Engine idle speed control method and system, vehicle and medium

Abstract

The invention provides an engine idle speed control method and system, a vehicle and a medium, and belongs to the technical field of automobile control. When it is determined that a preset activation condition is met according to the information of the engine and the related data of the fan, idle speed increasing operation on the engine is executed; the idle speed increasing operation comprises the steps of determining a target idle speed based on the water outlet temperature of an engine and the current atmospheric pressure, and controlling the rotating speed of the engine to be adjusted to the target idle speed; and after the idle speed increasing operation is executed, when it is determined that a preset exit condition is met, idle speed increasing control over the engine is stopped. The starting noise of the vehicle is effectively reduced, and the driving comfort and safety are improved.

Description

Technical Field

[0001] This invention relates to the field of automotive control technology, specifically to an engine idling speed control method, system, vehicle, and medium. Background Technology

[0002] As a core component of the automotive engine cooling system, the fan's function is to ensure heat dissipation efficiency through forced ventilation when the engine is operating at high temperatures, thereby ensuring stable engine operation at a suitable temperature. Especially for heavy-duty commercial vehicles, which commonly use electronically controlled silicone oil fans directly driven by the engine crankshaft, the reliability of these fans directly affects the overall vehicle's operational safety.

[0003] For safety redundancy, these fans typically keep their internal silicone oil clutch engaged after the engine stops. This causes the fan to instantly reach a high speed when the vehicle is started again, synchronized with the engine speed. To address the issue of fan engagement during start-up, some manufacturers have attempted hardware solutions that force the fan to disengage after the engine is turned off, aiming to avoid noise and power shock during the next start-up.

[0004] However, while this solution can alleviate starting noise, it makes it impossible to visually confirm whether the fan is functioning properly by starting the engine before each trip, which poses a hidden danger to the continuous safe operation of the vehicle and brings potential driving risks. Summary of the Invention

[0005] In view of this, it is necessary to provide an engine idling speed control method, system, vehicle, and medium to solve the technical problems of noise and power loss caused by unnecessary fan engagement during vehicle start-up in the prior art.

[0006] To address the aforementioned technical problems, in a first aspect, the present invention provides an engine idling speed control method, comprising: Obtain engine information and fan-related data; When the preset activation conditions are met based on the engine information and fan-related data, an idle speed boosting operation is performed on the engine. The idle speed boosting operation includes determining a target idle speed based on the engine coolant temperature and current atmospheric pressure, and controlling the engine speed to adjust to the target idle speed. After performing the idle speed increase operation, when it is determined that the preset exit conditions are met, the idle speed increase control of the engine is stopped.

[0007] In one possible implementation, the fan-related data includes the actual fan speed, fan fault information, required fan speed, and fan speed change rate; the step of determining the target idle speed based on the engine outlet water temperature and current atmospheric pressure when the preset activation conditions are met according to the engine information and fan-related data includes: Determine whether the engine information and the fan-related data meet the preset activation conditions. The preset activation conditions include: determining that the engine is in operation based on the engine information and the operation duration exceeds a first preset duration; the actual fan speed is greater than a first speed threshold; the fan fault information indicates that the fan has no circuit or performance faults; the required fan speed is zero; and the fan speed change rate is greater than a preset change rate threshold. If all the preset activation conditions are met, the target idle speed is obtained by querying the preset idle speed increase requirement table based on the engine coolant temperature and the current atmospheric pressure; the preset idle speed increase requirement table includes the correspondence between coolant temperature, atmospheric pressure and engine idle speed.

[0008] In one possible implementation, the increase in the target idle speed is negatively correlated with the engine coolant temperature and negatively correlated with the current atmospheric pressure.

[0009] In one possible implementation, after performing the idle speed increase operation, when it is determined that a preset exit condition is met, stopping the idle speed increase control of the engine includes: The corresponding fan disengagement speed threshold is obtained by querying a preset disengagement speed mapping table based on the current engine speed; the preset disengagement speed mapping table includes the correspondence between engine speed and fan disengagement speed threshold. When the actual fan speed is lower than the fan disengagement speed threshold and the duration is greater than or equal to the second preset duration, it is determined that the preset exit condition is met, and the idle speed increase control of the engine is stopped.

[0010] In one possible implementation, the engine speed is positively correlated with the fan disengagement speed threshold.

[0011] One possible implementation also includes: If the required fan speed is detected to become non-zero, it is determined that the preset exit condition is met.

[0012] One possible implementation also includes: After issuing the idle speed increase command, if the actual engine speed does not reach the target idle speed within a preset time threshold, it is determined that the preset exit condition is met.

[0013] Secondly, the present invention also provides an engine idle speed control system, comprising: The acquisition module is used to acquire engine information and fan-related data; The control module is used to perform an idle speed boosting operation on the engine when a preset activation condition is met based on the engine information and fan-related data; the idle speed boosting operation includes determining a target idle speed based on the engine coolant temperature and current atmospheric pressure, and controlling the engine speed to adjust to the target idle speed; The processing module is used to stop controlling the idle speed of the engine when it is determined that the preset exit conditions are met after performing the idle speed increase operation.

[0014] Thirdly, the present invention also provides an intelligent vehicle, including a memory and a processor, wherein, The memory is used to store programs; The processor, coupled to the memory, is used to execute the program stored in the memory to implement the steps of the engine idling speed control method described in any of the above implementations.

[0015] Fourthly, the present invention also provides a computer-readable storage medium for storing a computer-readable program or instructions, which, when executed by a processor, can implement the steps of the engine idling speed control method described in any of the above implementations.

[0016] The beneficial effects of this invention are as follows: The engine idle speed control method provided by this invention first achieves multiple optimizations in engine thermal management, energy consumption control, noise suppression, and system lifespan improvement through a complete control logic of acquiring engine and fan data → intelligently judging control conditions → dynamically calculating the target idle speed → closed-loop speed adjustment → intelligent exit after the conditions are met. This method has clear logic, strong implementability, and low cost, and has significant engineering application value and market promotion prospects. Furthermore, by comprehensively judging the engine outlet water temperature and atmospheric pressure, the target idle speed is dynamically adjusted, which is particularly suitable for extreme operating conditions such as high altitude, high temperature, and high load, ensuring coolant circulation speed and water pump efficiency, enhancing heat dissipation capacity, and effectively avoiding the risk of overheating. By increasing the idle speed, the water pump circulation and radiator airflow are enhanced (especially for mechanical fans), allowing the fan to enter low speed or disengage state earlier, reducing running time. Furthermore, the target idle speed is dynamically calculated according to actual operating conditions, avoiding a one-size-fits-all increase, reducing unnecessary high-speed engine operation, thereby reducing in-vehicle noise and vibration (NVH performance improvement). Furthermore, the exit mechanism employs hysteresis and delay judgment to avoid frequent idling speed fluctuations, improving driving smoothness. It exits immediately after cooling requirements are met, shortening the average idling speed rise time, resulting in significant fuel savings, especially in urban congestion or high-altitude driving. Moreover, it is implemented based on software control, requiring no additional hardware costs; only the ECU needs CAN communication and basic sensor interfaces, making it suitable for traditional gasoline vehicles, hybrid vehicles, and range-extended electric vehicles. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 A schematic flowchart of an embodiment of the engine idling speed control method provided by the present invention; Figure 2 For the present invention Figure 1 A schematic diagram of an embodiment of S200; Figure 3 For the present invention Figure 1 A schematic diagram of an embodiment of S300; Figure 4 A schematic diagram of an embodiment of the engine idling speed control system provided by the present invention; Figure 5 A schematic diagram of an embodiment of the intelligent vehicle provided by the present invention. Detailed Implementation

[0019] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0020] In the description of the embodiments of the present invention, unless otherwise stated, "multiple" means two or more. "And / or" describes the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can represent three situations: A exists alone, A and B exist simultaneously, and B exists alone.

[0021] The terms "first," "second," etc., used in the embodiments of this invention are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a technical feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature.

[0022] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of the invention. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0023] Before demonstrating the embodiments, the following terms will be explained.

[0024] This invention provides an engine idling speed control method, system, vehicle, and medium, which are described below.

[0025] Figure 1 This is a schematic flowchart of an embodiment of the engine idling speed control method provided by the present invention, as shown below. Figure 1 As shown, the engine idle speed control method includes: S100: Obtain engine information and fan-related data.

[0026] It should be noted that engine information and fan-related data are collected in real time via the vehicle's CAN bus or sensor network. Engine information and fan-related data are periodically sampled by the ECU (Engine Control Unit) or VCU (Vehicle Control Unit), with a recommended sampling frequency of 100ms to 1s to ensure real-time control and stability.

[0027] S200. When the preset activation conditions are met based on the engine information and fan-related data, an idle speed boosting operation is performed on the engine. The idle speed boosting operation includes determining a target idle speed based on the engine coolant temperature and current atmospheric pressure, and controlling the engine speed to adjust to the target idle speed.

[0028] It should be noted that the preset activation conditions are used to trigger the engine's idle speed increase mechanism to prevent engine overheating. The ECU performs comprehensive calculations and logical judgments on the data acquired in S100 to determine whether to initiate the idle speed increase operation. The ECU compares real-time data with a series of preset activation conditions that must be met simultaneously. These preset activation conditions collectively define the precise scenario indicating that the indicator fan is in an abnormally demanding engagement drag state. The ECU determines that the engine idle speed increase operation needs to be executed only when all the above preset activation conditions are met. Subsequently, based on the engine coolant temperature and current atmospheric pressure, the final target idle speed value is determined. The ECU sets the calculated target idle speed value (e.g., 900 RPM) as the new target for engine idle speed control, and controls the engine speed to be smoothly and stably adjusted to the target idle speed by adjusting actuators such as the electronic throttle opening and fuel injection quantity.

[0029] S300. After performing the idle speed increase operation, when it is determined that the preset exit conditions are met, the idle speed increase control of the engine is stopped.

[0030] It should be noted that the preset exit conditions are used to trigger the exit or cessation of the engine's idle speed boost mechanism. After the idle speed boost operation is executed, the ECU continuously monitors the system status, and when any of the preset exit conditions is met, the system immediately stops the idle speed boost control of the engine, and the engine's idle speed control target is restored to the normal idle speed value determined by the basic logic.

[0031] In summary, the engine idle speed control method provided by this invention first achieves multiple optimizations in engine thermal management, energy consumption control, noise suppression, and system lifespan improvement through a complete control logic: acquiring engine and fan data → intelligently judging control conditions → dynamically calculating the target idle speed → closed-loop speed adjustment → intelligent exit after conditions are met. This method is logically clear, highly implementable, and low-cost, possessing significant engineering application value and market potential. Furthermore, by comprehensively judging engine outlet water temperature and atmospheric pressure, the target idle speed is dynamically adjusted, making it particularly suitable for extreme operating conditions such as high altitude, high temperature, and high load. This ensures coolant circulation speed and water pump efficiency, enhances heat dissipation capacity, and effectively avoids the risk of overheating. Increasing the idle speed enhances water pump circulation and radiator airflow (especially for mechanical fans), allowing the fan to enter low-speed or disengage state earlier, reducing operating time. Furthermore, the target idle speed is dynamically calculated based on actual operating conditions, avoiding a one-size-fits-all increase and reducing unnecessary high-speed engine operation, thereby reducing in-vehicle noise and vibration (NVH performance improvement). Furthermore, the exit mechanism employs hysteresis and delay judgment to avoid frequent idling speed fluctuations, improving driving smoothness. It exits immediately after cooling requirements are met, shortening the average idling speed rise time, resulting in significant fuel savings, especially in urban congestion or high-altitude driving. Moreover, it is implemented based on software control, requiring no additional hardware costs; only the ECU needs CAN communication and basic sensor interfaces, making it suitable for traditional gasoline vehicles, hybrid vehicles, and range-extended electric vehicles.

[0032] In some embodiments of the present invention, the fan-related data includes the actual fan speed, fan fault information, fan required speed, and fan speed change rate; such as Figure 2 As shown, step S200 includes: S210. Determine whether the engine information and the fan-related data meet the preset activation conditions. The preset activation conditions include: determining that the engine is in operation and the operation duration exceeds a first preset duration based on the engine information; the actual fan speed is greater than a first speed threshold; the fan fault information indicates that the fan has no circuit or performance faults; the required fan speed is zero; and the fan speed change rate is greater than a preset change rate threshold.

[0033] It should be noted that the ECU continuously monitors the engine's RUN signal (or crankshaft position sensor signal) and an internal timer. The timer starts the moment the engine successfully starts (speed exceeds the ignition success threshold), and this condition is met when the timer threshold exceeds a first preset duration (e.g., 15 seconds). By determining that the engine is running and the running duration exceeds the first preset duration, the unstable phase at the moment of engine start-up is eliminated, ensuring that the engine has entered a stable idling condition and avoiding interference during the start-up process.

[0034] The ECU calculates the actual fan speed (RPM) in real time using pulse frequency signals from a fan speed sensor (such as a Hall sensor). This actual speed is compared with a preset first speed threshold (e.g., 700 RPM). By determining that the actual fan speed is greater than the first speed threshold, it can accurately determine whether the fan is in an unwanted high-speed state due to engagement during the last shutdown.

[0035] The ECU checks for diagnostic fault codes (DTCs) in the fan control system (such as the silicone oil clutch solenoid valve circuit, sensor circuit, etc.). This condition is only met if there are no relevant current fault codes or if fault flags are set. By determining the fan fault information, it indicates that the fan has no circuit or performance faults, preventing the incorrect execution of control strategies when there are hardware or circuit faults in the fan system itself, thereby avoiding potential risks or misoperations.

[0036] The ECU checks its internally calculated fan speed request. This request may originate from engine coolant temperature models, air conditioning pressure signals, intake intercooler temperatures, etc. When none of these external demand sources request fan rotation, the fan speed request is set to zero. By determining that the fan speed request is zero, it can be confirmed that the current high fan speed is not caused by normal cooling demand. This strict distinction between fault-related high speed (caused by meshing) and functional high speed (due to cooling needs) is key to this strategy's ability to avoid interfering with normal cooling function.

[0037] The ECU calculates the rate of change of fan speed (ΔRPM / s) within a short time window (e.g., per second). This rate of change is compared to a preset threshold (e.g., 10 RPM / s). Note: "Greater than the threshold" here means the rate of change is a tiny positive number or zero, i.e., the speed remains high without a significant downward trend. By determining that the fan speed change rate is greater than the preset threshold, it is possible to identify whether the fan is stuck in an engaged state. If the speed drops rapidly, it indicates that the fan is disengaging on its own and no intervention is needed. Only when the speed stabilizes at a high level without a downward trend is it considered that external intervention (increasing the idle speed) is required to help it disengage.

[0038] S220. If all the preset activation conditions are met, the target idle speed is obtained by querying the preset idle speed increase requirement table based on the engine coolant temperature and the current atmospheric pressure; the preset idle speed increase requirement table includes the correspondence between coolant temperature, atmospheric pressure and engine idle speed.

[0039] It should be noted that the preset idle speed increase requirement table is a two-dimensional calibration table. The horizontal axis represents coolant temperature, and the vertical axis represents atmospheric pressure. The intersection point is the target idle speed (e.g., 850 rpm, 900 rpm, 1000 rpm). Once all conditions in S210 are met, the ECU immediately executes this step. It reads the engine coolant temperature and current atmospheric pressure in real time. Using these two parameters as input, it queries the preset idle speed increase requirement table stored in the ECU ROM. The ECU sends the obtained target idle speed value to the engine torque management module, which adjusts actuators such as the electronic throttle and fuel injection to stabilize the engine's actual speed at the target value.

[0040] In this embodiment, by judging the five necessary preset trigger conditions in parallel, false activation is fundamentally avoided, ensuring high reliability. The absence of fan circuitry or performance failure, and the fan's required speed being zero, are two key safety conditions, ensuring that the system will not activate when the fan system itself is malfunctioning, nor will it conflict with the vehicle's normal cooling needs. Introducing the fan speed change rate as a judgment condition gives the system a preliminary ability to judge state trends, rather than relying solely on static thresholds. This allows the system to distinguish between disengagement and non-disengagement states, thus making more intelligent decisions. Furthermore, the method of querying a two-dimensional table based on the coolant temperature and atmospheric pressure makes the idle speed increase not a fixed value, but an adaptive variable. Furthermore, based on the engine coolant temperature and current atmospheric pressure, the system can use the lowest possible idle speed increase while ensuring effective disengagement, contributing to optimized fuel economy and emissions.

[0041] In some embodiments of the present invention, the increase in the target idle speed is negatively correlated with the engine coolant temperature and the increase in the target idle speed is negatively correlated with the current atmospheric pressure.

[0042] It's important to note that the torque transmission capability of the clutch in an electronically controlled silicone oil fan is directly related to the viscosity of the internal silicone oil. Lower temperatures result in higher silicone oil viscosity (a thicker consistency), leading to a tighter coupling between the fan and the engine, and requiring a greater disengagement torque. To overcome the increased resistance from the high-viscosity silicone oil and disengage the fan, the engine needs to output greater torque. Based on the fundamental principle that torque = force × radius, with engine hardware remaining constant, instantaneous output torque is positively correlated with engine speed. Therefore, a higher idle speed is needed to achieve greater disengagement torque. Consequently, under constant atmospheric pressure, the target idle speed decreases as the engine coolant temperature increases.

[0043] At higher altitudes, atmospheric pressure decreases and air density decreases. This results in less oxygen entering the engine cylinders, reducing combustion efficiency and consequently lowering the engine's actual output torque. To compensate for this torque loss due to altitude and ensure sufficient torque to drive the fan disengage, the idle speed must be increased. The reduced air density also slightly decreases the air resistance (load) experienced by the fan. However, overall, the decrease in engine torque is the primary concern, necessitating stronger intervention (a higher idle speed) to ensure system reliability at high altitudes. Therefore, with a constant engine coolant temperature, the target idle speed increases as the current atmospheric pressure decreases (altitude increases).

[0044] A preset idle speed increase requirement table is created as shown in Table 1.

[0045] Table 1. Preset Idle Speed ​​Increase Requirements In this embodiment, the system can adapt to the specific environment (water temperature, altitude) of the vehicle. Whether in the cold plateau or the hot seaside, the system can automatically provide the most suitable control commands, ensuring the effectiveness and reliability of the control strategy under various complex operating conditions. By targeting the idle speed increase, it ensures that there is still enough torque to drive the fan to disengage quickly under the most severe conditions (low water temperature, high altitude). This avoids disengagement failure or slow disengagement caused by insufficient increase, thus stably achieving the core goal of reducing start-up noise and power consumption in various environments. Due to the adoption of a negative correlation design, the system avoids unnecessary over-increase. When a high increase is not required (such as high temperature, low altitude), the system will adopt a lower idle speed target, which helps to minimize the additional fuel consumption and emissions caused by increasing the idle speed. It takes into account the torque characteristics of the engine itself (affected by altitude) and the physical characteristics of the fan clutch (affected by temperature), reducing noise, increasing vehicle start-up power, and reducing fan power consumption.

[0046] When engine speed increases, even if the fan clutch has disengaged (i.e., no longer strongly coupled by silicone oil), the fan will still be passively driven to rotate by the engine due to residual viscosity, bearing drag, and aerodynamic forces. Its speed will increase approximately linearly with the engine speed. If a fixed, low threshold (e.g., 200 rpm) is used, when the engine runs at 1000 rpm due to increased idle speed, the fan's passive speed may have already reached 350 rpm. At this point, the fixed threshold can never be met, causing the control logic to fail to exit, resulting in a continuous increase in idle speed, leading to fuel waste and potential danger. To solve the above problems, in some embodiments of the present invention, such as... Figure 2 As shown, step S300 includes: S310. Query the preset disengagement speed mapping table based on the current engine speed to obtain the corresponding fan disengagement speed threshold; the preset disengagement speed mapping table includes the correspondence between engine speed and fan disengagement speed threshold.

[0047] It should be noted that a preset disengagement speed mapping table is created in advance. This table defines the correspondence between engine speed and fan disengagement speed thresholds. A preset disengagement speed mapping table is shown in Table 2 below:

[0048] Table 2. Preset Disengagement Speed ​​Mapping Table The ECU monitors the engine speed in real time. Using this engine speed as input, it queries the aforementioned preset disengagement speed mapping table. Through table lookup or linear interpolation, it calculates and obtains the fan disengagement speed threshold corresponding to the current engine speed in real time.

[0049] S320. When the actual fan speed is lower than the fan disengagement speed threshold and the duration is greater than or equal to the second preset duration, it is determined that the preset exit condition is met, and the idle speed increase control of the engine is stopped.

[0050] It should be noted that the ECU continuously compares the actual fan speed with the dynamic fan disengagement speed threshold obtained in step S310. When the actual fan speed is lower than the dynamic fan disengagement speed threshold (i.e., actual fan speed < dynamic fan disengagement speed threshold), a timer is started. When the condition is not met (actual fan speed ≥ dynamic fan disengagement speed threshold), the timer is reset to zero. Only when the duration of this condition being met is greater than or equal to a second preset duration (e.g., 2 seconds or 3 seconds) is the preset exit condition finally determined to be satisfied.

[0051] In this embodiment, by introducing a dynamic threshold positively correlated with engine speed, the exit condition can adapt to different control stages (different idle speed increase targets), fundamentally solving the problem of the fixed threshold method failing under high-speed conditions and ensuring the scientific and accurate exit judgment. Furthermore, using a fan speed actually lower than the fan disengagement speed threshold for a duration greater than or equal to a second preset duration as the determination of satisfying the preset exit condition effectively filters out interference from sensor signal fluctuations and system transients, preventing frequent switching of control logic and engine idle speed oscillations. This ensures the smoothness of the vehicle during the exit control process and the comfort of the driving experience, avoiding over-control and energy waste, and providing a precise and timely exit mechanism. Furthermore, once the preset exit condition is satisfied, indicating confirmed fan disengagement, the engine immediately returns to normal idle speed, minimizing additional fuel consumption and emissions caused by unnecessary idle speed increases and optimizing the overall vehicle economy.

[0052] In some embodiments of the present invention, the engine speed is positively correlated with the fan disengagement speed threshold.

[0053] It should be noted that the ECU reads the current engine speed in real time (usually from the crankshaft position sensor). Using the current engine speed as input, it looks up the preset disengagement speed mapping table. Since the engine speed changes continuously, it may not be exactly equal to the node value in the table. Therefore, the ECU uses a linear interpolation algorithm to calculate the precise threshold. For example, if the current engine speed is 1100 rpm, then linear interpolation is performed using the points (1000, 350) and (1500, 450) to obtain a threshold of approximately 350 + (1100 - 1000) / (1500 - 1000) × (450 - 350) = 370 rpm. The result of the table lookup and interpolation is the dynamic fan disengagement speed threshold under the current operating conditions. Once the fan clutch successfully disengages, the rigid silicone oil coupling between the fan and the engine is released. At this point, the force driving the fan rotation no longer comes from the active torque of the clutch, but from the viscosity of the residual silicone oil (a small amount of residual silicone oil will still generate a weak shear force), bearing drag (the inherent friction of the fan clutch bearing), and aerodynamics (the grille, guard plate, and other structures of the engine front module form a complex airflow field. The high-speed rotating engine drives this airflow field like a pump, thus passively blowing the disengaged fan blades to rotate). Therefore, the higher the engine speed, the faster and more energetic the airflow generated at its front end. This stronger airflow passively drives the fan to rotate, causing the fan's passive rotation speed to increase even when disengaged. Thus, the engine speed is positively correlated with the fan disengagement speed threshold.

[0054] In this embodiment, engine speed is positively correlated with the fan disengagement speed threshold, enabling the control strategy's exit mechanism to cover all possible speed ranges from low to high. This ensures the integrity of the logical closed loop, and the system no longer relies on a universal fixed value but can adapt to the actual operating state of the engine. Regardless of the level at which the idle speed boost control raises the engine speed (900 rpm, 1100 rpm, or higher), the exit judgment criteria can be adjusted in real time to match it, ensuring accuracy in various situations. Optimized fuel economy and emissions: Precise exit judgment ensures that idle speed boost control can be shut off promptly and accurately. This avoids excessively long idle speed boost times or inability to exit due to unreasonable thresholds, thereby minimizing unnecessary fuel consumption and emissions, demonstrating the contribution of refined control to energy conservation and environmental protection. Enhanced system stability and driving experience: Accurate exit based on dynamic thresholds ensures that the engine speed can smoothly return to normal idle speed, avoiding drastic fluctuations or prolonged abnormal speeds, thereby improving the vehicle's driving quality and comfort.

[0055] In some embodiments of the present invention, step S300 further includes: If the required fan speed is detected to become non-zero, it is determined that the preset exit condition is met.

[0056] It should be noted that once the aforementioned monitoring logic detects that the fan speed demand changes from 0 to a value greater than 0, the preset exit condition is immediately met. The system does not need to wait for any delay or check any other conditions; it directly determines that the preset exit condition has been met. Thus, the ECU sends a command to the engine torque control module to immediately terminate the idle speed increase control and restore the engine's target idle speed to its normal value (e.g., 600 RPM). Simultaneously, the ECU completely transfers control to the external request source and begins executing the normal fan control logic driven by the fan speed demand to respond to the vehicle's real-time cooling needs.

[0057] In this embodiment, when the vehicle requires cooling, the system prioritizes ensuring the normal operation and safety of the engine and air conditioning system, preventing serious accidents such as engine overheating and damage. This avoids conflicts between the two logics of idle speed increase control and normal cooling control. The engine speed returns to normal first, and then the fan is driven to the required speed according to external demand. The entire process is orderly and coordinated, avoiding speed oscillations or control instability caused by the system struggling between two different objectives, thus improving the system's intelligence and user experience.

[0058] In some embodiments of the present invention, step S300 further includes: After issuing the idle speed increase command, if the actual engine speed does not reach the target idle speed within a preset time threshold, it is determined that the preset exit condition is met.

[0059] It should be noted that a preset time threshold (e.g., 3 seconds or 5 seconds) is set. This preset time threshold is a calibration parameter; its length should be sufficient for a normal engine system to complete the stabilization process from the current speed to the target idle speed, but not too long to avoid excessive energy consumption and risk in fault conditions. Timing begins the instant the ECU issues an idle speed increase command to the engine torque actuator (such as an electronic throttle or electronic speed control). The actual engine speed is continuously monitored from the crankshaft position sensor. It is checked whether the actual engine speed has reached the target idle speed required by the command. Timing begins after the command is issued. If, within the preset time threshold, the actual engine speed consistently fails to reach (or stabilize at) the target idle speed (e.g., consistently differing by more than 50 RPM), the system determines that the preset exit condition has been met. The ECU immediately cancels the idle speed increase command, abandons the fan disengagement attempt, and restores the engine target speed to normal idle. The system can simultaneously set a soft fault code (e.g., Idle Speed ​​Increase Control - Response Timeout) for after-sales diagnostics, alerting technicians to potential engine system problems.

[0060] In this embodiment, the system is prevented from entering a dead loop or maintaining an erroneous state for an extended period in the event of actuator failure or abnormal engine performance. This ensures that a single function failure does not lead to more serious problems in the entire vehicle system (such as prolonged high engine idling). It avoids the engine operating in an ineffective, excessively high RPM range for extended periods, thereby saving fuel and preventing unnecessary emissions increases. Furthermore, it prevents potential excessive wear or damage to actuators (such as the throttle valve). Simultaneously, it also prevents the vehicle from exhibiting unresponsive throttle or abnormal noises.

[0061] To better implement the engine idling speed control method in the embodiments of the present invention, based on the engine idling speed control method, correspondingly, as follows: Figure 4 As shown, this embodiment of the invention also provides an engine idle speed control system 400, which includes: Module 401 is used to acquire engine information and fan-related data; The control module 402 is used to perform an idle speed boosting operation on the engine when it is determined that the preset activation conditions are met based on the engine information and fan-related data; the idle speed boosting operation includes determining a target idle speed based on the engine coolant temperature and the current atmospheric pressure, and controlling the engine speed to adjust to the target idle speed; The processing module 403 is used to stop controlling the idle speed of the engine when it is determined that the preset exit conditions are met after performing the idle speed increase operation.

[0062] The engine idling speed control system 400 provided in the above embodiments can realize the technical solutions described in the above engine idling speed control method embodiments. The specific implementation principles of each module or unit can be found in the corresponding content in the above engine idling speed control method embodiments, and will not be repeated here.

[0063] like Figure 5 As shown, the present invention also provides an intelligent vehicle 500. The intelligent vehicle 500 includes a processor 501, a memory 502, and a display 503. Figure 5 Only some of the components of the intelligent vehicle 500 are shown, but it should be understood that it is not required to implement all of the components shown, and more or fewer components may be implemented instead.

[0064] In some embodiments, processor 501 may be a central processing unit (CPU), microprocessor, or other data processing chip, used to run program code stored in memory 502 or process data, such as the engine idling speed control method of the present invention.

[0065] In some embodiments, processor 501 may be a single server or a group of servers. The server group may be centralized or distributed. In some embodiments, processor 501 may be local or remote. In some embodiments, processor 501 may be implemented on a cloud platform. In one embodiment, the cloud platform may include a private cloud, public cloud, hybrid cloud, community cloud, distributed cloud, inter-cloud, multi-cloud, or any combination thereof.

[0066] In some embodiments, memory 502 may be an internal storage unit of the intelligent vehicle 500, such as a hard disk or memory of the intelligent vehicle 500. In other embodiments, memory 502 may also be an external storage device of the intelligent vehicle 500, such as a plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, etc., equipped on the intelligent vehicle 500.

[0067] Furthermore, the memory 502 may include both internal storage units of the intelligent vehicle 500 and external storage devices. The memory 502 is used to store application software and various types of data installed in the intelligent vehicle 500.

[0068] In some embodiments, display 503 may be an LED display, a liquid crystal display, a touch-sensitive liquid crystal display, or an OLED (Organic Light-Emitting Diode) touchscreen. Display 503 is used to display information from the intelligent vehicle 500 and to display a visual user interface. Components 501-503 of the intelligent vehicle 500 communicate with each other via a system bus.

[0069] In one embodiment, when processor 501 executes the engine idle speed control program in memory 502, the following steps can be implemented: Obtain engine information and fan-related data; When the preset activation conditions are met based on the engine information and fan-related data, an idle speed boosting operation is performed on the engine. The idle speed boosting operation includes determining a target idle speed based on the engine coolant temperature and current atmospheric pressure, and controlling the engine speed to adjust to the target idle speed. After performing the idle speed increase operation, when it is determined that the preset exit conditions are met, the idle speed increase control of the engine is stopped.

[0070] It should be understood that when the processor 501 executes the engine idle speed control program in the memory 502, in addition to the functions mentioned above, it can also perform other functions, as can be found in the description of the corresponding method embodiments above.

[0071] Furthermore, this embodiment of the invention does not specifically limit the type of intelligent vehicle 500 mentioned. Intelligent vehicle 500 can be a portable intelligent vehicle such as a mobile phone, tablet computer, personal digital assistant (PDA), wearable device, or laptop computer. Exemplary embodiments of portable intelligent vehicles include, but are not limited to, portable intelligent vehicles running iOS, Android, Microsoft, or other operating systems. The aforementioned portable intelligent vehicle can also be other portable intelligent vehicles, such as a laptop computer with a touch-sensitive surface (e.g., a touch panel). It should also be understood that in some other embodiments of the invention, intelligent vehicle 500 may not be a portable intelligent vehicle, but rather a desktop computer with a touch-sensitive surface (e.g., a touch panel).

[0072] Accordingly, this application also provides a computer-readable storage medium for storing a computer-readable program or instruction. When the program or instruction is executed by a processor, it can implement the steps or functions of the engine idling speed control method provided in the above-described method embodiments.

[0073] Those skilled in the art will understand that all or part of the processes of the methods described in the above embodiments can be implemented by a computer program instructing related hardware (such as a processor, controller, etc.), and the computer program can be stored in a computer-readable storage medium. The computer-readable storage medium may be a disk, optical disk, read-only memory, or random access memory, etc.

[0074] The engine idling speed control method, system, vehicle, and medium provided by the present invention have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only for the purpose of helping to understand the method and core ideas of the present invention. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. An engine idling speed control method, characterized in that, include: Obtain engine information and fan-related data; When the preset activation conditions are met based on the engine information and fan-related data, an idle speed boosting operation is performed on the engine. The idle speed boosting operation includes determining a target idle speed based on the engine coolant temperature and current atmospheric pressure, and controlling the engine speed to adjust to the target idle speed. After performing the idle speed increase operation, when it is determined that the preset exit conditions are met, the idle speed increase control of the engine is stopped.

2. The engine idling speed control method according to claim 1, characterized in that, The fan-related data includes the actual fan speed, fan fault information, required fan speed, and fan speed change rate; the step of determining the target idle speed based on the engine outlet water temperature and current atmospheric pressure when the preset activation conditions are met according to the engine information and fan-related data includes: Determine whether the engine information and the fan-related data meet the preset activation conditions. The preset activation conditions include: determining that the engine is in operation based on the engine information and the operation duration exceeds a first preset duration; the actual fan speed is greater than a first speed threshold; the fan fault information indicates that the fan has no circuit or performance faults; the required fan speed is zero; and the fan speed change rate is greater than a preset change rate threshold. If all the preset activation conditions are met, the target idle speed is obtained by querying the preset idle speed increase requirement table based on the engine coolant temperature and the current atmospheric pressure; the preset idle speed increase requirement table includes the correspondence between coolant temperature, atmospheric pressure and engine idle speed.

3. The engine idling speed control method according to claim 1, characterized in that, The increase in the target idle speed is negatively correlated with the engine coolant temperature and negatively correlated with the current atmospheric pressure.

4. The engine idling speed control method according to claim 1, characterized in that, After performing the idle speed increase operation, when it is determined that the preset exit condition is met, the idle speed increase control of the engine is stopped, including: The corresponding fan disengagement speed threshold is obtained by querying a preset disengagement speed mapping table based on the current engine speed; the preset disengagement speed mapping table includes the correspondence between engine speed and fan disengagement speed threshold. When the actual fan speed is lower than the fan disengagement speed threshold and the duration is greater than or equal to the second preset duration, it is determined that the preset exit condition is met, and the idle speed increase control of the engine is stopped.

5. The engine idling speed control method according to claim 4, characterized in that, The engine speed is positively correlated with the fan disengagement speed threshold.

6. The engine idling speed control method according to claim 5, characterized in that, Also includes: If the required fan speed is detected to become non-zero, it is determined that the preset exit condition is met.

7. The engine idling speed control method according to claim 5, characterized in that, Also includes: After issuing the idle speed increase command, if the actual engine speed does not reach the target idle speed within a preset time threshold, it is determined that the preset exit condition is met.

8. An engine idle speed control system, characterized in that, include: The acquisition module is used to acquire engine information and fan-related data; The control module is used to perform an idle speed boosting operation on the engine when a preset activation condition is met based on the engine information and fan-related data; the idle speed boosting operation includes determining a target idle speed based on the engine coolant temperature and current atmospheric pressure, and controlling the engine speed to adjust to the target idle speed; The processing module is used to stop controlling the idle speed of the engine when it is determined that the preset exit conditions are met after performing the idle speed increase operation.

9. An intelligent vehicle, characterized in that, Including memory and processor, among which, The memory is used to store programs; The processor, coupled to the memory, is used to execute the program stored in the memory to implement the steps in the engine idling speed control method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, Used to store computer-readable programs or instructions, which, when executed by a processor, can implement the steps in the engine idling speed control method according to any one of claims 1 to 7.

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