CN118346451A

CN118346451A - Engine control method, device, vehicle and readable storage medium

Info

Publication number: CN118346451A
Application number: CN202410541913.8A
Authority: CN
Inventors: 张蕾; 赵志聪; 李佳; 王建伟
Original assignee: Great Wall Motor Co Ltd
Current assignee: Great Wall Motor Co Ltd
Priority date: 2024-04-30
Filing date: 2024-04-30
Publication date: 2024-07-16

Abstract

The application provides an engine control method, an engine control device, a vehicle and a readable storage medium, which are applied to the technical field of engines. The method comprises the following steps: if the occurrence of the pre-combustion of the engine is detected after the engine is started, the working condition range of the possible occurrence of the pre-combustion of the engine is determined based on the first working condition when the occurrence of the pre-combustion of the engine, when the second working condition of the current moment of the engine is located in the working condition range, the original throttle opening corresponding to the second working condition is reduced to obtain the target throttle opening, and then the throttle valve of the engine is controlled according to the target throttle opening. The method provided by the application can reduce the torque of the engine when the engine operates in the working condition range where the pre-combustion possibly occurs, so that the pressure peak value and the temperature peak value in the cylinder can be reduced, the probability of the pre-combustion of the engine can be further reduced, and the reliability of the engine is improved.

Description

Engine control method, device, vehicle and readable storage medium

Technical Field

The present application relates to the field of engine technology, and more particularly, to an engine control method, apparatus, vehicle, and readable storage medium in the field of engine technology.

Background

Currently, in order to improve the power performance of an engine and reduce the fuel consumption of the engine, a supercharging technology is generally used on the engine. Although the engine using the supercharging technology can output higher power through lower oil consumption, the pressure peak value and the temperature peak value in the engine cylinder are also obviously increased, and the pre-ignition is extremely easy to occur, and the pre-ignition can damage and even damage the engine, so that the reliability of the engine is affected. Therefore, there is a need for a control method to reduce the probability of occurrence of pre-ignition of an engine and to improve the reliability of the engine.

Disclosure of Invention

The application provides an engine control method, an engine control device, a vehicle and a readable storage medium, wherein the method can improve the reliability of an engine.

In a first aspect, there is provided an engine control method, the method comprising:

detecting whether pre-ignition of the engine occurs after the engine is started;

If the engine is in the pre-combustion state, determining a working condition range of the engine in the pre-combustion state based on a first working condition when the engine is in the pre-combustion state;

If the second working condition of the engine at the current moment is in the working condition range, reducing the original throttle opening corresponding to the second working condition to obtain a target throttle opening;

and controlling a throttle valve of the engine according to the target throttle opening.

In the embodiment of the application, if the occurrence of the pre-combustion of the engine is detected after the engine is started, the working condition range of the possible occurrence of the pre-combustion of the engine is determined based on the first working condition when the occurrence of the pre-combustion of the engine, when the second working condition of the current moment of the engine is positioned in the working condition range, the original throttle opening corresponding to the second working condition is reduced to obtain the target throttle opening, and then the throttle valve of the engine is controlled according to the target throttle opening. Therefore, when the engine operates in a working condition range where pre-combustion is likely to occur, the torque of the engine can be reduced, so that the pressure peak value and the temperature peak value in the cylinder can be reduced, the probability of pre-combustion of the engine can be reduced, and the reliability of the engine is improved. Meanwhile, when the working condition of the vehicle is out of the working condition range where pre-ignition is likely to occur, the engine is operated according to the conventional setting, the torque of the engine is matched with the actual working condition, and the condition that the engine is insufficient in power can be avoided, so that the stability of the engine can be improved.

With reference to the first aspect, in some possible implementations, the determining, based on a first operating condition when the engine is pre-ignited, a range of operating conditions when the engine is pre-ignited includes: determining an accumulated number of times that the engine has a pre-ignition event; if the accumulated times are greater than or equal to preset times, acquiring the first working conditions of the engine when the engine is in the pre-combustion each time, and acquiring a plurality of first working conditions; and determining the working condition range based on a plurality of the first working conditions.

In the embodiment of the application, the working condition range is determined when the accumulated number of times of the occurrence of the pre-combustion of the engine reaches the preset number of times, and the throttle opening of the engine is reduced when the current working condition of the engine is positioned in the working condition range, so that the torque of the engine can be reduced when the probability of the occurrence of the pre-combustion of the engine is high, the torque of the engine is prevented from being reduced when the probability of the occurrence of the pre-combustion of the engine is low, the condition of insufficient torque of the engine can be reduced, and the stability of the engine can be improved.

With reference to the first aspect, in some possible implementations, the determining the operating condition range based on the plurality of first operating conditions includes: determining a working condition point corresponding to each first working condition from a throttle valve limiting torque coefficient diagram corresponding to a first use scene to obtain a plurality of working condition points; the first use scene is a use scene of the engine at present, and is different from a conventional use scene of the engine calibrated through experiments; determining a working condition point which is positioned in a target rotating speed range and positioned in a target torque range in the throttle valve limiting torque coefficient diagram as the working condition range; the target rotational speed range is a rotational speed range from a maximum rotational speed to a minimum rotational speed included in the plurality of operating points, and the target torque range is a torque range from a maximum torque to a minimum torque included in the plurality of operating points.

In the embodiment of the application, the plurality of working condition points corresponding to the plurality of first working conditions are determined from the throttle valve limiting torque coefficient diagram corresponding to the current use scene of the engine, and the working condition range when the engine is in the pre-combustion is determined according to the plurality of working condition points, so that the working condition range when the engine is likely to be in the pre-combustion can be accurately determined.

With reference to the first aspect, in some possible implementation manners, if the second working condition of the current moment of the engine is located in the working condition range, reducing the original throttle opening corresponding to the second working condition to obtain the target throttle opening includes: determining whether the working condition range comprises a target working condition point corresponding to the second working condition; and if the target working condition point is included, determining the target throttle opening based on the original throttle opening and a throttle limiting torque coefficient included in the target working condition point.

In the embodiment of the application, when the current working condition of the engine is positioned in the working condition range where the engine is likely to generate the pre-combustion, the target throttle opening is obtained by adjusting the throttle limiting torque coefficient included in the target working condition point in the working condition range, so that the throttle opening can be accurately controlled, the torque of the engine can be accurately controlled, and the probability of the engine generating the pre-combustion is reduced.

With reference to the first aspect, in some possible implementations, the engine is mounted on a vehicle, and the method further includes: acquiring a driving parameter of the vehicle after the engine is pre-combusted last time; wherein the running parameter is the running duration or the running distance of the vehicle; and under the condition that the running parameter is larger than a preset parameter value, resetting the accumulated times.

In the embodiment of the application, when the engine does not generate the pre-combustion for a long time, the probability of the engine to generate the pre-combustion again is determined to be reduced, and the accumulated times of the pre-combustion of the engine are cleared, so that the engine can control the throttle valve by adopting the original throttle valve opening corresponding to the actual working condition in time, thereby ensuring the torque of the engine and further ensuring the power performance of the vehicle.

With reference to the first aspect, in some possible implementations, the determining the cumulative number of times the engine has pre-burned includes: determining the time difference between the starting time of the current operation and the stopping time of the previous operation of the engine; under the condition that the time difference is smaller than a preset time difference, determining the accumulated times according to the times of the occurrence of the pre-ignition of the engine in the previous operation process and the times of the occurrence of the pre-ignition of the engine in the current operation process; or under the condition that the time difference is larger than or equal to the preset time difference, determining the accumulated times according to the times of the pre-combustion of the engine in the current running process.

In the embodiment of the application, the accumulated times are determined on the basis of the times of the occurrence of the pre-ignition in the previous running process and in combination with the times of the occurrence of the pre-ignition in the current running process, and the accumulated times can be quickly reached to the preset times when the probability of the occurrence of the pre-ignition of the vehicle is high, so that the torque of the engine can be quickly reduced, the times of the occurrence of the pre-ignition of the engine can be further reduced, and the probability of the occurrence of the pre-ignition of the engine can be reduced.

With reference to the first aspect, in some possible implementations, the detecting whether the engine is pre-ignited includes: determining an environmental parameter of an external environment in which the engine is located; detecting whether pre-ignition of the engine occurs if the environmental parameter indicates that the engine is in the first usage scenario.

In the embodiment of the application, when the engine is detected to be in the first use scene different from the conventional use scene, the opening degree of the throttle valve of the engine is reduced after the engine is pre-ignited to reduce the torque of the engine, and the torque of the engine can be timely reduced to protect the engine when the engine is in the scene different from the conventional use scene, so that the stability and the reliability of the engine can be improved.

In a second aspect, there is provided an engine control apparatus comprising:

the detection module is used for detecting whether the engine is in the pre-combustion after the engine is started;

the determining module is used for determining the working condition range of the engine when the engine is in the pre-combustion based on the first working condition when the engine is in the pre-combustion if the engine is in the pre-combustion;

the reduction module is used for reducing the original throttle opening corresponding to the second working condition to obtain a target throttle opening if the second working condition of the engine at the current moment is in the working condition range;

And the control module is used for controlling a throttle valve of the engine according to the target throttle valve opening degree.

In a third aspect, there is provided a vehicle comprising:

a memory for storing executable program code;

A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method of any one of the possible implementations of the first aspect.

In a fourth aspect, there is provided a computer program product comprising: computer program code which, when run on a computer, causes the computer to perform the method of any one of the possible implementations of the first aspect described above.

In a fifth aspect, a readable storage medium is provided, the readable storage medium storing computer program code which, when run on a computer, causes the computer to perform the method of any one of the possible implementations of the first aspect.

Drawings

FIG. 1 is a flow chart of steps of an engine control method provided by an embodiment of the present application;

FIG. 2 is a schematic illustration of a throttle limiting torque coefficient provided by an embodiment of the present application;

FIG. 3 is a flow chart of an engine control method provided by an embodiment of the present application;

Fig. 4 is a schematic structural view of an engine control device according to an embodiment of the present application;

fig. 5 is a schematic structural diagram of a vehicle according to an embodiment of the present application.

Detailed Description

The technical scheme of the application will be clearly and thoroughly described below with reference to the accompanying drawings. Wherein, in the description of the embodiments of the present application, unless otherwise indicated, "/" means or, for example, a/B may represent a or B: the text "and/or" is merely an association relation describing the associated object, and indicates that three relations may exist, for example, a and/or B may indicate: the three cases where a exists alone, a and B exist together, and B exists alone, and furthermore, in the description of the embodiments of the present application, "plural" means two or more than two.

The terms "first," "second," and the like, are used below for descriptive purposes only and are not to be construed as implying or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature.

The supercharging technology is a technology for realizing miniaturization and low speed of an engine, greatly improving the power performance of the engine and reducing the oil consumption. However, after the supercharging technique is applied, while the engine can output higher torque and power, the pressure peak and the temperature peak in the engine cylinder also increase significantly, resulting in the engine being extremely susceptible to spontaneous combustion of the fuel/air mixture before ignition by the spark plug, i.e., pre-ignition (super-knock). The pre-ignition is extremely destructive and can cause problems such as spark plug ablation, throttle valve breakdown, piston ring land fracture and the like.

In the related art, in order to prevent the occurrence of pre-ignition of an engine, a throttle limit torque coefficient map (Throttle Limiting Torque Coefficient Map) of the engine under a conventional use situation is usually calibrated in advance through experiments, and the opening degree of a throttle valve in the engine is controlled according to the throttle limit torque coefficient included in the throttle limit torque coefficient map so as to limit the torque of the engine and prevent the occurrence of pre-ignition of the engine.

Taking an engine in a vehicle as an example, in the engine development stage, a throttle limiting torque coefficient map for an engine when driving in an urban road scene (i.e., a conventional use scene) is usually calibrated through experiments. During running of the vehicle, the currently required throttle opening of the vehicle can be determined according to the current working condition of the vehicle, a throttle limiting torque coefficient corresponding to the current working condition of an engine in the vehicle is determined from a throttle limiting torque coefficient diagram, then a target throttle opening is determined according to the determined throttle opening and the throttle limiting torque coefficient, and a throttle valve of the engine is controlled according to the target throttle opening so as to prevent pre-combustion of the engine.

In practice, the actual usage situation of some vehicles may be different from the conventional usage situation, so that the external environment where the engine is located may be significantly changed, and thus some parameters of the engine may exceed those of the conventional usage situation. For example, some vehicles may enter a high temperature desert scenario where both the intake air temperature and water temperature of the engine may exceed those of conventional usage scenarios, and the increase in intake air temperature and water temperature may cause an increase in temperature and pressure within the cylinder, which may lead to pre-ignition of the engine during operation.

In the related art, one method for preventing the occurrence of pre-ignition is to count the number of times the pre-ignition of the engine, and when the number of times of the pre-ignition is large, limit the torque of the engine to reduce the temperature peak and the pressure peak in the cylinder, thereby preventing the pre-ignition of the engine. The method can reduce the probability of pre-ignition of the engine to a certain extent, but limiting the torque of the engine inevitably reduces the power performance of the engine, and influences the normal use of the vehicle by users.

The embodiment of the application provides an engine control method, which comprises the steps of determining a working condition range in which the engine is likely to be pre-combusted based on a working condition when the engine is pre-combusted, reducing an original throttle opening corresponding to a working condition at the current moment of the engine to obtain a target throttle opening if the working condition at the current moment of the engine is in the working condition range, and controlling a throttle valve of the engine according to the target throttle opening. Therefore, when the engine operates in a working condition range where pre-combustion is likely to occur, the torque of the engine can be reduced, so that the pressure peak value and the temperature peak value in the cylinder can be reduced, the probability of pre-combustion of the engine can be reduced, and the reliability of the engine is improved. Meanwhile, when the working condition of the vehicle is out of the working condition range where pre-ignition is likely to occur, the engine is operated according to the conventional setting, the torque of the engine is matched with the actual working condition, and the condition that the engine is insufficient in power can be avoided, so that the stability of the engine can be improved.

The working condition of the engine refers to the running state of the engine, wherein the running state comprises the rotating speed and the torque of the engine, and the torque corresponds to the load of the engine.

Referring to fig. 1, fig. 1 is a flowchart illustrating steps of an engine control method according to an embodiment of the present application. The method may be performed by an electronic control unit (Electronic Control Unit, ECU) of the engine, as shown in fig. 1, and may include the steps of:

Step 101, after the engine is started, it is detected whether the engine has a pre-ignition.

Illustratively, the engine is provided with a knock sensor connected to the electronic control unit for detecting the intensity of the vibration signal in the engine cylinder. After the engine is started, the electronic control unit can detect a vibration signal in the cylinder through the knock sensor, and when the intensity of the vibration signal exceeds a preset intensity threshold value, the electronic control unit determines that the engine is pre-burned. The above are merely exemplary examples and the manner of detecting whether the engine is pre-ignited may include, but is not limited to, the examples described above.

Step 102, if the engine is pre-ignited, determining a working condition range of the engine under which the pre-ignition occurs based on a first working condition when the engine is pre-ignited.

The electronic control unit may detect that the engine is pre-combusted, and may determine a first operating condition of the engine when the engine is pre-combusted, the first operating condition including a first rotational speed and a first torque of the engine when the engine is pre-combusted. Then, the electronic control unit can determine a working condition range when the engine is in the pre-combustion according to the first rotating speed and the first torque, wherein the working condition range comprises a rotating speed range corresponding to the first rotating speed and a torque range corresponding to the first torque.

For example, the electronic control unit may set a rotation speed range that is lower than the first rotation speed preset rotation speed value and higher than the first rotation speed preset rotation speed value as the rotation speed range of the operating condition range. The preset rotational speed value is, for example, 200 revolutions per minute, and when the first rotational speed is 2000 revolutions per minute, the rotational speed range is 1800 to 2200 revolutions per minute, and the rotational speed range of the operating range is 1800 to 2200 revolutions per minute. Similarly, the electronic control unit may set a torque section lower than the first torque preset torque value and higher than the first torque preset torque value as the torque range of the operating condition range. The preset torque value is, for example, 20 n/m, and when the first torque is 170 n/m, the torque interval is 150 n/m to 190 n/m, and the torque range of the working condition range is 150 n/m to 190 n/m.

In another embodiment, a throttle limit torque coefficient map (hereinafter referred to as a first coefficient map) corresponding to a conventional use scenario of the engine includes a plurality of operating points, each of which includes one rotational speed and torque of the engine, and a throttle limit torque coefficient corresponding to the rotational speed and torque. The electronic control unit may determine an operating point corresponding to the first rotational speed and the first torque from the first coefficient map, and determine one or more operating points adjacent to the operating point as an operating range.

For example, if the first rotational speed is 1850 revolutions per minute and the first torque is 155 newtons per meter, then an operating point having a rotational speed closest to 1850 revolutions per minute and a torque closest to the first torque 155 newtons per meter may be determined from all operating points included in the first coefficient map, then 1 operating point located before and adjacent to the operating point in the first coefficient map, and 1 operating point located after and adjacent to the operating point in the first coefficient map may be determined, and a total of 3 operating points may be determined as the operating range from the operating point, the 1 operating point located before the operating point, and the 1 operating point located after the operating point. That is, the range of operating conditions in which the engine may be pre-combusted includes 3 operating points in the first coefficient map.

It should be appreciated that the above is merely an exemplary example and that the method of determining the range of operating conditions based specifically on the first operating condition may include, but is not limited to, the above examples.

And 103, if the second working condition of the engine at the current moment is in the working condition range, reducing the original throttle opening corresponding to the second working condition to obtain the target throttle opening.

Step 104, controlling a throttle valve of the engine according to the target throttle opening.

For example, after determining that the engine is pre-combusted, the electronic control unit may determine a second operating condition of the engine at the current time, which may include a second rotational speed and a second torque of the engine at the current time. And then, the electronic control unit can judge whether the second rotating speed and the second torque are positioned in the working condition range, and when the second rotating speed and the second torque are positioned in the working condition range, the original throttle opening corresponding to the second working condition is reduced to obtain the target throttle opening.

In combination with the above example, when the operating range includes a rotational speed range and a torque range, the electronic control unit may determine that the second operating condition is within the operating range when the second rotational speed is within the rotational speed range and the second torque is within the torque range. When the working condition range includes a plurality of working condition points, the electronic control unit can determine that the second working condition is located in the working condition range when a rotational speed difference between the second rotational speed and a rotational speed of a certain working condition point is smaller than a preset rotational speed difference and a torque difference between the second torque and a torque of the certain working condition point is smaller than a preset torque difference.

When the second working condition is determined to be within the working condition range, it may be determined that the engine may be pre-combusted, and at this time, the electronic control unit may first determine an original throttle opening corresponding to the second working condition, and then reduce the original throttle opening by a preset opening value to obtain the target throttle opening. For example, when the preset opening value is 5 n/m, and the original throttle opening corresponding to the second rotation speed and the second torque is determined to be 80 n/m, the difference between the original throttle opening 80 n/m and the preset opening value of 5 n/m may be directly calculated, so as to obtain the target throttle opening 75 n/m.

The engine is provided with a throttle actuator which is connected with the electronic control unit. After determining the target throttle opening 75 n/m, the electronic control unit may control the throttle actuator to act so that the throttle opening reaches the target throttle opening 75 n/m.

It should be appreciated that the above is merely an illustrative example, and that the method of specifically determining the raw throttle opening and reducing the raw throttle opening to obtain the target throttle opening may include, but is not limited to, the above example.

Optionally, the step of determining the range of conditions at which the engine pre-combustion occurs based on the first condition at which the engine pre-combustion occurs may comprise:

Determining the accumulated number of times that the engine has pre-ignition;

if the accumulated times are greater than or equal to the preset times, acquiring first working conditions of the engine when the engine is in the pre-combustion each time, and acquiring a plurality of first working conditions;

a range of operating conditions is determined based on the plurality of first operating conditions.

In some embodiments, the electronic control unit may determine a range of conditions in which the engine may be pre-combusted based on a plurality of first conditions in which the engine is pre-combusted a plurality of times when the number of times the engine is pre-combusted reaches a preset number. For example, the preset number of times may be 2 times, and the electronic control unit may set the initial value of the cumulative number of times to 0 at the time of engine start. And then, once the electronic control unit detects that the intensity of the vibration signal exceeds a preset intensity threshold value, determining that the engine is pre-combusted once, adding 1 to the accumulated times, and simultaneously, acquiring a first working condition of the engine when the pre-combustion occurs each time. When the cumulative number of times is greater than or equal to 2, the electronic control unit may determine a range of conditions in which the engine may be pre-combusted based on the acquired plurality of first conditions.

For example, when the number of times of pre-ignition reaches 2, the electronic control unit may obtain 2 first rotation speeds and 2 first torques at which pre-ignition occurs 2 times, and in the case where the 2 first rotation speeds are different, the electronic control unit may determine a rotation speed range between the two first rotation speeds as a rotation speed range in the operating condition range, the rotation speed range including the 2 first rotation speeds. And, in the case where the 2 first torques are different, the electronic control unit may determine a torque range between the 2 first torques as a torque range in the operating condition range, the torque range including the 2 first torques.

Under the condition that the 2 first rotation speeds are the same, the electronic control unit can determine the preset rotation speed intervals corresponding to the two first rotation speeds as the rotation speed range of the working condition range. And under the condition that the 2 first torques are the same, the electronic control unit can determine the preset torque interval corresponding to the 2 first torques as a torque range of the working condition range.

It should be appreciated that the predetermined number of times may include, but is not limited to, 2 times and the method of determining the range of operating conditions from the plurality of first operating conditions may include, but is not limited to, the examples described above.

When the accumulated number of times of the occurrence of the pre-combustion of the engine reaches the preset number of times, the probability of the occurrence of the pre-combustion of the engine is larger, and when the accumulated number of times is smaller than the preset number of times, the probability of the occurrence of the pre-combustion of the engine is lower.

Optionally, the step of determining the operating condition range based on the plurality of first operating conditions may include:

Determining a working condition point corresponding to each first working condition from a throttle valve limiting torque coefficient diagram corresponding to the first use scene to obtain a plurality of working condition points; determining a working condition point which is positioned in a target rotating speed range and positioned in a target torque range in a throttle valve limiting torque coefficient diagram as a working condition range;

The first use scene is the current use scene of the engine and is different from the conventional use scene of the experimentally calibrated engine. The target rotational speed range is a rotational speed range from a maximum rotational speed to a minimum rotational speed included in the plurality of operating points, and the target torque range is a torque range from a maximum torque to a minimum torque included in the plurality of operating points.

In some embodiments, for a first usage scenario in which the engine may be located, a throttle limit torque coefficient map (hereinafter referred to as a second coefficient map) corresponding to the first usage scenario may be calibrated in advance through experiments, and the second coefficient map is stored in the electronic control unit. For example, when the vehicle is an off-road vehicle, the vehicle may travel in a high Wen Shamo scene (first use scene) in addition to an urban road scene (i.e., a regular use scene). For a high Wen Shamo scene, a second coefficient diagram corresponding to the high Wen Shamo scene can be calibrated in advance through experiments, and a throttle valve limiting torque coefficient in the second coefficient diagram can prevent the vehicle from being pre-burned when the vehicle runs in the high-temperature desert scene or a scene similar to the high-temperature desert scene.

Referring to fig. 2, fig. 2 is a schematic diagram of a throttle limiting torque coefficient according to an embodiment of the present application. In fig. 2, the 1 st engine torque (in units of cow per meter (n·m)), the 1 st column is the engine speed (in units of revolutions per minute), and the other positions are throttle limiting torque coefficients. Each space in fig. 2 corresponds to 1 operating point, taking a space in row 3 and column 4 as an example, the operating point corresponding to the space includes an engine speed of 1200 rpm, a torque of 140 n/m, and a throttle limit torque coefficient of 0.9. That is, when the vehicle is traveling in the first usage scenario corresponding to the second coefficient map shown in fig. 2, when the actual condition of the vehicle is this condition, the throttle opening degree of the engine is adjusted using the throttle restriction torque coefficient 0.9, it is possible to prevent the engine from pre-combustion.

For example, after the cumulative number of times reaches 2, for the first operating condition in which pre-ignition occurs each time, the electronic control unit first determines one operating condition point corresponding to the first operating condition from the second coefficient map shown in fig. 2, and may obtain 2 operating condition points, then determines a rotational speed range between 2 first rotational speeds among the 2 operating condition points as a target rotational speed range, and determines a torque range between 2 first torques among the 2 operating condition points as a target torque range. Then, the operating point in the second coefficient map that is located within the target rotation speed range and the target torque range may be determined as the operating range.

For example, if the first operating condition at which the first pre-combustion occurs includes a first rotational speed closest to 2000 revolutions per minute and a first torque closest to 170 newtons per meter, the operating point corresponding to 2000 revolutions per minute and 170 newtons per meter in fig. 2 may be determined as the operating point corresponding to the first operating condition. And if the first working condition when the second pre-combustion occurs comprises a first rotating speed closest to 3000 rpm and a first torque closest to 180 n/m, determining the working condition point corresponding to the other first working condition by rotating speed 3000 rpm and torque 180 n/m in fig. 2.

Thereafter, the electronic control unit may determine that the target rotational speed range is 2000 to 3000 revolutions per minute and that the target torque range is 170 n m to 180 n m, and may further determine that the engine may have a pre-ignition operating range 201, where the operating range 201 includes a plurality of operating points.

For another example, after the cumulative number of times reaches 3, if the first rotation speed at the time of the third occurrence of the pre-combustion is closest to 2400 rotations per minute and the first torque is closest to 190 newtons per meter, the operating point corresponding to 2400 rotations per minute and 190 newtons per meter in fig. 2 may be determined as another operating point. Thereafter, the electronic control unit may determine a target speed range of 2000 to 3000 revolutions per minute and a target torque range of 170 to 190 newtons per meter, and may further determine a range 202 of conditions in which pre-ignition of the engine may occur, where the range 202 includes a plurality of operating points.

Alternatively, a unique one of the second coefficient maps may be calibrated for other usage scenarios (i.e. the first usage scenario) than the regular usage scenario. In the process of determining the working condition range, the working condition point corresponding to each first working condition can be directly determined from the second coefficient diagram, and the working condition range is determined based on the determined plurality of working condition points.

Alternatively, other usage scenarios than the regular usage scenario may be divided into a plurality of different usage scenarios based on the environmental parameters in the external environment, the different usage scenarios corresponding to the different environmental parameters. Meanwhile, corresponding second coefficient graphs can be calibrated and stored respectively aiming at different use scenes. In the process of determining the working condition range, the electronic control unit can firstly detect environmental parameters in the external environment where the engine is currently located, then determine a second coefficient diagram corresponding to a first use scene where the engine is currently located from a plurality of second coefficient diagrams according to the environmental parameters, then determine a working condition point corresponding to each first working condition from the determined second coefficient diagram, and determine the working condition range according to the determined plurality of first working condition points.

Illustratively, the environmental parameters include the ambient temperature and air density, and besides the conventional usage scenario (urban road scenario), the vehicle may enter a low-temperature plateau scenario and a high Wen Shamo scenario, and the temperature range and the air density range corresponding to the low Wen Gaoyuan scenario and the temperature range and the air density range corresponding to the high Wen Shamo scenario may be calibrated in advance. When the first coefficient map corresponding to the conventional use scene is calibrated through experiments, the second coefficient map corresponding to the low Wen Gaoyuan scene and the second coefficient map corresponding to the high Wen Shamo scene can be calibrated.

In the process of determining the working condition range, the electronic control unit firstly detects the ambient temperature and the air density of the external environment where the vehicle is currently located, and if the ambient temperature is in the ambient temperature range corresponding to a certain first use scene and the air density is in the air density range corresponding to the first use scene, a second coefficient diagram corresponding to the first use scene can be determined from a plurality of second coefficient diagrams, and then the working condition point corresponding to each first working condition is determined from the second coefficient diagram, so that a plurality of working condition points are obtained. For example, if the ambient temperature is within the temperature range corresponding to the low-temperature high-temperature scene and the air density is within the air density range corresponding to the low Wen Gaoyuan scene, the first usage scene is determined to be a low-temperature plateau scene. And then, determining a second coefficient diagram corresponding to the low-temperature plateau scene from the plurality of second coefficient diagrams, and determining a working condition point corresponding to each first working condition from the second coefficient diagram corresponding to the low-temperature plateau scene to obtain a plurality of working condition points.

It should be noted that, for the conventional usage scenario and other usage scenarios except for the conventional usage scenario, the coefficient map under different usage scenarios can be calibrated by different parameters according to the actual requirement of the engine in the calibration process.

It should be appreciated that the above is merely an illustrative example, and that the usage scenario and environmental parameters of the engine may include, but are not limited to, the examples described above.

Optionally, if the second working condition of the current moment of the engine is located in the working condition range, the step of reducing the original throttle opening corresponding to the second working condition to obtain the target throttle opening may include:

Determining whether the working condition range comprises a target working condition point corresponding to the second working condition;

and if the target operating point is included, determining the target throttle opening based on the original throttle opening and a throttle limiting torque coefficient included in the target operating point.

In some embodiments, after determining the operating point within the target speed range and within the target torque range in the second coefficient map as the operating range, for the second operating condition, it may be first determined whether a target operating point corresponding to the second operating condition is included in the plurality of operating points within the operating range. The target operating point may be an operating point in which a rotational speed difference between the rotational speed and the second rotational speed in the operating range is less than a preset rotational speed difference, and a torque difference between the torque and the second torque is less than a preset torque difference.

If the target operating point exists in the operating range, determining the target throttle opening based on the throttle limiting torque coefficient and the original throttle opening included in the target operating point. As shown in fig. 2, after determining the operating range 201, the electronic control unit may first determine whether a target operating point, which is included in the operating range 201 and between which a rotational speed difference between the rotational speed and the second rotational speed is smaller than a preset rotational speed difference and a torque difference between the torque and the second torque is smaller than a preset torque difference, is included in a plurality of operating points included in the operating range 201, and if the target operating point is included in the operating range 201, determine a throttle limit torque coefficient in the target operating point as a current throttle limit torque coefficient of the engine. Then, the electronic control unit can calculate the product of the original throttle opening and the throttle limiting torque coefficient in the target working condition point to obtain the target throttle opening, and then control the throttle actuator to act so that the throttle opening in the engine reaches the target throttle opening.

Optionally, the engine is mounted on a vehicle, and the method may further include:

acquiring a driving parameter of the vehicle after the latest pre-ignition of the engine;

And under the condition that the driving parameter is larger than the preset parameter value, resetting the accumulated times.

The running parameters are running duration or running distance of the vehicle, and the running duration and the running distance correspond to running duration after the engine is started. The last time the engine has been pre-ignited refers to the last pre-ignition from the current time.

Illustratively, when the engine is installed in the vehicle, the electronic control unit starts to count time after the occurrence of the pre-ignition of the engine is detected for the nth time, that is, the running time of the engine after the occurrence of the nth pre-ignition, that is, the running time of the vehicle, N being an integer greater than or equal to 1. Before the timing duration reaches the preset duration (the preset parameter value), if the n+1st pre-ignition is detected, the electronic control unit can clear the timing duration and restart timing, and the accumulated times are kept unchanged. And when the timing duration reaches the preset duration, if the (n+1) th pre-ignition is still not detected, determining that the engine is not pre-ignited for a long time, thereby determining that the probability of re-pre-ignition of the engine is lower, and resetting the accumulated times.

Similarly, when the engine is mounted in the vehicle, after the occurrence of the pre-ignition of the engine is detected for the nth time, the electronic control unit starts to acquire the travel distance of the vehicle after the occurrence of the nth time of pre-ignition. Before the running distance reaches the preset distance (preset parameter value), if the n+1th pre-ignition is detected, the electronic control unit can clear the running distance and restart to acquire the running distance after the n+1th pre-ignition, and the accumulated times are kept unchanged. And after the Nth pre-ignition occurs, when the travel distance reaches the preset distance, if the (n+1) th pre-ignition is still not detected, determining that the engine does not generate the pre-ignition for a long time, thereby determining that the probability of the engine generating the pre-ignition again is low, and resetting the accumulated times.

Optionally, the step of determining the cumulative number of times the engine has pre-burned may include:

Determining the time difference between the starting time of the current operation and the stopping time of the previous operation of the engine;

under the condition that the time difference is smaller than the preset time difference, determining the accumulated times according to the times of the occurrence of the pre-combustion of the engine in the previous operation process and the times of the occurrence of the pre-combustion in the current operation process;

or under the condition that the time difference is larger than or equal to the preset time difference, determining the accumulated times according to the times of the occurrence of the pre-ignition of the engine in the running process.

For example, when the electronic control unit detects that the engine is pre-burned once or more times during each operation of the engine, the electronic control unit may record the number of times the engine is pre-burned during the current operation, and record the stop time when the current operation is stopped. After the engine is started for a certain time, the starting time of the current operation is recorded, when the occurrence of the pre-combustion of the engine is detected, the electronic control unit firstly determines the time difference between the starting time of the current operation and the stopping time of the adjacent previous operation, and if the time difference is smaller than or equal to the preset time difference, the time of the interval between the current operation and the previous operation of the engine is determined to be shorter.

At this time, the electronic control unit first judges whether the engine has pre-ignited in the previous running process, if so, the pre-stored number of times that the engine has pre-ignited in the previous running process is obtained, the number of times is taken as an initial value of the accumulated number of times, and on the basis of the initial value, each time that 1 pre-ignited occurs in the current running process, the accumulated number of times is added with 1, so that the accumulated number of times that the engine has pre-ignited can be obtained.

Conversely, if the time difference between the stop time of the previous operation and the start time of the current operation is greater than the preset time difference, determining that the two operations are separated by a longer time. At this time, the initial value of the cumulative number of times may be set to 0, and 1 may be added to the cumulative number of times of 1 pre-ignition occurs in the current operation process, so as to obtain the cumulative number of times of pre-ignition of the engine. And, when the pre-combustion does not occur during the previous operation, the initial value of the cumulative number of times may be set to 0.

In practical application, the interval time between two adjacent running of the engine is shorter, so that the external environment of the engine is unchanged in a large probability, the accumulated times can be determined by combining the times of the occurrence of the pre-ignition in the running process on the basis of the times of the occurrence of the pre-ignition in the previous running process, and the accumulated times can be quickly reached to the preset times when the probability of the occurrence of the pre-ignition of the vehicle is high, thereby quickly reducing the torque of the engine, further reducing the times of the occurrence of the pre-ignition of the engine and reducing the probability of the occurrence of the pre-ignition of the engine.

Optionally, the step of detecting whether the engine is pre-ignited may include:

Determining environmental parameters of an external environment in which the engine is located;

In the event that the environmental parameter indicates that the engine is in a first usage scenario, it is detected whether pre-ignition of the engine has occurred.

Illustratively, the environmental parameters include ambient temperature and air density, and the vehicle may be in a low-temperature plateau scenario and a high Wen Shamo scenario, in addition to the regular use scenario (urban road scenario), the low Wen Gaoyuan scenario and the high-temperature desert scenario being irregular use scenarios. Each usage scenario corresponds to a different temperature range and air density range, respectively. After the engine is started, the electronic control unit firstly detects the ambient temperature and the air density of the external environment where the vehicle is currently located, and if the ambient temperature is within a temperature range corresponding to a certain use scene in the low-temperature plateau scene and the high-temperature desert scene and the air density is within an air density range corresponding to the use scene, the use scene is determined to be a first use scene where the vehicle is currently located and is different from a conventional use scene. And then, the electronic control unit can detect whether the engine is pre-combusted or not, and after detecting that the engine is pre-combusted, the working condition range of the engine is determined, and when the second working condition of the current moment of the engine is in the working condition range, the original throttle opening corresponding to the second working condition is reduced to obtain the target throttle opening, and the throttle valve of the engine is controlled according to the target throttle opening.

Conversely, if the ambient temperature is within the temperature range corresponding to the urban road scene and the air density is within the air density range corresponding to the urban road scene, it is determined that the engine is in the normal use scene, and the electronic device may not perform steps 101 to 104.

Referring to fig. 3, fig. 3 is a flowchart of an engine control method according to an embodiment of the present application.

As shown in fig. 3, the method may include the steps of:

Step 301, determining whether pre-ignition of the engine has occurred.

In this embodiment, the electronic control unit may continuously detect the engine after each start of the engine to determine whether the engine has a pre-ignition. If the engine is pre-ignited, step 302 is executed, and if the engine is not pre-ignited, step 301 is executed again.

Step 302, determining the cumulative number of times that the pre-ignition occurs.

Step 303, determining whether the accumulated times is larger than a preset times.

In this embodiment, the electronic control unit may set the initial value of the cumulative number of times to 0 after each start of the engine, and then add 1 to the cumulative number of times each time the occurrence of pre-ignition of the engine is detected. Then, it is determined whether the cumulative number of times reaches the preset number of times, if the cumulative number of times reaches the preset number of times, step 304 is executed, and if the cumulative number of times does not reach the preset number of times, step 301 is returned to, and whether the engine has pre-ignition is continuously detected.

Step 304, determining a working condition range according to a plurality of first working conditions when the pre-combustion happens for a plurality of times.

Step 305, determining whether the second operating condition is within the operating condition range.

In this embodiment, when the accumulated number of times reaches the preset number of times, the electronic control unit may determine a working condition range in which the engine may possibly generate pre-combustion based on a plurality of first working conditions when the engine generates pre-combustion for a plurality of times, and then determine whether the current second working condition of the engine is located in the working condition range. In the case where the second operating condition is within the operating condition range, steps 306 and 307 are executed, and in the case where the second operating condition is outside the operating condition range, the flow continues to step 305.

And 306, reducing the opening of the original throttle valve to obtain a target throttle valve opening.

Step 307, adjusting a throttle valve of the engine according to the target throttle opening.

In this embodiment, in the case where the second working condition is within the working condition range, the electronic control unit may execute step 306 and step 307, determine the original throttle opening corresponding to the second working condition, then reduce the opening of the original throttle to obtain the target throttle opening, and control the throttle of the engine according to the target throttle opening.

Referring to fig. 4, fig. 4 is a schematic structural diagram of an engine control device according to an embodiment of the present application. As shown in fig. 4, the engine control device 400 may be provided in an electronic control unit, and may include:

A detection module 401 for detecting whether the engine has a pre-ignition after the engine is started;

A determining module 402, configured to determine, if the engine is pre-ignited, a range of conditions in which the engine is pre-ignited based on a first condition in which the engine is pre-ignited;

A reducing module 403, configured to reduce, if a second working condition of the engine at the current moment is in a working condition range, an original throttle opening corresponding to the second working condition to obtain a target throttle opening;

a control module 404 for controlling a throttle of the engine according to the target throttle opening.

With reference to the first aspect, in some possible implementations, the determining module 402 is specifically configured to determine an accumulated number of times that the engine has pre-burned; if the accumulated times are greater than or equal to the preset times, acquiring first working conditions of the engine when the engine is in the pre-combustion each time, and acquiring a plurality of first working conditions; a range of operating conditions is determined based on the plurality of first operating conditions.

With reference to the first aspect, in some possible implementations, the determining module 402 is specifically configured to determine, from a throttle limiting torque coefficient map corresponding to the first usage scenario, a working condition point corresponding to each first working condition, so as to obtain a plurality of working condition points; the first use scene is the current use scene of the engine and is different from the conventional use scene of the experimentally calibrated engine; determining a working condition point which is positioned in a target rotating speed range and positioned in a target torque range in a throttle valve limiting torque coefficient diagram as a working condition range; the target rotational speed range is a rotational speed range from a maximum rotational speed to a minimum rotational speed included in the plurality of operating points, and the target torque range is a torque range from a maximum torque to a minimum torque included in the plurality of operating points.

With reference to the first aspect, in some possible implementations, the reducing module 403 is specifically configured to determine whether the working condition range includes a target working condition point corresponding to the second working condition; and if the target operating point is included, determining the target throttle opening based on the original throttle opening and a throttle limiting torque coefficient included in the target operating point.

With reference to the first aspect, in some possible implementations, the engine is mounted on a vehicle, and the apparatus 400 further includes: the zero clearing module is used for acquiring the driving parameters of the vehicle after the engine is pre-combusted last time; wherein the driving parameter is the driving duration or the driving distance of the vehicle; and under the condition that the driving parameter is larger than the preset parameter value, resetting the accumulated times.

With reference to the first aspect, in some possible implementations, the determining module 402 is specifically configured to determine a time difference between a start time of the current operation of the engine and a stop time of a previous operation; under the condition that the time difference is smaller than the preset time difference, determining the accumulated times according to the times of the occurrence of the pre-combustion of the engine in the previous operation process and the times of the occurrence of the pre-combustion in the current operation process; or under the condition that the time difference is larger than or equal to the preset time difference, determining the accumulated times according to the times of the occurrence of the pre-ignition of the engine in the running process.

With reference to the first aspect, in some possible implementations, the detection module 401 is specifically configured to determine an environmental parameter of an external environment in which the engine is located; in the event that the environmental parameter indicates that the engine is in a first usage scenario, it is detected whether pre-ignition of the engine has occurred.

Referring to fig. 5, fig. 5 is a schematic structural diagram of a vehicle according to an embodiment of the present application.

For example, as shown in fig. 5, the vehicle 500 includes: memory 501 and processor 502, wherein memory 501 has stored therein executable program code 5011, and processor 502 is operative to invoke and execute the executable program code 5011 to perform an engine control method.

In addition, the embodiment of the application also protects an engine control device, which can comprise a memory and a processor, wherein executable program codes are stored in the memory, and the processor is used for calling and executing the executable program codes to execute the engine control method provided by the embodiment of the application.

In this embodiment, the functional modules of the apparatus may be divided according to the above method example, for example, each functional module may be corresponding to one processing module, or two or more functions may be integrated into one processing module, where the integrated modules may be implemented in a hardware form. It should be noted that, in this embodiment, the division of the modules is schematic, only one logic function is divided, and another division manner may be implemented in actual implementation.

In the case of dividing the respective function modules by the respective functions, the apparatus may further include a detection module, a determination module, a reduction module, a control module, and the like. It should be noted that, all relevant contents of each step related to the above method embodiment may be cited to the functional description of the corresponding functional module, which is not described herein.

It should be understood that the apparatus provided in this embodiment is for performing the above-described one engine control method, and therefore the same effects as those of the above-described implementation method can be achieved.

In case of an integrated unit, the apparatus may comprise a processing module, a memory module. Wherein, when the device is applied to a vehicle, the processing module can be used for controlling and managing the action of the vehicle. The memory module may be used to support the vehicle in executing mutual program code, etc.

Wherein the processing module may be a processor or controller that may implement or execute the various illustrative logical blocks, modules, and circuits described in connection with the present disclosure. A processor may also be a combination of computing functions, including for example one or more microprocessors, digital Signal Processing (DSP) and microprocessor combinations, etc., and a memory module may be a memory.

In addition, the device provided by the embodiment of the application can be a chip, a component or a module, wherein the chip can comprise a processor and a memory which are connected; the memory is used for storing instructions, and when the processor calls and executes the instructions, the chip can be caused to execute the engine control method provided by the embodiment.

The present embodiment also provides a readable storage medium having stored therein a computer program code which, when run on a computer, causes the computer to execute the above-described related method steps to implement an engine control method provided by the above-described embodiments.

The present embodiment also provides a computer program product which, when run on a computer, causes the computer to perform the above-described related steps to implement an engine control method provided by the above-described embodiments.

The apparatus, the readable storage medium, the computer program product, or the chip provided in this embodiment are used to execute the corresponding method provided above, and therefore, the advantages achieved by the apparatus, the readable storage medium, the computer program product, or the chip can refer to the advantages of the corresponding method provided above, which are not described herein.

It will be appreciated by those skilled in the art that, for convenience and brevity of description, only the above-described division of the functional modules is illustrated, and in practical application, the above-described functional allocation may be performed by different functional modules according to needs, i.e. the internal structure of the apparatus is divided into different functional modules to perform all or part of the functions described above.

In the embodiments provided in the present application, it should be understood that the disclosed apparatus and method may be implemented in other manners. For example, the apparatus embodiments described above are merely illustrative, e.g., the division of modules or units is merely a logical function division, and there may be additional divisions when actually implemented, e.g., multiple units or components may be combined or integrated into another apparatus, or some features may be omitted or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be an indirect coupling or communication connection via some interfaces, devices or units, which may be in electrical, mechanical or other form.

The foregoing is merely illustrative of the present application, and the present application is not limited thereto, and any person skilled in the art will readily recognize that variations or substitutions are within the scope of the present application. Therefore, the protection scope of the application is subject to the protection scope of the claims.

Claims

1. An engine control method, characterized in that the method comprises:

2. The method of claim 1, wherein the determining the range of conditions in which the engine is pre-ignited based on the first condition in which the engine is pre-ignited comprises:

determining an accumulated number of times that the engine has a pre-ignition event;

If the accumulated times are greater than or equal to preset times, acquiring the first working conditions of the engine when the engine is in the pre-combustion each time, and acquiring a plurality of first working conditions;

and determining the working condition range based on a plurality of the first working conditions.

3. The method of claim 2, wherein the determining the range of operating conditions based on the plurality of first operating conditions comprises:

Determining a working condition point corresponding to each first working condition from a throttle valve limiting torque coefficient diagram corresponding to a first use scene to obtain a plurality of working condition points; the first use scene is a use scene of the engine at present, and is different from a conventional use scene of the engine calibrated through experiments;

Determining a working condition point which is positioned in a target rotating speed range and positioned in a target torque range in the throttle valve limiting torque coefficient diagram as the working condition range; the target rotational speed range is a rotational speed range from a maximum rotational speed to a minimum rotational speed included in the plurality of operating points, and the target torque range is a torque range from a maximum torque to a minimum torque included in the plurality of operating points.

4. The method of claim 3, wherein if the second condition of the current moment of the engine is within the condition range, reducing the original throttle opening corresponding to the second condition to obtain the target throttle opening includes:

and if the target working condition point is included, determining the target throttle opening based on the original throttle opening and a throttle limiting torque coefficient included in the target working condition point.

5. The method of claim 2, wherein the engine is mounted to a vehicle, the method further comprising:

Acquiring a driving parameter of the vehicle after the engine is pre-combusted last time; wherein the running parameter is the running duration or the running distance of the vehicle;

And under the condition that the running parameter is larger than a preset parameter value, resetting the accumulated times.

6. The method of claim 2, wherein said determining an accumulated number of times that said engine has pre-burned comprises:

Under the condition that the time difference is smaller than a preset time difference, determining the accumulated times according to the times of the occurrence of the pre-ignition of the engine in the previous operation process and the times of the occurrence of the pre-ignition of the engine in the current operation process;

Or under the condition that the time difference is larger than or equal to the preset time difference, determining the accumulated times according to the times of the pre-combustion of the engine in the current running process.

7. The method of claim 3, wherein said detecting whether pre-ignition of said engine has occurred comprises:

Determining an environmental parameter of an external environment in which the engine is located;

Detecting whether pre-ignition of the engine occurs if the environmental parameter indicates that the engine is in the first usage scenario.

8. An engine control apparatus, characterized by comprising:

9. A vehicle, characterized in that the vehicle comprises:

a memory for storing executable program code;

a processor for calling and running the executable program code from the memory, causing the vehicle to perform the method of any one of claims 1 to 7.

10. A readable storage medium, characterized in that the readable storage medium stores a computer program which, when executed, implements the method according to any one of claims 1 to 7.