Engine control method, system, medium, controller and vehicle

Abstract

The present invention relates to the field of engine control technology, and more particularly to an engine control method, system, medium, controller, and vehicle. When a target excess air coefficient changes, a determination is made as to whether responding to the target excess air coefficient change will cause a step change in the engine output torque. If responding to the target excess air coefficient change will not cause a step change in the engine output torque, the target excess air coefficient change is permitted, and the engine is coordinated to change the current excess air coefficient. Unlike existing engine control methods aimed at optimizing engine performance, the present invention effectively addresses the problem of step changes in engine output torque produced when coordinating changes in the current excess air coefficient, has a better market outlook, and is simple to operate and easy to implement.

Description

Technical Field

[0001] The present invention relates to the technical field of engine control, and in particular to an engine control method, system, medium, controller and vehicle. Background Art

[0002] China's energy-saving and new energy vehicle technology roadmap in October 2020 Figure 2 .0 was released, emphasizing that by 2035, energy-efficient vehicles, including hybrid and gasoline-powered vehicles, will still account for 50% of the market, with clear fuel consumption targets for both hybrid and gasoline-powered vehicles. Therefore, applying new technologies to improve engine thermal efficiency and reduce fuel consumption has become one of the most pressing development directions for traditional powertrains. Lean burn is an internal combustion engine operating mode that allows the air-fuel ratio to reach 65:1, significantly higher than the stoichiometric ratio. This reduces fuel consumption per combustion cycle, making the engine more efficient, economical, and environmentally friendly. As a new technology to improve engine thermal efficiency and reduce fuel consumption, lean burn technology is gaining increasing interest from automakers.

[0003] Lean burn is divided into different excess air coefficient operating ranges in the entire engine operating range, taking into account the optimal fuel consumption, optimal thermal efficiency, and combustion stability, such as Figure 6 As shown, the excess air coefficient changes: area A < area B < area C < area D. Figure 10 Schematic diagram of the relationship between excess air coefficient and torque, Figure 11 This is a diagram showing the relationship between ignition delay angle and torque. Figure 12 This is a diagram showing the relationship between the ignition advance angle and the excess air coefficient. As can be seen from the figure, as the excess air coefficient increases, the engine output torque decreases; the greater the ignition angle delay, the smaller the engine output torque; as the excess air coefficient gradually increases, the ignition advance angle first decreases and then increases. Compared with the traditional spark ignition engine running at an excess air coefficient of around 1, the excess air coefficient of the lean burn of gasoline in the spark plug ignition engine mainly operates in the range of 1.4-2.2, and the excess air coefficient of the lean burn of hydrogen fuel is even greater. When the engine runs from Figure 1 When operating from area A to area D, or vice versa, the varying excess air coefficients between these areas increase the difficulty of controlling the smoothness of the engine's output torque. Maintaining smooth engine output torque requires precise, coordinated control of the engine's intake air volume, fuel injection rate, and ignition angle.

[0004] CN101333961B discloses an invention patent titled "Optimization Method for Hydrogen-Natural Gas Hybrid Fuel Engines." Its primary purpose is to use a neural network model to most efficiently find the optimal hydrogen blend ratio, ignition advance angle, and excess air coefficient for each operating condition, thereby optimizing the engine's overall performance. Its shortcomings are: 1. Its purpose is to optimize engine performance under various conditions, without prioritizing the smoothness of the engine's output torque during changes; 2. Its design approach prioritizes optimizing the smoothness of the engine's output torque. Similarly, AI algorithms optimizing the excess air coefficient require extensive data collection and computation, resulting in limited versatility. Summary of the Invention

[0005] An embodiment of the present invention discloses an engine control method, which can reduce the torque step problem when the required output torque of the engine changes by coordinating the excess air coefficient of the engine.

[0006] The present invention is implemented through a technical solution comprising a first monitoring step, a second determination step, and a third coordination step. The first monitoring step acquires target excess air coefficient information of the engine and determines whether the target excess air coefficient has changed. If the target excess air coefficient has changed, the process proceeds to the second determination step.

[0007] The second determination step determines whether the change in response to the target excess air coefficient will cause a step in the engine output torque. If the change in response to the target excess air coefficient will not cause a step in the engine output torque, the change in response to the target excess air coefficient is allowed, and the process proceeds to the third coordination step. Otherwise, the change in response to the target excess air coefficient is rejected, and the process proceeds to the third coordination step.

[0008] In the third coordination step, if the second judgment step determines that the change in the target excess air coefficient is allowed, the engine is coordinated to change the current excess air coefficient; otherwise, the engine is coordinated to maintain the current excess air coefficient and the process goes to the second judgment step.

[0009] The advantage of this embodiment lies in determining the target excess air coefficient based on engine torque smoothness. Only when responding to the target excess air coefficient does it cause a step change in engine output torque, can it be adjusted accordingly? Unlike existing engine control methods that prioritize optimizing engine performance, this embodiment effectively addresses the issue of engine output torque steps caused by coordinating changes to the current excess air coefficient. It has a promising market outlook and is simple to implement.

[0010] Specifically, the first monitoring step obtains the target excess air coefficient through the engine demand torque in the current driving cycle.

[0011] The advantage of this embodiment is that by analyzing the engine's required torque, it is possible to determine whether the target excess air coefficient has changed, and it is applicable to the engine control logic of most vehicle models on the market.

[0012] Furthermore, when the target excess air coefficient remains unchanged, the current state of the engine is maintained.

[0013] The advantage of this embodiment is that, in most cases, when the target excess air coefficient remains unchanged, the current excess air coefficient is maintained, which does not affect the control response speed during normal driving.

[0014] Furthermore, the specific method for determining whether the change in the target excess air coefficient will cause a step in the engine output torque is as follows:

[0015] If the target excess air coefficient increases, the base combustion torque at the target excess air coefficient, the minimum combustion torque at the current excess air coefficient, and the minimum intake air volume at the target excess air coefficient are calculated;

[0016] When the basic combustion torque under the target excess air coefficient or the minimum combustion torque under the current excess air coefficient is greater than the engine required output torque, and the current intake volume is greater than the minimum intake volume under the target excess air coefficient, it is judged that responding to the target excess air coefficient and increasing it will not cause a step in the engine output torque; otherwise, it is judged that responding to the target excess air coefficient and increasing it will cause a step in the engine output torque.

[0017] Furthermore, the specific method for determining whether the change in the target excess air coefficient will cause a step in the engine output torque is as follows:

[0018] If the target excess air coefficient becomes smaller, the basic combustion torque at the current excess air coefficient, the minimum combustion torque at the target excess air coefficient, and the minimum intake air volume at the current excess air coefficient are calculated;

[0019] When the basic combustion torque under the current excess air coefficient or the minimum combustion torque under the target excess air coefficient is less than the engine required output torque, or the current intake volume is less than the minimum intake volume under the current excess air coefficient, it is judged that responding to the target excess air coefficient to decrease will not cause the engine output torque step; otherwise, it is judged that responding to the target excess air coefficient to decrease will cause the engine output torque step.

[0020] The advantage of this embodiment is that the engine output torque can be optimized through specific parameter calculation and size comparison without the need for complex data statistics and modeling, and it has strong stability, high speed, and significant effect in improving smoothness.

[0021] Furthermore, the third coordination step is to coordinate the engine to change the current excess air coefficient, and the specific method is as follows:

[0022] According to the engine's intake volume and target excess air coefficient, the engine's fuel intake and ignition angle are adjusted to make the current excess air coefficient become the target excess air coefficient.

[0023] Furthermore, the third coordination step is to coordinate the engine to maintain the current excess air coefficient, and the specific method is as follows:

[0024] According to the engine's air intake, adjust the engine's fuel intake and ignition angle to keep the current excess air coefficient unchanged.

[0025] Furthermore, in the third coordination step, when regulating the engine, if there is an engine fuel cut-off request, the target excess air coefficient is allowed to decrease in response, and the current excess air coefficient and ignition angle are adjusted.

[0026] The present invention also discloses an engine control system, comprising: a first monitoring unit, a second judgment unit, and a third coordination unit;

[0027] The first monitoring unit obtains target excess air coefficient information of the engine and determines whether the target excess air coefficient changes;

[0028] The second determination unit determines, when the target excess air coefficient changes, whether responding to the target excess air coefficient change will cause an engine output torque step, and allows responding to the target excess air coefficient change if it will not cause the engine output torque step; otherwise, refuses to respond to the target excess air coefficient change;

[0029] The third coordination unit coordinates the engine to change the current excess air coefficient if it is determined that the change in the response target excess air coefficient is allowed; otherwise, it coordinates the engine to maintain the current excess air coefficient.

[0030] Specifically, the first monitoring unit obtains the target excess air coefficient through the engine demand torque in the current driving cycle.

[0031] Specifically, when the first monitoring unit determines that the target excess air coefficient remains unchanged, the current state of the engine is maintained.

[0032] Furthermore, when the second judgment unit judges that the target excess air coefficient becomes larger, it calculates the base combustion torque at the target excess air coefficient, the minimum combustion torque at the current excess air coefficient, and the minimum intake air amount at the target excess air coefficient;

[0033] If the basic combustion torque under the target excess air coefficient or the minimum combustion torque under the current excess air coefficient is greater than the engine required output torque, and the current intake volume is greater than the minimum intake volume under the target excess air coefficient, the second judgment unit judges that the increase in response to the target excess air coefficient will not cause a step in the engine output torque; otherwise, the second judgment unit judges that the increase in response to the target excess air coefficient will cause a step in the engine output torque.

[0034] Furthermore, when the second judgment unit judges that the target excess air coefficient becomes smaller, it calculates the base combustion torque at the current excess air coefficient, the minimum combustion torque at the target excess air coefficient, and the minimum intake air amount at the current excess air coefficient;

[0035] If the basic combustion torque under the current excess air coefficient or the minimum combustion torque under the target excess air coefficient is less than the engine required output torque, or the current intake volume is less than the minimum intake volume under the current excess air coefficient, the second judgment unit judges that the response target excess air coefficient becomes smaller and will not cause the engine output torque step; otherwise, the second judgment unit judges that the response target excess air coefficient becomes smaller and will cause the engine output torque step.

[0036] Specifically, when the third coordination unit coordinates the engine to change the current excess air coefficient, it adjusts the engine's fuel intake and ignition angle according to the engine's intake amount and the target excess air coefficient, so that the current excess air coefficient becomes the target excess air coefficient.

[0037] Specifically, when the third coordination unit coordinates the engine to maintain the current excess air coefficient, it adjusts the engine's fuel intake and ignition angle according to the engine's intake air volume, so that the current excess air coefficient remains unchanged.

[0038] Furthermore, when the third coordination unit regulates the engine, if there is an engine fuel cut-off request, the second judgment unit allows the target excess air coefficient to decrease in response, and the third coordination unit adjusts the current excess air coefficient and ignition angle.

[0039] The present invention also discloses a storage medium storing a plurality of instructions, which are suitable for loading by a processor and can implement any of the above engine control methods.

[0040] Similarly, a controller is also disclosed, comprising any of the above engine control systems; and / or any of the above storage media.

[0041] Similarly, a vehicle is also disclosed, comprising any of the above engine control systems; and / or any of the above storage media; and / or any of the above controllers; wherein the vehicle comprises a spark-ignition lean-burn engine.

[0042] It should be noted that the terms "first", "second" and similar terms used in this article are only for describing the various components of the technical solution, and do not constitute a limitation of the technical solution, nor can they be understood as an indication or suggestion of the importance of the corresponding elements; elements with terms such as "first", "second" and similar terms indicate that the corresponding technical solution contains at least one of the element. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] In order to more clearly illustrate the technical solution of the present invention and facilitate a further understanding of the technical effects, technical features and purposes of the present invention, the present invention is described in detail below in conjunction with the accompanying drawings. The accompanying drawings constitute an essential part of the specification and are used together with the embodiments of the present invention to illustrate the technical solution of the present invention, but do not constitute a limitation to the present invention.

[0044] The same reference numerals in the accompanying drawings represent the same components, specifically:

[0045] Figure 1 Schematic diagram of the control method flow chart of Example 1.

[0046] Figure 2 This is a schematic diagram of the control system structure of Example 2.

[0047] Figure 3 This is a schematic diagram of the first composition structure of Example 3.

[0048] Figure 4 This is a schematic diagram of the second composition structure of Example 3.

[0049] Figure 5 This is a schematic diagram of the third composition structure of Example 3.

[0050] Figure 6 Schematic diagram of excess air coefficient distribution.

[0051] Figure 7 Schematic diagram of the operation flow of Example 1.

[0052] Figure 8 To coordinate the process of increasing the excess air coefficient.

[0053] Figure 9 To coordinate the process of reducing the excess air coefficient.

[0054] Figure 10 Schematic diagram of the relationship between excess air coefficient and torque.

[0055] Figure 11 This is a schematic diagram of the relationship between ignition delay angle and torque.

[0056] Figure 12 This is a schematic diagram of the relationship between the ignition advance angle and the excess air coefficient.

[0057] in:

[0058] 100. First monitoring step;

[0059] 110. Target excess air coefficient;

[0060] 111. Engine required torque;

[0061] 200, second judgment step;

[0062] 300, the third coordination step;

[0063] 310, current excess air coefficient;

[0064] 600. Engine control system;

[0065] 610, first monitoring unit;

[0066] 620, second judgment unit;

[0067] 630, third coordination unit;

[0068] 900, Vehicle;

[0069] 901, controller;

[0070] 903. Storage medium;

[0071] 999. Spark plug ignition lean burn engine. DETAILED DESCRIPTION

[0072] The present invention will be further described in detail below with reference to the accompanying drawings and examples. Of course, the specific embodiments described below are only intended to explain the technical solutions of the present invention, rather than to limit the present invention. In addition, the parts described in the embodiments or drawings are merely illustrative of the relevant parts of the present invention, rather than the entire present invention.

[0073] Example 1:

[0074] An engine control method, such as Figure 1 As shown, the process includes a first monitoring step 100, a second judgment step 200, and a third coordination step 300. The first monitoring step 100 determines whether the target excess air ratio 110 has changed, the second judgment step 200 determines whether it is allowed to respond to the target excess air ratio 110, and the third coordination step 300 coordinates the engine to control the current excess air ratio 310 to respond to the target excess air ratio 110 or remain unchanged.

[0075] Specific steps, such as Figure 7 As shown:

[0076] S1, first monitoring step 100:

[0077] The target excess air coefficient 110 information of the engine is obtained, and it is determined whether the target excess air coefficient 110 has changed; if the target excess air coefficient 110 has changed, the process proceeds to the second determination step 200; if the target excess air coefficient 110 has not changed, the current state of the engine is maintained.

[0078] Specifically, the first monitoring step 100 obtains a target excess air ratio 110 through an engine demand torque 111 in a current driving cycle.

[0079] In this step, calculating the target excess air coefficient 110 based on the engine demand torque 111 is only one embodiment. The target excess air coefficient 110 may also be obtained through other means, such as by exchanging data with the ECU, or by calculating the target excess air coefficient based on the engine demand speed. When determining whether the target excess air coefficient 110 has changed, the target excess air coefficient may be compared with the current excess air coefficient. If the target excess air coefficient exceeds a threshold, it is determined that the target excess air coefficient 110 has changed; otherwise, it is determined that the target excess air coefficient 110 has not changed. Other determination criteria may also be used depending on actual needs.

[0080] S2, second judgment step 200:

[0081] S21, determining whether the target excess air coefficient 110 is specifically increased or decreased;

[0082] S22. When the target excess air coefficient 110 becomes larger, as shown in Figure 8 As shown, it is determined whether the response target excess air coefficient is allowed to increase;

[0083] Specifically, the basic combustion torque under the target excess air coefficient 110, the minimum combustion torque under the current excess air coefficient 310, and the minimum intake volume under the target excess air coefficient 110 are calculated; when the basic combustion torque under the target excess air coefficient 110 or the minimum combustion torque under the current excess air coefficient 310 is greater than the engine required output torque, and the current intake volume is greater than the minimum intake volume under the target excess air coefficient 110, it is judged that the response target excess air coefficient 110 is allowed to increase; otherwise, it is judged that the response target excess air coefficient 110 is refused to increase.

[0084] When the target excess air coefficient 110 becomes smaller, as shown in Figure 9 As shown, it is determined whether the response target excess air coefficient is allowed to become smaller;

[0085] Specifically, the basic combustion torque under the current excess air coefficient 310, the minimum combustion torque under the target excess air coefficient 110, and the minimum intake volume under the current excess air coefficient 310 are calculated; when the basic combustion torque under the current excess air coefficient 310 or the minimum combustion torque under the target excess air coefficient 110 is less than the required output torque of the engine, or the current intake volume is less than the minimum intake volume under the current excess air coefficient 310, it is judged that the target excess air coefficient 110 is allowed to decrease in response; otherwise, it is judged that the target excess air coefficient 110 is allowed to decrease in response.

[0086] In this step, other judgment conditions can be used to determine whether the response target excess air coefficient 110 is allowed to change. The standard for determining whether the response target excess air coefficient 110 is allowed to change is whether the response change will cause an engine output torque step.

[0087] This embodiment uses a specific conditional determination method to determine whether a step in engine output torque will occur. This method, based on empirical experience, allows the target excess air coefficient to be responded to under certain circumstances without causing a step in engine output torque. Alternatively, this determination can be made based on actual engine output torque data. The derivative of the calculated engine output torque is then compared with a preset threshold. If the value is less than the threshold, no step will occur; otherwise, a step will occur. Of course, other engine data, such as engine jitter frequency and amplitude, can also be used to determine whether a step will occur after responding to the target excess air coefficient 110.

[0088] S3, third coordination step 300:

[0089] If the result of the judgment is that the change in the response excess air coefficient 110 is allowed, the fuel intake amount and the ignition angle of the engine are adjusted according to the intake air amount of the engine and the target excess air coefficient 110 so that the current excess air coefficient 310 becomes the target excess air coefficient 110;

[0090] If the judgment result is to refuse to respond to the change of the excess air coefficient 110, the engine's fuel intake and ignition angle are adjusted according to the engine's intake volume to keep the current excess air coefficient 310 unchanged, and go to step S2.

[0091] Furthermore, in the third coordination step 300 , when adjusting the engine, if there is an engine fuel cut-off request, the target excess air coefficient 110 is allowed to decrease in response, and the current excess air coefficient 310 and the ignition angle are adjusted.

[0092] In this step, regardless of whether the response to the current excess air coefficient 110 is allowed, it is necessary to coordinate various control systems of the engine, such as the intake system, ignition system and fuel injection system, so that the current excess air coefficient 310 remains unchanged or changes.

[0093] Example 2:

[0094] An engine control system 600, such as Figure 2 As shown, it includes: a first monitoring unit 610, a second judgment unit 620, and a third coordination unit 630.

[0095] The first monitoring unit 610 obtains information about the target excess air coefficient 110 of the engine and determines whether the target excess air coefficient 110 has changed. Further, when the first monitoring unit 610 determines that the target excess air coefficient 110 has not changed, the current state of the engine is maintained.

[0096] In this embodiment, the information receiving end of the first monitoring unit 610 can directly obtain the target excess air coefficient 110 by interacting with the ECU data, or can calculate the target excess air coefficient based on the engine's required torque, or can predict changes in the target excess air coefficient through a machine learning algorithm. The information sending end of the first monitoring unit 610 can be directly connected to the receiving end of the second judgment unit 620, or can be connected to the receiving end of the second judgment unit 620 through other means such as an information processing unit or an information calculation unit. The information processing unit can format the information, and the information calculation unit can further calculate or predict changes in the target excess air coefficient. The first monitoring unit 610 can be installed locally in the vehicle or in the cloud, and can interact with the second judgment unit 620 via wired or wireless means.

[0097] The second determination unit 620 determines whether responding to the target excess air coefficient 110 change will cause an engine output torque step when the target excess air coefficient 110 changes. If the target excess air coefficient 110 change will not cause an engine output torque step, the second determination unit 620 allows responding to the target excess air coefficient 110 change; otherwise, the second determination unit 620 refuses to respond to the target excess air coefficient 110 change.

[0098] Specifically, when the second judgment unit 620 determines that the target excess air coefficient 110 increases, it calculates the basic combustion torque under the target excess air coefficient 110, the minimum combustion torque under the current excess air coefficient 310, and the minimum intake volume under the target excess air coefficient 110; if the basic combustion torque under the target excess air coefficient 110 or the minimum combustion torque under the current excess air coefficient 310 is greater than the engine required output torque, and the current intake volume is greater than the minimum intake volume under the target excess air coefficient 110, the second judgment unit 620 determines that the increase in response to the target excess air coefficient 110 will not cause a step in the engine output torque; otherwise, the second judgment unit 620 determines that the increase in response to the target excess air coefficient 110 will cause a step in the engine output torque.

[0099] Specifically, when the second judgment unit 620 determines that the target excess air coefficient 110 becomes smaller, it calculates the basic combustion torque under the current excess air coefficient 310, the minimum combustion torque under the target excess air coefficient 110, and the minimum intake volume under the current excess air coefficient 310; if the basic combustion torque under the current excess air coefficient 310 or the minimum combustion torque under the target excess air coefficient 110 is less than the required output torque of the engine, or the current intake volume is less than the minimum intake volume under the current excess air coefficient 310, the second judgment unit 620 determines that the response to the target excess air coefficient 110 becoming smaller will not cause the engine output torque step; otherwise, the second judgment unit 620 determines that the response to the target excess air coefficient 110 becoming smaller will cause the engine output torque step.

[0100] In this embodiment, the second judgment unit 620 includes a calculation module and a judgment module. The calculation module is used to calculate the data required by the judgment module. The judgment module determines whether to respond to the target excess air coefficient 110 based on the data provided by the calculation module. The specific calculation content and judgment strategy can be adjusted as needed. The second judgment unit 620 can be installed locally in the vehicle or in the cloud, and exchanges data with the first monitoring unit 610 and the third coordination unit 310 via wired or wireless means.

[0101] The third coordination unit 630 coordinates the engine to change the current excess air coefficient 310 if it is determined that the change in the response target excess air coefficient 110 is allowed; otherwise, it coordinates the engine to maintain the current excess air coefficient 310.

[0102] Specifically, when the third coordination unit 630 coordinates the engine to change the current excess air coefficient 310, it adjusts the engine's fuel intake and ignition angle according to the engine's intake volume and the target excess air coefficient 110, so that the current excess air coefficient 310 becomes the target excess air coefficient 110.

[0103] Specifically, when the third coordination unit 630 coordinates the engine to maintain the current excess air coefficient 310, it adjusts the engine's fuel intake and ignition angle according to the engine's intake air volume, so that the current excess air coefficient 310 remains unchanged.

[0104] Furthermore, when the third coordination unit 630 regulates the engine, if there is an engine fuel cut-off request, the second judgment unit 620 allows the target excess air coefficient 110 to decrease in response, and the third coordination unit 630 adjusts the current excess air coefficient 310 and the ignition angle.

[0105] In this embodiment, the third coordination unit 630 can be installed locally in the car to directly control the engine through the ECU; the third coordination unit 630 can also be an ECU, which directly controls the engine after receiving information from the second judgment unit 620; the third coordination unit 630 can also be set on a cloud server to control the engine through a wireless network.

[0106] Example 3:

[0107] like Figure 3 、 Figure 4 and Figure 5 As shown, a storage medium 903 stores a plurality of instructions suitable for loading by a processor to execute any of the above engine control methods. The storage medium can be installed locally in the vehicle and loaded and executed by the ECU; the storage medium 903 can also be a cloud hard drive and loaded and executed by the ECU via a wireless communication network.

[0108] Similarly, a controller 901 includes any of the above engine control systems 600 and / or any of the above storage media 903. The controller 903 can be installed locally in the vehicle to directly control the engine, or installed locally in the vehicle to control the engine via the ECU, or installed on a cloud server or terminal to control the engine via the EUC via a wireless network.

[0109] Similarly, a vehicle 900 includes any of the above engine control systems 600; and / or any of the above storage media 903; and / or any of the above controllers 901; wherein the vehicle uses a spark ignition lean burn engine 999.

[0110] It should be noted that the above embodiments are only for the purpose of more clearly illustrating the technical solutions of the present invention. Those skilled in the art will understand that the implementation methods of the present invention are not limited to the above contents, and obvious changes, replacements or substitutions based on the above contents do not exceed the scope covered by the technical solutions of the present invention; other implementation methods will also fall within the scope of the present invention without departing from the concept of the present invention.

Claims

1. An engine control method, characterized in that: The method comprises a first monitoring step (100), a second judging step (200), and a third coordinating step (300); wherein the first monitoring step (100) obtains information of a target excess air coefficient (110) of the engine and judges whether the target excess air coefficient (110) has changed; if the target excess air coefficient (110) has changed, the method proceeds to the second judging step (200); The second judgment step (200) judges whether the change in response to the target excess air coefficient (110) will cause an engine output torque step; if it does not cause an engine output torque step, the change in response to the target excess air coefficient (110) is allowed, and the process proceeds to the third coordination step (300); otherwise, the change in response to the target excess air coefficient (110) is rejected, and the process proceeds to the third coordination step (300); In the third coordination step (300), if the second judgment step (200) determines that the change in response to the target excess air coefficient (110) is allowed, the engine is coordinated to change the current excess air coefficient (310); otherwise, the engine is coordinated to maintain the current excess air coefficient (310) and the process goes to the second judgment step (200).

2. The engine control method according to claim 1, wherein: The first monitoring step (100) obtains the target excess air ratio (110) through the engine demand torque (111) in the current driving cycle.

3. The engine control method according to claim 1, wherein: When the target excess air coefficient (110) remains unchanged, the current state of the engine is maintained.

4. The engine control method according to claim 1, wherein: The specific method for determining whether a change in the target excess air coefficient (110) will cause a step in the engine output torque is as follows: If the target excess air coefficient (110) increases, calculating a base combustion torque at the target excess air coefficient (110), a minimum combustion torque at the current excess air coefficient (310), and a minimum intake air amount at the target excess air coefficient (110); When the base combustion torque at the target excess air coefficient (110) or the minimum combustion torque at the current excess air coefficient (310) is greater than the engine required output torque, and the current intake air volume is greater than the minimum intake air volume at the target excess air coefficient (110), it is determined that increasing the target excess air coefficient (110) will not cause a step in the engine output torque; On the contrary, it is determined that the engine output torque step will be caused in response to the target excess air coefficient (110) becoming larger.

5. The engine control method according to claim 1, wherein: The specific method for determining whether the change in the target excess air coefficient (110) will cause a step in the engine output torque is as follows: If the target excess air coefficient (110) becomes smaller, calculating the base combustion torque at the current excess air coefficient (310), the minimum combustion torque at the target excess air coefficient (110), and the minimum intake air amount at the current excess air coefficient (310); When the base combustion torque at the current excess air coefficient (310) or the minimum combustion torque at the target excess air coefficient (110) is less than the engine required output torque, or the current intake air volume is less than the minimum intake air volume at the current excess air coefficient (310), it is determined that a decrease in the target excess air coefficient (110) will not cause a step in the engine output torque; On the contrary, it is determined that the engine output torque step will be caused in response to the target excess air coefficient (110) becoming smaller.

6. The engine control method according to claim 1, wherein: The third coordination step (300) is to coordinate the engine to change the current excess air coefficient (310), and the specific method is as follows: According to the intake air volume of the engine and the target excess air coefficient (110), the fuel intake volume and the ignition angle of the engine are adjusted so that the current excess air coefficient (310) becomes the target excess air coefficient (110).

7. The engine control method according to claim 1, wherein: The third coordination step (300) is to coordinate the engine to maintain the current excess air coefficient (310), and the specific method is as follows: According to the air intake amount of the engine, the fuel intake amount and the ignition angle of the engine are adjusted so that the current excess air coefficient (310) remains unchanged.

8. The engine control method according to claim 1, wherein: The third coordination step (300) allows the target excess air coefficient (110) to decrease in response if there is an engine fuel cut-off request when regulating the engine, and adjusts the current excess air coefficient (310) and the ignition angle.

9. An engine control system (600), characterized in that: include: A first monitoring unit (610), a second judgment unit (620), and a third coordination unit (630); The first monitoring unit (610) obtains information of a target excess air coefficient (110) of the engine and determines whether the target excess air coefficient (110) has changed; The second judgment unit (620) judges whether responding to the target excess air coefficient (110) change will cause an engine output torque step when the target excess air coefficient (110) changes, and allows responding to the target excess air coefficient (110) change if it will not cause an engine output torque step; otherwise, refuses to respond to the target excess air coefficient (110) change; The third coordination unit (630) coordinates the engine to change the current excess air coefficient (310) if it is determined that the change in response to the target excess air coefficient (110) is allowed; otherwise, the third coordination unit (630) coordinates the engine to maintain the current excess air coefficient (310).

10. The engine control system (600) according to claim 9, characterized in that: The first monitoring unit (610) obtains the target excess air coefficient (110) through the engine required torque (111) in the current driving cycle.

11. The engine control system (600) according to claim 9, characterized in that: When the first monitoring unit (610) determines that the target excess air coefficient (110) remains unchanged, the current state of the engine is maintained.

12. The engine control system (600) according to claim 9, characterized in that When the second judgment unit (620) judges that the target excess air coefficient (110) becomes larger, it calculates the basic combustion torque at the target excess air coefficient (110), the minimum combustion torque at the current excess air coefficient (310), and the minimum intake air amount at the target excess air coefficient (110); If the base combustion torque at the target excess air coefficient (110) or the minimum combustion torque at the current excess air coefficient (310) is greater than the engine required output torque, and the current intake air amount is greater than the minimum intake air amount at the target excess air coefficient (110), the second judgment unit (620) judges that the increase in the target excess air coefficient (110) will not cause a step in the engine output torque; On the contrary, the second judgment unit (620) judges that in response to the target excess air coefficient (110) becoming larger, a step in the engine output torque will be caused.

13. The engine control system (600) of claim 9, characterized in that: When the second judgment unit (620) judges that the target excess air coefficient (110) becomes smaller, it calculates the basic combustion torque at the current excess air coefficient (310), the minimum combustion torque at the target excess air coefficient (110), and the minimum intake air amount at the current excess air coefficient (310); If the base combustion torque at the current excess air coefficient (310) or the minimum combustion torque at the target excess air coefficient (110) is less than the engine required output torque, or the current intake air amount is less than the minimum intake air amount at the current excess air coefficient (310), the second judgment unit (620) judges that a decrease in the target excess air coefficient (110) will not cause a step in the engine output torque; On the contrary, the second judgment unit (620) judges that in response to the target excess air coefficient (110) becoming smaller, a step in the engine output torque will be caused.

14. The engine control system (600) according to claim 9, characterized in that When the third coordination unit (630) coordinates the engine to change the current excess air coefficient (310), the third coordination unit (630) adjusts the fuel intake amount and the ignition angle of the engine according to the intake amount of the engine and the target excess air coefficient (110), so that the current excess air coefficient (310) becomes the target excess air coefficient (110).

15. The engine control system (600) according to claim 9, characterized in that When the third coordination unit (630) coordinates the engine to maintain the current excess air coefficient (310), it adjusts the engine's fuel intake and ignition angle according to the engine's intake air volume, so that the current excess air coefficient (310) remains unchanged.

16. The engine control system (600) of claim 9, wherein: The third coordination unit (630) allows the target excess air coefficient (110) to decrease in response if there is an engine fuel cut-off request when regulating the engine, and the third coordination unit (630) adjusts the current excess air coefficient (310) and the ignition angle.

17. A storage medium (903), characterized in that The storage medium stores a plurality of instructions, and the instructions are suitable for being loaded by a processor to execute any one of the methods described in claims 1 to 8.

18. A controller (901), comprising any engine control system (600) according to any one of claims 9 to 16; and / or any storage medium (903) according to claim 17.

19. A vehicle (900), comprising any engine control system (600) according to any one of claims 9 to 16; and / or any storage medium (903) according to claim 17; and / or any controller (901) according to claim 18; wherein, The vehicle (900) includes a spark-ignited lean-burn engine (999).

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