includes:

and when the load of the carbon tank is greater than or equal to a first preset load threshold, acquiring the current state of the engine, and entering a carbon tank forced desorption mode to execute a forced desorption strategy corresponding to the current state.

Optionally, executing the forced desorption strategy corresponding to the current state includes:

when the current state of the engine is motor dragging, executing a first forced desorption strategy, wherein the first forced desorption strategy comprises:

Controlling the fuel injector of the engine to inject fuel and the spark plug to ignite, and starting the engine after the duty ratio of the electromagnetic valve of the carbon tank is set to be 0%;

when the engine warmup to the second preset temperature is determined, setting the duty ratio of the electromagnetic valve of the carbon tank to be a first forced desorption duty ratio so as to forcedly desorb fuel vapor in the carbon tank; the first forced desorption duty cycle is determined from the carbon canister loading information.

and executing a second forced desorption strategy when the current state of the engine is started, wherein the second forced desorption strategy comprises the following steps of: the duty ratio of the electromagnetic valve of the carbon tank is adjusted to a second forced desorption duty ratio so as to forcedly desorb the fuel vapor in the carbon tank; the second forced desorption duty cycle is determined based on the actual engine operating information and the canister loading information.

Optionally, after executing the forced desorption strategy corresponding to the current state, the method further includes:

when the load of the carbon tank is smaller than or equal to a second preset load threshold value, exiting the carbon tank forced desorption mode; the second preset load threshold is less than the first preset load threshold.

When the load of the carbon tank is smaller than a first preset load threshold, entering a carbon tank normal desorption mode, and acquiring the current state of the engine;

when the current state of the engine is motor dragging, controlling the motor to stop dragging the engine;

when the current state of the engine is started, the duty ratio of the electromagnetic valve of the carbon tank is adjusted to the normal desorption duty ratio so as to normally desorb fuel vapor in the carbon tank; the normal desorption duty cycle is determined based on the actual engine operating information and the canister loading information.

A vehicle controller for performing the above-described canister desorption method of a hybrid vehicle.

A carbon tank desorption system of a hybrid vehicle comprises a carbon tank, a desorption pipeline, a carbon tank electromagnetic valve, an air flow hydrocarbon sensor, a motor, an engine, a throttle valve arranged on an air inlet pipe of the engine and a vehicle controller for executing a carbon tank desorption method of the hybrid vehicle, wherein the carbon tank, the desorption pipeline, the carbon tank electromagnetic valve, the air flow hydrocarbon sensor, the motor and the engine are arranged on the hybrid vehicle; the tank is connected to the tank of mixing motor vehicle, and the engine is connected to the motor, and the tank solenoid valve sets up on desorption pipeline, and engine, motor, tank solenoid valve and air flow hydrocarbon sensor are connected to the vehicle controller, and the desorption pipeline sets up between tank and engine, and air flow hydrocarbon sensor sets up on the tank or desorption pipeline.

A vehicle comprising a vehicle controller, or a canister desorption system.

The invention provides a carbon tank desorption method and system of a hybrid vehicle, a vehicle controller and a vehicle, wherein the method comprises the following steps: after the hybrid vehicle is started, acquiring an SOC value of a power battery of the hybrid vehicle; controlling an engine to obtain a preset rotating speed according to the SOC value so as to control a carbon tank electromagnetic valve of the hybrid vehicle to obtain desorption flow; controlling an air flow hydrocarbon sensor of the hybrid vehicle to acquire carbon tank load information in real time; and carrying out carbon tank desorption operation according to the carbon tank load information.

According to the invention, the engine can be controlled to obtain the preset rotating speed through the SOC value, so as to control the carbon tank electromagnetic valve of the hybrid electric vehicle to obtain the desorption flow, and therefore, the carbon tank load information is obtained in real time through the air flow carbon-hydrogen sensor, and the aim that the carbon tank load information can be accurately and reliably obtained no matter the hybrid electric vehicle runs in a pure electric drive mode or a hybrid electric drive mode is realized; and according to the measured accurate carbon tank load information, different carbon tank desorption operations can be performed so as to quickly and timely desorb fuel vapor in the carbon tank, and environmental pollution caused by the fact that the fuel vapor is discharged into the atmosphere is reduced. Meanwhile, in the invention, after the hybrid vehicle is started, the engine is controlled to obtain the preset rotating speed according to the SOC value, so that the carbon tank electromagnetic valve of the hybrid vehicle is controlled to obtain the desorption flow, further, the carbon tank load information is collected through the air flow hydrocarbon sensor, the monitoring precision is ensured to be high, and the equipment cost is reduced compared with that of using the ultrasonic hydrocarbon sensor.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are needed in the description of the embodiments of the present invention will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic diagram of a canister desorption system of a hybrid vehicle according to an embodiment of the invention.

Fig. 2 is a flowchart of a canister desorption method of a hybrid vehicle in accordance with an embodiment of the present invention.

Fig. 3 is a flowchart of step S200 of a canister desorption method of a hybrid vehicle according to an embodiment of the invention.

Fig. 4 is a flowchart of step S200 of a canister desorption method of a hybrid vehicle in accordance with another embodiment of the present invention.

Fig. 5 is a flowchart of step S400 of a canister desorption method of a hybrid vehicle in accordance with another embodiment of the present invention.

Fig. 6 is a block diagram of a vehicle controller in an embodiment of the invention.

Fig. 7 is a block diagram of a vehicle in an embodiment of the invention.

Fig. 8 is a block diagram of a vehicle in another embodiment of the invention.

Reference numerals in the specification are as follows:

1. A carbon tank; 2. a desorption pipeline; 3. a carbon canister solenoid valve; 4. an air flow hydrocarbon sensor; 5. a motor; 6. an engine; 7. an engine air inlet pipe; 8. a throttle valve; 9. a vehicle controller; 91. an engine controller; 92. a vehicle controller; 10. a fuel tank; 11. an atmospheric channel; 12. a fuel vapor pipe; 100. a vehicle; 200. a carbon canister desorption system.

Detailed Description

The following description of the embodiments of the present invention will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are some, but not all embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.

In one embodiment, as shown in fig. 1, the present invention provides a canister desorption system of a hybrid vehicle, comprising a canister 1 mounted on the hybrid vehicle, a desorption line 2, a canister solenoid valve 3, an air flow hydrocarbon sensor 4, a motor 5, an engine 6, a throttle valve 8 mounted on an intake pipe 7 of the engine, and a vehicle controller 9 for executing a canister desorption method of the hybrid vehicle in the present invention; the carbon tank 1 is connected with a fuel tank 10 of the hybrid vehicle, the motor 5 is connected with the engine 6, the carbon tank electromagnetic valve 3 is arranged on the desorption pipeline 2, the vehicle controller 9 is connected with the engine 6, the motor 5, the carbon tank electromagnetic valve 3 and the air flow hydrocarbon sensor 4, the desorption pipeline 2 is arranged between the carbon tank 1 and the engine 6, and the air flow hydrocarbon sensor 4 is arranged on the carbon tank 1 or the desorption pipeline 2.

As can be appreciated, the canister desorption system of the hybrid vehicle is applied to a hybrid vehicle (such as a plug-in hybrid vehicle), as shown in fig. 1 and 6, the vehicle controller 9 may include an engine controller 91 and a vehicle controller 92, where the engine controller 91 is electrically connected to the vehicle controller 92, the engine controller 91 is electrically connected to the canister solenoid valve 3 and the air flow hydrocarbon sensor 4, the motor 5 is connected to the engine 6, and the vehicle controller 92 may control the motor 5 to start or control the motor 5 to drag the engine 6.

Further, the motor 5 may be an Integrated Starter Generator (ISG) motor 5 of a vehicle, a rotor of the motor 5 is connected with an output shaft of the engine 6, and when the engine 6 runs, the motor 5 is driven to generate electricity, a power battery is charged, and the motor 5 may drag or start the engine 6. The power battery may also be charged by an external power source when the hybrid vehicle is parked.

Further, the air flow hydrocarbon sensor 4 may be installed on the carbon tank 1 or on the desorption line 2 between the carbon tank electromagnetic valve 3 and the carbon tank 1, so as to control the carbon tank electromagnetic valve 3 of the hybrid vehicle to obtain desorption flow (control the carbon tank electromagnetic valve 3 to be opened and control the outlet pressure of the carbon tank electromagnetic valve 3 to be smaller than the inlet pressure) after the engine 6 obtains a preset rotation speed; that is, since the engine 6 starts rotating after acquiring the preset rotation speed and the outlet pressure is smaller than the inlet pressure after the canister solenoid valve is opened, the desorption line 2 is opened and the gas flow in the desorption line 2 (the air flow hydrocarbon sensor 4 measures the canister load according to the difference of the thermal conductivities of the air and the fuel vapor, and the canister load information can be measured only when the gas flows, the cost is low, the accuracy of the air flow hydrocarbon sensor 4 is high and the development workload is small compared with the ultrasonic hydrocarbon sensor), and the canister load information of the canister 1 can be measured in real time at this time.

Simultaneously, the engine 6 has connect the intake pipe (that is above-mentioned engine intake pipe 7) promptly, throttle valve 8 sets up on above-mentioned engine intake pipe 7, fuel tank 10 passes through fuel steam pipe 12 with carbon tank 1 and is connected, the one end intercommunication carbon tank 1 of desorption pipeline 2, the other end intercommunication of desorption pipeline 2 is in the engine intake pipe, install carbon tank solenoid valve 3 on the desorption pipeline 2, carbon tank 1 still is equipped with the atmospheric channel 11 that links to each other with the external world (atmospheric channel 11 passes through carbon tank 1 intercommunication desorption pipeline), air flow hydrocarbon sensor 4 is installed on carbon tank 1 or carbon tank 1 and carbon tank solenoid valve 3's desorption pipeline 2, fuel tank 10 is used for splendid attire fuel, the fuel steam that produces in the fuel tank 10 gets into carbon tank 1 through fuel steam pipe 12, by the active carbon adsorption in the carbon tank 1. Preferably, the fuel tank 10 is a low pressure fuel tank 10, but a high pressure fuel tank 10 may be used (in which case a fuel tank isolation valve is required to be installed on the fuel vapor pipe 12).

The engine 6 may be either a naturally aspirated engine or a turbocharged engine. If the engine 6 is a naturally aspirated engine, the pressure of the engine air inlet pipe 7 does not exceed the atmospheric pressure, and the pressure in the whole engine air inlet pipe 7 is similar because no air compressor exists, so as long as one path of desorption pipeline is connected to the air inlet pipe, the engine obtains a preset rotating speed, the carbon tank electromagnetic valve 3 is controlled to be opened, the outlet pressure of the carbon tank electromagnetic valve 3 is controlled to be smaller than the inlet pressure, the gas flow in the desorption pipeline can be realized, the desorption flow is obtained, and the fuel vapor in the carbon tank 1 flows into the engine air inlet pipe 7. Therefore, for a naturally aspirated engine, the desorption line 2 only needs to pass through the canister solenoid valve 3 and then be connected to the throttle valve 8 of the engine intake pipe 7, that is, the connection position of the desorption line 2 and the engine intake pipe 7 is set between the throttle valve 8 and the engine 6 (as shown in fig. 1). If the engine 6 is a turbo-charged engine, if the turbo-charged engine has a supercharger under the condition of high load, the pressure of the air inlet pipe behind the throttle valve 8 will be higher than the ambient pressure, so if just a desorption pipeline is arranged to be communicated with the throttle valve 8 as in the case of a naturally aspirated engine, the desorption gas in the desorption pipeline cannot smoothly enter the air inlet pipe due to the influence of the pressure. The desorption line 2 will thus be split into two after the carbon canister solenoid valve 3, a first of which is connected after the throttle valve 8 of the engine inlet pipe 7 and a second of which is connected upstream of the compressor of the engine inlet pipe 7 via a venturi (not shown). At this time, since the pressure upstream of the compressor is still slightly smaller than the ambient pressure, after the pressure difference is amplified by the venturi tube, the air flow in the desorption line 2 may enter the engine intake pipe 7 through the second path (upstream of the compressor entering the engine intake pipe 7 through the canister solenoid valve 3), so that even under the condition of high load of the engine 6, the canister desorption system of the hybrid vehicle can still be ensured to have a certain desorption capacity.

That is, for both the naturally aspirated engine and the supercharged engine 6, only one canister solenoid valve 3 is provided on the desorption line 2 in the canister desorption system of the hybrid vehicle. But the naturally aspirated engine is provided with a desorption line after the canister solenoid valve 3 communicating with the engine intake pipe 7 only through an access point after the throttle valve 8 in the engine intake pipe 7. The desorption pipeline of the turbocharged engine is divided into two paths after the carbon tank electromagnetic valve 3, the first path is connected with the throttle valve 8 of the engine air inlet pipe 7 like a natural air suction engine, and the second path is connected with the upstream of the air compressor of the engine air inlet pipe 7 through a venturi tube.

It is appreciated that the hybrid vehicle has a purely electric drive mode and a hybrid drive mode when in operation. Under the condition that the power battery is sufficiently charged, for example, when the SOC value of the power battery is greater than or equal to a preset SOC threshold value (for example, 40%), the hybrid vehicle will preferentially operate in the pure electric mode (the possibility of starting the engine 6 when running in the pure electric mode is smaller), and when the SOC value of the power battery is less than the preset SOC threshold value, the hybrid vehicle preferentially operates in the hybrid driving mode, and at this time, the engine 6 will be started at any time and drive the motor 5 to generate electricity according to circumstances.

In one embodiment, as shown in fig. 2, the method for desorbing the carbon canister of the hybrid vehicle includes the following steps S100-S400:

s100, after a hybrid vehicle is started, acquiring an SOC value of a power battery of the hybrid vehicle; after the hybrid vehicle is started, the SOC value of the power battery may be directly measured and directly obtained by the vehicle controller 9.

And S200, controlling the engine 6 to obtain a preset rotating speed according to the SOC value so as to control the carbon tank electromagnetic valve 3 of the hybrid vehicle to obtain desorption flow. Further, the control of the canister solenoid valve 3 of the hybrid vehicle obtains a desorption flow, specifically: and controlling the carbon tank electromagnetic valve 3 to be opened, and controlling the outlet pressure of the carbon tank electromagnetic valve 3 to be smaller than the inlet pressure. That is, as long as the canister solenoid valve 3 is opened and the outlet pressure of the canister solenoid valve 3 is smaller than the inlet pressure, the desorption gas flow may pass through the canister solenoid valve 3, and thus, controlling the canister solenoid valve 3 of the hybrid vehicle to obtain the desorption flow may be controlling the canister solenoid valve 3 to be opened and controlling the outlet pressure of the canister solenoid valve 3 to be smaller than the inlet pressure. Understandably, if the engine 6 obtains a preset rotation speed, the canister solenoid valve 3 is opened and the outlet pressure of the canister solenoid valve is smaller than the inlet pressure, at this time, the desorption pipeline 2 communicated between the engine air inlet pipe 7 and the canister 1 is opened and the gas in the desorption pipeline 2 flows, at this time, the canister load information can be obtained in real time by the air flow hydrocarbon sensor 4 installed on the desorption pipeline 2 or the canister 1; as can be seen from the above, after the engine 6 obtains the preset rotation speed and the canister solenoid valve 3 of the hybrid vehicle is controlled to obtain the desorption flow rate, the gas in the desorption line provided between the canister 1 and the engine intake pipe 7 will start to flow and enter the engine intake pipe 7, and at this time, the air flow hydrocarbon sensor 4 installed on the desorption line 2 or the canister 1 will measure the canister load information in real time according to the difference of the thermal conductivities of the air and the fuel vapor in the state that the gas flows.

In an embodiment, as shown in fig. 3, in step S200, the controlling the engine 6 to obtain the preset rotation speed according to the SOC value includes:

s201, acquiring the speed of the hybrid vehicle in real time when the SOC value is greater than or equal to a preset SOC threshold value; the preset SOC threshold may be set according to the requirement, for example, set to 40%. And after the hybrid vehicle is started, its speed can be measured directly and obtained directly by the vehicle controller 9. When the vehicle speed is greater than or equal to a preset vehicle speed, the hybrid vehicle is considered to be started and driven normally; when the vehicle speed is smaller than the preset vehicle speed, it is considered that the hybrid vehicle may not be started and driven normally at present, for example, the engine 6 is started and not driven when the vehicle is still in place, and if a subsequent operation (such as dragging the engine 6 to rotate) is performed immediately after the SOC value is determined to be greater than or equal to the preset SOC threshold value, on the one hand, energy is lost, and on the other hand, when the vehicle is started in place, the user experience is poor due to vibration or noise and the like when the engine 6 is suddenly dragged to rotate; therefore, in this embodiment, the vehicle speed of the hybrid vehicle is first collected in real time, and then whether the vehicle is currently traveling normally is determined according to the vehicle speed.

And S202, controlling the motor 5 of the hybrid vehicle to drag the engine 6 to a first preset rotating speed when the vehicle speed is greater than or equal to a preset vehicle speed. That is, when the SOC value of the power battery is greater than or equal to the preset SOC threshold value and the vehicle speed is greater than or equal to the preset vehicle speed (e.g., 35 km/h), the vehicle controller 9 drags the control motor 5 to rotate at the first preset rotation speed (e.g., 800 r/min) so that the outlet pressure of the canister solenoid valve is smaller than the inlet pressure.

In the above embodiment, when the SOC value is greater than or equal to the preset SOC threshold value, it is indicated that the SOC value is higher, and the hybrid vehicle will preferably use the pure electric mode at this time, and the control motor 5 actively pulls the engine 6 at this time, because the possibility that the vehicle controller 9 commands the engine 6 to start in the pure electric mode is relatively small, but in order to prevent the fuel vapor in the canister 1 from leaking into the atmosphere due to the excessive canister load, the canister load must be continuously monitored, so that only the engine 6 can be actively pulled to obtain the first preset rotational speed to open the desorption line 2, so as to realize the real-time measurement of the air flow hydrocarbon sensor 4. In this embodiment, aiming at the limitation that the air flow hydrocarbon sensor 4 can only measure the carbon tank load when the air flows, when the power battery is in a higher SOC value state, after the hybrid vehicle starts (the vehicle is considered to be running normally when the vehicle is greater than the preset vehicle speed), the motor 5 is used to drag the engine 6 to obtain the first preset rotation speed to generate a stable and proper desorption flow, so that the air flow hydrocarbon sensor 4 can rapidly and accurately strategy the carbon tank load, and meanwhile, the engine 6 is prevented from being started, the fuel is saved, and the user experience is improved.

Further, in the step S202, after the engine obtains the first preset rotation speed, the method further includes: the engine 6 is set to prohibit the ignition of the fuel injection while the duty ratio of the canister solenoid valve 3 is set to the first duty ratio, and the throttle valve 8 opening of the engine 6 is set to the preset opening. That is, after the vehicle controller 9 drags the control motor 5 to rotate the engine 6 at a first preset rotation speed (e.g., 800 r/min) and controls the canister solenoid valve 3 of the hybrid vehicle to obtain the desorption flow rate such that the outlet pressure of the canister solenoid valve is smaller than the inlet pressure, the engine controller 91 will be caused to control the engine 6 to prohibit fuel injection and ignition, and will also set the duty ratio of the canister solenoid valve 3 to the first duty ratio and the opening of the throttle valve 8 to the preset opening, respectively, to provide a stable, proper amount of desorption flow rate by using the vacuum in the engine intake pipe 7, so that the air flow hydrocarbon sensor 4 can quickly and accurately measure the canister load.

In this embodiment, only after the motor 5 is controlled to rotate the engine 6 at the first preset rotation speed, a proper negative pressure is generated in the engine intake pipe 7 (one working cycle of the engine 6 is divided into 4 strokes of air suction, compression, working and exhaust, and the intake valves of the engine 6 are all closed except for the air suction stroke, the intake valves are opened in the air suction stroke, the cylinder is communicated with the intake pipe, the piston in the cylinder descends, air in the intake pipe is sucked into the cylinder, the air in the intake pipe is thus negative pressure is generated relative to the atmospheric pressure, the negative pressure refers to the difference between the pressure of the engine intake pipe 7 and the ambient pressure), the air entering the carbon tank 1 through the atmospheric channel 11 enters the engine intake pipe 7 after the fuel vapor is carried in the carbon tank 1, at this time, the vehicle controller 9 (such as the engine controller 91 included in the vehicle controller 9) controls the fuel injector to be prohibited by the fuel injector and the fuel plug to be prohibited from ignition (the engine 6 is rotated by the motor 5 and at the same time the fuel injection ignition is prohibited, the engine 6 is in a rotating state but not started), and at the same time the duty ratio of the carbon tank 3 is set to be a first duty ratio (such as 10%) for the purpose of obtaining a proper duty ratio of the electromagnetic valve is set for the desorption of the first duty ratio. Since a proper desorption flow is obtained under the combined action of a proper negative pressure of the engine air inlet pipe 7 and the duty ratio of the carbon tank electromagnetic valve 3, if the desorption flow is too large, desorption air flow is directly discharged into the environment in a large amount from the air inlet pipe to the air cylinder and then to the exhaust pipe in the engine 6, so that the hydrocarbon emission of the engine 6 exceeds the standard. If the desorption flow is too small, the desorption pipeline 2 may not be opened, that is, the gas in the desorption pipeline 2 does not flow smoothly, so that the air flow hydrocarbon sensor 4 cannot accurately measure the load of the carbon tank; it is to be understood that, while the duty ratio of the canister solenoid valve 3 mounted on the desorption line 2 is set to the first duty ratio, it is also necessary to set the opening of the throttle valve 8 of the engine 6 to a preset opening (e.g., 3%), the purpose of setting the opening of the throttle valve 8 of the engine 6 to the preset opening is to determine the negative pressure of the intake pipe together with the rotation speed of the engine 6, and the purpose of setting the opening of the throttle valve 8 to the preset opening is to control the negative pressure of the engine intake pipe 7 within a suitable range. In this embodiment, after the above operation is performed, the inside of the engine intake pipe 7 is in a negative pressure state, and at this time, air enters the canister 1 through the atmospheric channel 11, the fuel vapor adsorbed by the activated carbon in the canister 1 is desorbed and absorbed into the desorption line 2, enters the engine intake pipe 7 through the canister solenoid valve 3, enters the engine 6 cylinder through the engine 6 intake valve, and then enters the exhaust pipe through the engine 6 exhaust valve. In this embodiment, the engine 6 is only dragged by the motor 5 to rotate at the first preset rotation speed and is not started by ignition and oil injection, so that the embodiment can enable a stable and appropriate amount of desorption airflow to flow through the airflow hydrocarbon sensor 4 without starting the engine 6, thereby rapidly and accurately measuring the carbon tank load through the airflow hydrocarbon sensor 4, being beneficial to saving fuel and improving user experience.

In an embodiment, as shown in fig. 4, in step S200, the controlling the engine 6 to obtain the preset rotation speed according to the SOC value includes:

s203, detecting whether the engine 6 is started or not in real time when the SOC value is smaller than a preset SOC threshold value; that is, after the hybrid vehicle is started in running, when the SOC value is smaller than the preset SOC threshold value, the hybrid vehicle will preferentially use the hybrid drive mode, at which time the whole vehicle controller 92 will control the engine 6 to start if necessary, and therefore, in this embodiment, the vehicle controller 9 will not actively control the motor 5 to pull the engine 6 but first detect whether the engine 6 is started or not, so as to control the desorption line 2 to be opened at the time of the engine 6 start, so that the electric quantity of the hybrid vehicle (the power consumption is required for pulling the engine 6) can be saved while the driving experience of the user is not affected.

S204, when the starting of the engine 6 is detected, controlling the rotation speed of the engine 6 to be adjusted to a second preset rotation speed (for example, 1200 r/min), wherein the second preset rotation speed is larger than or equal to the first preset rotation speed. It should be appreciated that, in the above embodiment, the first preset rotation speed is that the motor 5 drags the engine 6 to rotate, so that only the gas in the desorption line 2 needs to flow, and the gas does not need to be too high, otherwise the electricity consumption is increased. The second preset rotational speed is an operation rotational speed after the engine 6 has been normally started, and is greater than the first preset rotational speed in the present embodiment based on the NVH (noise, vibration and harshness, noise, vibration, harshness) and efficiency of the engine 6.

Further, in the step S204, after the engine obtains the second preset rotation speed, the method further includes:

controlling the torque output of the engine 6 to be a preset torque (e.g., 15 Nm); in this step, the preset torque is set for the purpose of ensuring smooth running of the engine 6 while outputting a certain power to improve the efficiency of the engine 6 (it is understood that when the SOC value of the power battery is greater than or equal to the preset S0C threshold value, the motor 5 drags the engine 6 to rotate, and the engine 6 does not output torque at this time, but absorbs ISG torque, that is, the engine 6 does negative work, so that it is not necessary to set the engine 6 output torque).

Upon determining that the engine 6 is warmed up to the first preset temperature, the duty ratio of the canister solenoid valve 3 is set to the second duty ratio. The first preset temperature may be set according to requirements, for example, set to 40 ℃. It will be appreciated that the engine 6 is warmed up as a precondition for the above-mentioned opening of the canister solenoid valve 3, if the engine 6 is not warmed up and the canister solenoid valve 3 is suddenly opened, the sudden flameout of the engine 6 may be caused by the instantaneously-flowing air flow, so that it is necessary to wait for the engine 6 to warm up to the first preset temperature, and then set the duty ratio of the canister solenoid valve 3 to the second duty ratio (e.g. 15%) by the engine controller 91, so that the canister load information is measured quickly and accurately by flowing a stable and appropriate amount of desorption air flow through the air flow hydrocarbon sensor 4 under the condition that the engine 6 is ensured to be operating normally.

S300, controlling an air flow hydrocarbon sensor of the hybrid vehicle to acquire carbon tank load information in real time; that is, after the preset rotation speed is obtained by controlling the engine 6, so that the outlet pressure of the carbon canister electromagnetic valve is smaller than the inlet pressure, and then the desorption pipeline 2 is opened to obtain a stable and proper amount of desorption flow (i.e. the flow of the gas flowing in the desorption pipeline 2), the carbon canister load information can be rapidly and accurately measured by the air flow hydrocarbon sensor 4, the measurement accuracy of the carbon canister desorption information is high, the cost is low, and the air flow hydrocarbon sensor 4 is mounted on the desorption pipeline 2 or the carbon canister 1, and the arrangement is convenient.

And S400, carrying out carbon tank desorption operation according to the carbon tank load information. Specifically, the engine controller 91, after receiving the canister load information measured in real time by the air flow hydrocarbon sensor 4 (i.e., the voltage signal measured in real time by the air flow hydrocarbon sensor 4), calculates the canister load from the canister load information, and then performs the canister desorption operation based on the calculated canister load.

In the embodiment of the invention, the engine 6 can be controlled by the SOC value to obtain the preset rotating speed so as to control the carbon tank electromagnetic valve of the hybrid vehicle to obtain the desorption flow, so that the carbon tank load information is obtained in real time through the air flow hydrocarbon sensor 4, and the aim that the carbon tank load information can be accurately and reliably obtained no matter the hybrid vehicle runs in a pure electric driving mode or a hybrid driving mode is realized; and, according to the accurate carbon tank load information measured above, different carbon tank desorption operations can be performed to quickly and timely desorb the fuel vapor in the carbon tank 1, so that the environmental pollution caused by the emission of the fuel vapor into the atmosphere is reduced. Meanwhile, in the invention, after the hybrid vehicle is started, the engine 6 is controlled to obtain the preset rotating speed according to the SOC value, so as to control the carbon tank electromagnetic valve of the hybrid vehicle to obtain the desorption flow rate 3, further, the carbon tank load information can be collected through the air flow carbon-hydrogen sensor 4, and the equipment cost is reduced compared with an ultrasonic carbon-hydrogen sensor (the ultrasonic carbon-hydrogen sensor measures the carbon tank load information according to the different propagation speeds of sound waves in air and fuel vapor and can measure the carbon tank load information under the condition of gas flow or not, but the cost is high) while the monitoring precision is high.

In an embodiment, the step S400, that is, the performing the carbon canister desorbing operation according to the carbon canister loading information, includes:

s401, when the carbon tank load is determined to be greater than or equal to a first preset load threshold, acquiring the current state of the engine 6, entering a carbon tank 1 forced desorption mode, and executing a forced desorption strategy corresponding to the current state. The first preset load threshold may be set according to the requirement, for example, the first preset load threshold is set to 90%. When the carbon tank load is determined to be greater than or equal to the first preset load threshold according to the carbon tank load information, the carbon tank load is excessively large at present, and at the moment, environmental pollution is likely to be caused by excessive fuel vapor in the carbon tank 1 and the fuel vapor cannot be desorbed in time and discharged into the atmosphere. Therefore, at this time, it is necessary to enter the canister 1 forced desorption mode to execute the forced desorption strategy corresponding to the current state, specifically, the engine controller 91 will inform the vehicle controller 92 to activate the canister 1 forced desorption mode, at this time, the vehicle controller 92 sets the rotation speed and torque of the engine 6 at appropriate levels, and the specific ranges of the rotation speed and torque settings of the engine 6 depend on the power demand of the vehicle on the engine 6 and the pressure of the intake pipe, which is set so that the pressure of the engine intake pipe 7 is less than or equal to 0.8 times the atmospheric pressure, while also requiring to satisfy the power demand of the vehicle on the engine 6 as much as possible. For example, the rotation speed can be set to 1200-4000 r/min, the torque can be set to 15-100 Nm, and the operation condition of the engine 6 is most beneficial to desorbing the fuel vapor in the carbon tank 1 through a forced desorption strategy while ensuring the power requirement of the engine 6. In this embodiment, different forced desorption strategies can be formulated according to the current state of the engine 6, so as to quickly desorb the fuel vapor in the carbon tank 1, and avoid the fuel vapor in the carbon tank 1 from overflowing into the atmosphere to cause environmental pollution.

In a specific embodiment, in step S400, the executing the forced desorption strategy corresponding to the current state includes:

executing a first forced desorption strategy when the current state of the engine 6 is that the motor 5 drags, wherein the first forced desorption strategy comprises:

controlling fuel injection of a fuel injector and ignition of a spark plug of the engine 6, and starting the engine 6 after the duty ratio of the carbon tank electromagnetic valve 3 is set to be 0%; that is, when the canister load is greater than or equal to the first preset load threshold, the canister load is considered to be too high, and the fuel vapor in the canister 1 is at risk of leaking into the atmosphere, so that forced desorption needs to be performed, at this time, the vehicle control unit 92 will activate the canister 1 to perform forced desorption mode, set the rotation speed and torque of the engine 6 at appropriate levels, so that the operation condition of the engine 6 is most favorable for canister desorption, and finally, quick desorption of the canister 1 can be achieved, at this time, if the engine 6 is in a state of being dragged by the motor 5 (i.e., when the SOC value of the power battery is greater than or equal to the preset SOC threshold, the canister load information is that the desorption line 2 is opened in a state of being dragged by the motor 5 to rotate, and then monitored in real time by the air flow sensor 4), at this time, the motor 5 has already dragged the engine 6 to a higher rotation speed, and therefore only needs to control the injector injection of the engine 6 and the ignition plug of the ignition plug (at this time, the duty ratio of the canister solenoid valve 3 needs to be set to be 0%, and the engine valve 3 is not opened until the second preset temperature is reached).

Setting the duty ratio of the canister solenoid valve 3 to a first forced desorption duty ratio to forcibly desorb fuel vapor in the canister 1 upon determining that the engine 6 is warmed up to a second preset temperature; the first forced desorption duty cycle is determined from the canister loading information. When the engine 6 is just started, the temperature of cooling water is lower, if the carbon tank electromagnetic valve 3 is opened to forcedly desorb the carbon tank 1, the stable operation of the engine 6 is affected, and the three-way catalyst in the exhaust pipe is not fully heated, so that hydrocarbon cannot be oxidized into harmless gas, and therefore the engine is required to be warmed up, and after the temperature of the engine 6 is increased to a second preset temperature (wherein the second preset temperature can be set according to requirements, such as 40 ℃, and the second preset temperature can be the same as or different from the first preset temperature), the carbon tank electromagnetic valve 3 can be used for desorbing the carbon tank, and fuel steam in the carbon tank 1 is introduced into the cylinder to be burnt and discharged into the exhaust pipe.

In another specific embodiment, in the step S400, the executing the forced desorption strategy corresponding to the current state includes:

when the current state of the engine 6 is started, executing a second forced desorption strategy, wherein the second forced desorption strategy comprises: the duty ratio of the carbon tank electromagnetic valve 3 is adjusted to a second forced desorption duty ratio so as to forcedly desorb the fuel vapor in the carbon tank 1; the second forced desorption duty is determined from the actual operation information of the engine 6 and the canister load information. That is, when the canister load is greater than or equal to the first preset load threshold, forced desorption is required, if the engine 6 is started (i.e., when the SOC value of the power battery is less than the preset SOC threshold, the canister load information is that the desorption line 2 is opened in a state where the engine 6 is started, and then the duty ratio of the canister solenoid valve 3 is set to the second duty ratio as described in step S200 and is monitored in real time by the air flow hydrocarbon sensor 4), at this time, since the duty ratio of the canister solenoid valve 3 is the second duty ratio, but the second duty ratio (e.g., 15%) is a relatively small value, the canister 1 is desorbed as soon as possible, and smooth operation of the engine 6 is ensured, and therefore, it is required to adjust the duty ratio of the canister solenoid valve 3 according to the actual situation, specifically, according to the rotational speed, air intake amount, etc. of the engine 6, and form closed-loop control with the front oxygen sensor in the exhaust pipe, and finally increase the canister desorption flow as much as possible without affecting the smooth operation of the engine 6, that is ensured that the duty ratio of the canister solenoid valve 3 is increased as much as possible under the condition that the power demand of the engine 6 is ensured.

In an embodiment, after the step S400, that is, after the implementation of the forced desorption strategy corresponding to the current state, the method further includes: when the carbon tank load is smaller than or equal to a second preset load threshold value, exiting the forced desorption mode of the carbon tank 1; the second preset load threshold is less than the first preset load threshold. That is, after the canister 1 is subjected to the canister desorption operation by the forced desorption strategy, the canister 1 may be quickly desorbed until the canister load is less than or equal to the second preset load threshold (e.g., 70%), and the overall vehicle controller 92 will exit the canister 1 forced desorption mode and return to the canister 1 normal desorption mode. Specifically, as the fuel vapor in the canister 1 is continuously desorbed, the canister load calculated by the engine controller 91 through the air flow hydrocarbon sensor 4 is continuously reduced until the canister load is less than or equal to the second preset load threshold, which indicates that the canister 1 has sufficient capacity to adsorb the fuel vapor from the fuel tank 10, so that the fuel vapor is largely ensured not to leak into the atmosphere until the next time the vehicle is used; since the higher the canister load, the easier the canister desorption, after the canister load is greater than or equal to the first preset load threshold, the canister load can be reduced from the first preset load threshold to the second preset load threshold in a short time by the canister 1 forced desorption mode, and then the canister 1 forced desorption mode is exited, so that the duration of the canister 1 forced desorption mode can be shortened while avoiding the emission of fuel vapor to the atmosphere, and the influence of the canister 1 forced desorption mode on the driving experience of the vehicle can be reduced (in the canister 1 forced desorption mode, the setting of the rotation speed, the torque range, and the like will limit the operation of the engine 6, which may affect the driving experience of the vehicle under some special situations, such as when the vehicle has a high power or a high load demand on the engine 6). It is to be understood that, after the vehicle controller 92 exits the canister 1 to force the desorption mode back to the previous normal desorption mode, the normal driving of the vehicle is preferentially ensured, and the engine controller 91 keeps the engine 6 running or stopped according to the command of the vehicle controller 92.

In an embodiment, as shown in fig. 5, the step S400, that is, the performing the carbon canister desorption operation according to the carbon canister loading information, includes:

s402, when the load of the carbon tank is smaller than a first preset load threshold, entering a normal desorption mode of the carbon tank 1, and acquiring the current state of the engine 6; the first preset load threshold may be set according to the requirement, for example, the first preset load threshold is set to 90%. When the carbon tank load is smaller than the first preset load threshold value according to the carbon tank load information, the carbon tank load is not too large at present, and the accident that fuel steam is discharged into the atmosphere to cause environmental pollution due to incapability of timely desorption is not easy to occur. Therefore, the forced desorption mode of the carbon tank 1 is not required to be entered at this time, but the normal desorption mode of the carbon tank 1 is only required to be entered, and the normal desorption mode of the carbon tank 1 is other driving modes of the vehicle except the normal desorption mode of the carbon tank 1.

S403, when the current state of the engine 6 is that the motor 5 drags, controlling the motor 5 to stop dragging the engine 6; that is, when it is determined that the canister load is smaller than the first preset load threshold according to the canister load information, if the current state of the engine 6 is that the motor 5 is dragging (i.e. the SOC value of the power battery is greater than or equal to the preset SOC threshold at this time), the canister load information is that the desorption line 2 is opened in a state that the motor 5 is dragging the engine 6 to rotate, and then the air flow hydrocarbon sensor 4 is used for real-time monitoring), at this time, the vehicle controller 92 will instruct the motor 5 to no longer drag the engine 6, the engine controller 91 returns to the standby state, and the duty ratio of the canister solenoid valve 3 and the opening of the throttle valve 8 are set to default values (for example, the duty ratio of the canister solenoid valve 3 and the default value of the opening of the throttle valve 8 are both 0). That is, in the normal desorption mode of the canister 1, when the current state of the engine 6 is that the motor 5 is dragging, the canister desorption is not required.

S404, when the current state of the engine 6 is started, the duty ratio of the carbon tank electromagnetic valve 3 is adjusted to the normal desorption duty ratio so as to normally desorb the fuel vapor in the carbon tank 1; the normal desorption duty cycle is determined from the actual operation information of the engine 6 and the canister load information. That is, when it is determined that the canister load is smaller than the first preset load threshold according to the canister load information, if the current state of the engine 6 is started (i.e., the power battery SOC value is smaller than the preset SOC threshold at this time), the canister load information is that the desorption line 2 is opened in the state where the engine 6 is started, and the duty ratio of the canister solenoid valve 3 is set to the second duty ratio and is monitored in real time by the air flow hydrocarbon sensor 4 at this time as described in step S200), the whole vehicle controller 92 returns to the normal mode to control the vehicle according to the power demand such as the vehicle running, and the target rotation speed and torque of the engine 6 are set according to the actual demand. That is, in the normal desorption mode of the canister 1, the rotation speed and torque range are not limited because the canister desorption is required, but the rotation speed and torque of the engine 6 are adjusted according to the power demand of the vehicle to the engine 6, at this time, the control of the canister solenoid valve 3 by the engine controller 91 is also returned to the normal mode, the duty ratio of the canister solenoid valve 3 can be adjusted according to the actual situation, where the duty ratio is adjusted according to the actual situation with respect to the canister solenoid valve 3 set to the second duty ratio in the step S200, and in the return to the normal canister desorption mode, the duty ratio of the canister solenoid valve 3 is not set to the second duty ratio any longer, but is taken over by the canister desorption strategy of the engine controller 91, that is, comprehensively considered according to the rotation speed, the intake air amount, the power demand, etc. of the engine 6, and forms a closed loop control with the front oxygen sensor in the exhaust pipe, and finally increases the canister desorption flow as much as possible, that is, without affecting the smooth operation of the engine 6.

It should be understood that the sequence number of each step in the foregoing embodiment does not mean that the execution sequence of each process should be determined by the function and the internal logic, and should not limit the implementation process of the embodiment of the present invention.

The invention also provides a vehicle controller 9, wherein the vehicle controller 9 is used for executing the carbon tank desorption method of the hybrid vehicle. The specific arrangement of the vehicle controller 9 of the present invention corresponds to the carbon canister desorption method of the hybrid vehicle one by one, and will not be described herein. As shown in fig. 6, the above-described vehicle controller 9 may include an engine controller 91 and a whole vehicle controller 92; in a specific embodiment, as shown in fig. 1, the engine controller 91 is electrically connected with the vehicle controller 92, the engine controller 91 is electrically connected with the carbon tank electromagnetic valve 3 and the air flow hydrocarbon sensor 4, the motor 5 is connected with the engine 6, and the vehicle controller 92 can control the motor 5 to start or control the motor 5 to drag the engine 6. The respective modules in the above-described vehicle controller 9 may be implemented in whole or in part by software, hardware, and combinations thereof. The above modules may be embedded in hardware or may be independent of the vehicle controller 9 in the computer device, or may be stored in software in a memory in the computer device, so that the vehicle controller 9 may call and execute operations corresponding to the above modules.

As shown in fig. 1, the present invention also provides a canister desorption system of a hybrid vehicle, comprising a canister 1 mounted on the hybrid vehicle, a desorption line 2, a canister solenoid valve 3, an air flow hydrocarbon sensor 4, a motor 5, an engine 6, a throttle valve 8 mounted on the engine intake pipe 7, and a vehicle controller 9 for executing the canister desorption method of the hybrid vehicle in the present invention; the carbon tank 1 is connected with a fuel tank 10 of the hybrid vehicle, the motor 5 is connected with the engine 6, the carbon tank electromagnetic valve 3 is arranged on the desorption pipeline 2, the vehicle controller 9 is connected with the engine 6, the motor 5, the carbon tank electromagnetic valve 3 and the air flow hydrocarbon sensor 4, the desorption pipeline 2 is arranged between the carbon tank 1 and the engine 6, and the air flow hydrocarbon sensor 4 is arranged on the carbon tank 1 or the desorption pipeline 2.

According to the carbon tank desorption system of the hybrid vehicle, the engine 6 can be controlled through the SOC value to obtain the preset rotating speed, so that the carbon tank electromagnetic valve of the hybrid vehicle is controlled to obtain the desorption flow rate 3, and therefore the carbon tank load information is obtained in real time through the air flow hydrocarbon sensor 4, and the aim that the carbon tank load information can be accurately and reliably obtained no matter the hybrid vehicle runs in a pure electric driving mode or a hybrid driving mode is achieved; and, according to the accurate carbon tank load information measured above, different carbon tank desorption operations can be performed to quickly and timely desorb the fuel vapor in the carbon tank 1, so that the environmental pollution caused by the emission of the fuel vapor into the atmosphere is reduced. Meanwhile, in the invention, after the hybrid vehicle is started, the engine 6 is controlled to obtain the preset rotating speed according to the SOC value, so as to control the carbon tank electromagnetic valve of the hybrid vehicle to obtain the desorption flow rate 3, further, the carbon tank load information can be collected through the air flow carbon-hydrogen sensor 4, and the equipment cost is reduced compared with an ultrasonic carbon-hydrogen sensor (the ultrasonic carbon-hydrogen sensor measures the carbon tank load information according to the different propagation speeds of sound waves in air and fuel vapor and can measure the carbon tank load information under the condition of gas flow or not, but the cost is high) while the monitoring precision is high.

In an embodiment, as shown in fig. 7, the present invention further provides a vehicle, including the vehicle controller 9 described above.

In another embodiment, as shown in fig. 8, the present invention provides a vehicle comprising the canister desorption system described above.

The above embodiments are only for illustrating the technical solution of the present invention, and not for limiting the same; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention, and are intended to be included in the scope of the present invention.

Claims

1. A canister desorption method of a hybrid vehicle, comprising:

after a hybrid vehicle is started, acquiring an SOC value of a power battery of the hybrid vehicle;

2. The canister desorption method according to claim 1, wherein the controlling the engine to obtain a preset rotation speed according to the SOC value includes:

when the SOC value is larger than or equal to a preset SOC threshold value, acquiring the speed of the hybrid vehicle in real time;

and when the vehicle speed is greater than or equal to a preset vehicle speed, controlling a motor of the hybrid vehicle to drag an engine to a first preset rotating speed.

3. The canister desorption method according to claim 2, wherein after the engine attains the first preset rotational speed, further comprising:

setting an engine to prohibit fuel injection ignition while setting a duty ratio of the canister solenoid valve to a first duty ratio, and setting a throttle opening of the engine to a preset opening.

4. The canister desorption method of a hybrid vehicle according to claim 2, wherein the controlling the engine to obtain a preset rotation speed according to the SOC value includes:

5. The canister desorption method according to claim 4, wherein after the engine attains the second preset rotation speed, further comprising:

controlling the torque output of the engine to be a preset torque;

and setting the duty ratio of the carbon tank electromagnetic valve to be a second duty ratio when the engine warmup to the first preset temperature is determined.

6. The carbon canister desorption method according to claim 1, wherein the control of the carbon canister solenoid valve of the hybrid vehicle obtains a desorption flow rate, specifically:

7. The canister desorption method according to claim 1, wherein the canister desorption operation according to the canister load information includes:

8. The canister desorption method according to claim 7, wherein the execution of the forced desorption strategy corresponding to the current state includes:

executing a first forced desorption strategy when the current state of the engine is motor dragging, wherein the first forced desorption strategy comprises:

when the engine warmup to the second preset temperature is determined, setting the duty ratio of the carbon tank electromagnetic valve to be a first forced desorption duty ratio so as to forcedly desorb fuel vapor in the carbon tank; the first forced desorption duty cycle is determined from the canister loading information.

9. The canister desorption method according to claim 7, wherein the execution of the forced desorption strategy corresponding to the current state includes:

executing a second forced desorption strategy when the current state of the engine is started, wherein the second forced desorption strategy comprises: the duty ratio of the carbon tank electromagnetic valve is adjusted to a second forced desorption duty ratio so as to forcedly desorb fuel vapor in the carbon tank; the second forced desorption duty cycle is determined according to the actual engine operation information and the carbon tank load information.

10. The canister desorption method according to claim 7, wherein after the execution of the forced desorption strategy corresponding to the current state, further comprising:

when the carbon tank load is less than or equal to a second preset load threshold, exiting the carbon tank forced desorption mode; the second preset load threshold is less than the first preset load threshold.

11. The canister desorption method according to claim 1, wherein the canister desorption operation according to the canister load information includes:

when the current state of the engine is started, the duty ratio of the carbon tank electromagnetic valve is adjusted to the normal desorption duty ratio so as to normally desorb fuel vapor in the carbon tank; and the normal desorption duty ratio is determined according to the actual running information of the engine and the carbon tank load information.

12. A vehicle controller for performing the canister desorption method of the hybrid vehicle according to any one of claims 1 to 11.

13. A canister desorption system comprising a canister mounted on a hybrid vehicle, a desorption line, a canister solenoid valve, an air flow hydrocarbon sensor, a motor, an engine, a throttle valve mounted on an intake pipe of the engine, and a vehicle controller for executing the canister desorption method of the hybrid vehicle according to any one of claims 1 to 11; the carbon tank is connected with a fuel tank of the hybrid vehicle, the motor is connected with the engine, the carbon tank electromagnetic valve is arranged on the desorption pipeline, the vehicle controller is connected with the engine, the motor, the carbon tank electromagnetic valve and the air flow hydrocarbon sensor, the desorption pipeline is arranged between the carbon tank and the engine, and the air flow hydrocarbon sensor is arranged on the carbon tank or on the desorption pipeline.

14. A vehicle comprising the vehicle controller of claim 12 or comprising the canister desorption system of claim 13.