An engine control method and system supporting electronic throttle ice breaking identification

Abstract

The present application relates to a kind of engine control method and system for supporting electronic throttle ice breaking identification, by real-time acquisition electronic throttle actual opening value and expected opening value, and determine the actual position variation of electronic throttle, and the deviation between actual position and expected position;Identify electronic throttle state, when jam state, control electronic throttle to execute single ice breaking action, record current ice breaking times, when it reaches maximum number, judge whether to meet the condition of stall, if so, limit the motor output duty cycle of electronic throttle, and generate fault information.Real-time acquisition electronic throttle actual opening value and expected opening value and identify the current state of electronic throttle, when ice jam state, control electronic throttle to execute ice breaking action, reduce the normal control of engine due to ice jam influence motor, when ice breaking times reach upper limit and stall, control electronic duty cycle, avoid motor burnout, greatly improve the work safety of engine.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of automobile control technology, and in particular to an engine control method and system supporting ice breaking identification of an electronic throttle valve. BACKGROUND

[0002] Currently, electronic throttle valves (ETC) are generally used in automobile engines to accurately control the intake air volume. Compared with carburetor throttle valves, electronic throttle valves can calculate the optimal opening degree according to the torque demand of the vehicle under the current driving condition, and accurately drive the throttle valve to the corresponding opening degree through the execution of a motor, which can effectively improve the safety, power, stability and economy of the vehicle driving, and reduce the emission pollution.

[0003] The core of the accurate control of the intake air volume by the electronic throttle valve lies in the accurate control of the throttle valve opening degree. Since water vapor is contained in the engine intake air, when the installation position of the electronic throttle valve is not appropriate and the ambient temperature is low, ice formation will occur near the throttle valve, which will cause the throttle valve plate to be stuck or return smoothly, and even cause the motor to burn out in severe cases. Therefore, it is necessary to design a strategy to identify and handle the ice formation and sticking of the ETC. SUMMARY

[0004] The technical problem to be solved by the present application is to provide an engine control method and system supporting ice breaking identification of an electronic throttle valve to overcome the deficiencies of the prior art.

[0005] The technical solution of the present application to solve the above technical problem is as follows: an engine control method supporting ice breaking identification of an electronic throttle valve, comprising the following steps:

[0006] S1: real-time acquisition of actual opening degree value and expected opening degree value of the electronic throttle valve, and determination of actual position change amount of the electronic throttle valve and deviation between actual position and expected position;

[0007] S2: identification of whether the electronic throttle valve is currently in an ice formation and sticking state according to the actual position change amount of the electronic throttle valve and the deviation between the actual position and the expected position, if yes, proceed to S3, otherwise return to S1;

[0008] S3: control of the electronic throttle valve to perform a single ice breaking action, record the current ice breaking times, and determine whether the maximum number of times is reached, if not, return to S1, otherwise proceed to S4;

[0009] S4: determination of whether the stall condition is met, if yes, control the motor output duty cycle of the electronic throttle valve to be less than a preset duty cycle threshold, and generate a fault information.

[0010] The engine control method for supporting ice breaking identification of an electronic throttle valve provided by the application obtains actual opening value and expected opening value of the electronic throttle valve in real time, determines actual position change amount of the electronic throttle valve and deviation between actual position and expected position, thereby identifying current state of the electronic throttle valve, and controls the electronic throttle valve to perform ice breaking action in the ice blocking state, reduces influence of the ice blocking on normal control of the engine, controls electronic duty ratio when the ice breaking times reach the upper limit and the engine is blocked, avoids burning of the motor, and reports fault at the same time, thereby greatly improving work safety of the engine.

[0011] On the basis of the above technical solution, the application can be further improved as follows.

[0012] Further, the S1 specifically includes:

[0013] The actual opening value and the expected opening value of the electronic throttle valve at the initial time point are obtained, and deviation between actual position and expected position at the initial time point is determined.

[0014] The actual opening value and the expected opening value of the electronic throttle valve at the current time point are obtained, and actual position change amount of the electronic throttle valve at the current time point and deviation between actual position and expected position at the current time point are determined.

[0015] Actual position change amount ΔActPos of the electronic throttle valve is calculated according to the actual opening value of the electronic throttle valve at the previous cycle before the current time point and the actual opening value of the electronic throttle valve at the current time point.

[0016] ΔActPos = Abs|ActPos1-Actpos2|

[0017] Position deviation ΔPos0 at the initial time point is determined according to the expected position and the actual position of the electronic throttle valve at the initial time point.

[0018] ΔPos0 = Abs|ActPos0-Setpos0|

[0019] Position deviation ΔPos at the current time point is determined according to the expected position and the actual position of the electronic throttle valve at the current time point.

[0020] ΔPos = Abs|ActPos2-Setpos2|

[0021] Wherein, Actpos2 is the actual position of the electronic throttle valve at the current time point, ActPos1 is the actual position of the electronic throttle valve at the previous cycle before the current time point, ActPos0 is the actual position of the electronic throttle valve at the initial time point; Setpos0 is the expected position of the electronic throttle valve at the initial time point, ActPos2 is the actual position of the electronic throttle valve at the current time point, and Setpos2 is the expected position of the electronic throttle valve at the current time point.

[0022] The beneficial effect of the above further scheme is that by obtaining the actual opening value and the expected opening value of the electronic throttle valve at the initial time point, the deviation between the actual position and the expected position at the initial time point can be determined, and by obtaining the actual opening value and the expected opening value of the electronic throttle valve at the current time point, the actual position change amount of the electronic throttle valve at the current time point and the deviation between the actual position and the expected position at the current time point can be determined, which can be used as a basis for subsequent judgment of the state of the electronic throttle valve.

[0023] Further, the identifying whether the electronic throttle valve is currently in the icing and stuck state according to the actual position change amount of the electronic throttle valve and the deviation between the actual position and the expected position comprises:

[0024] If:

[0025] ΔActPos < ActThrsh

[0026] ΔPos > StuckThrsh

[0027] ΔPos0 > StuckThrsh

[0028] If all the above conditions are met, it is determined that the electronic throttle valve is currently in the icing and stuck state.

[0029] Wherein, ActThrsh is the actual position change amount limit value, and StuckThrsh is the preset stuck threshold.

[0030] The beneficial effect of the above further scheme is that by determining the position deviation ΔPos0 at the initial time point and the position deviation ΔPos at the current time point through the actual position change amount ΔActPos of the electronic throttle valve, the expected position and the actual position of the electronic throttle valve at the initial time point, and the expected position and the actual position of the electronic throttle valve at the current time point, it can be accurately judged whether the electronic throttle valve is currently in the icing and stuck state, so as to control whether the electronic throttle valve performs the ice breaking action to try to get rid of the icing and stuck state, and to avoid the situation that the driving motor of the electronic throttle valve is affected by the icing and stuck state to affect the normal control of the engine, or even the motor is burned out.

[0031] Further, the stall condition is:

[0032] The actual position change amount of the electronic throttle valve at the current time point is less than a preset value and lasts for a preset time, and the deviation between the actual position and the expected position of the electronic throttle valve at the current time point is greater than a preset sticking threshold.

[0033] The above further scheme has the beneficial effect that: whether the actual position of the electronic throttle valve at the current time point changes, if the actual position does not change or changes little within the preset time, and the deviation between the actual position and the expected position exceeds the time, it indicates that the previous ice-breaking action does not get rid of the ice-sticking state, at this time, in order to ensure the safety of the driving motor of the electronic throttle valve, the motor output duty cycle of the electronic throttle valve needs to be controlled to be less than a preset duty cycle threshold, and a fault information is prompted.

[0034] The application also provides an engine control system supporting ice-breaking identification of an electronic throttle valve, comprising a monitoring module, an identification module, a judgment module and a control module.

[0035] The monitoring module is used for respectively acquiring actual opening degree values and expected opening degree values of the electronic throttle valve in real time, and determining an actual position change amount of the electronic throttle valve and a deviation between the actual position and the expected position.

[0036] The identification module is used for identifying whether the electronic throttle valve is in an ice-sticking state according to the actual position change amount of the electronic throttle valve and the deviation between the actual position and the expected position.

[0037] The judgment module is used for controlling the electronic throttle valve to perform a single ice-breaking action, recording a current ice-breaking number, and judging whether the current ice-breaking number reaches a maximum number, if not, entering a next round of ice-sticking state judgment.

[0038] The control module is used for judging whether a stall condition is met when the current ice-breaking number reaches the maximum number, and controlling the motor output duty cycle of the electronic throttle valve to be less than a preset duty cycle threshold and generating a fault information when the stall condition is met.

[0039] The engine control system supporting ice-breaking identification of the electronic throttle valve of the application acquires actual opening degree values and expected opening degree values of the electronic throttle valve in real time, and determines an actual position change amount of the electronic throttle valve and a deviation between the actual position and the expected position, thereby identifying the current state of the electronic throttle valve, and controlling the electronic throttle valve to perform an ice-breaking action in an ice-sticking state, reducing the influence of the ice-sticking on the normal control of the engine due to the motor, when the ice-breaking number reaches an upper limit and the motor stalls, controlling the electronic duty cycle, avoiding the burning of the motor, and reporting a fault, thereby greatly improving the working safety of the engine.

[0040] On the basis of the above technical scheme, the application can also be improved as follows:

[0041] Further, the monitoring module is specifically configured to:

[0042] obtain the actual opening value and the expected opening value of the electronic throttle valve at the initial time point, and determine the deviation between the actual position and the expected position at the initial time point;

[0043] obtain the actual opening value and the expected opening value of the electronic throttle valve at the current time point, and determine the actual position change amount of the electronic throttle valve at the current time point, and the deviation between the actual position and the expected position at the current time point;

[0044] calculate the actual position change amount ΔActPos of the electronic throttle valve according to the actual opening value of the electronic throttle valve at the previous cycle before the current time point and the actual opening value of the electronic throttle valve at the current time point:

[0045] ΔActPos = Abs | ActPos1 - Actpos2 |

[0046] determine the position deviation ΔPos0 at the initial time point according to the expected position and the actual position of the electronic throttle valve at the initial time point:

[0047] ΔPos0 = Abs | ActPos0 - Setpos0 |

[0048] determine the position deviation ΔPos at the current time point according to the expected position and the actual position of the electronic throttle valve at the current time point:

[0049] ΔPos = Abs | ActPos2 - Setpos2 |

[0050] wherein, Actpos2 is the actual position of the electronic throttle valve at the current time point, ActPos1 is the actual position of the electronic throttle valve at the previous cycle before the current time point, ActPos0 is the actual position of the electronic throttle valve at the initial time point; Setpos0 is the expected position of the electronic throttle valve at the initial time point, ActPos2 is the actual position of the electronic throttle valve at the current time point, and Setpos2 is the expected position of the electronic throttle valve at the current time point.

[0051] The above-mentioned further scheme has the beneficial effects that: by obtaining the actual opening value and the expected opening value of the electronic throttle valve at the initial time point, the deviation between the actual position and the expected position at the initial time point can be determined, and by obtaining the actual opening value and the expected opening value of the electronic throttle valve at the current time point, the actual position change amount of the electronic throttle valve at the current time point and the deviation between the actual position and the expected position at the current time point can be determined, which can be used as the basis for subsequent judgment of the state of the electronic throttle valve.

[0052] Further, the identification module identifies whether the electronic throttle valve is currently in the icing stuck state according to the actual position change amount of the electronic throttle valve and the deviation between the actual position and the expected position, and the specific implementation is as follows:

[0053] If:

[0054] ΔActPos < ActThrsh

[0055] ΔPos > StuckThrsh

[0056] ΔPos0 > StuckThrsh

[0057] If the above conditions are met simultaneously, it is determined that the electronic throttle valve is currently in the icing stuck state.

[0058] Wherein, ActThrsh is the actual position change amount limit value, and StuckThrsh is the preset stuck threshold.

[0059] The beneficial effect of the above further scheme is that the actual position change amount ΔActPos of the electronic throttle valve, the expected position and the actual position of the electronic throttle valve at the initial time point to determine the position deviation ΔPos0 at the initial time point, and the expected position and the actual position of the electronic throttle valve at the current time point to determine the position deviation ΔPos at the current time point can accurately determine whether the electronic throttle valve is currently in the icing stuck state, so as to control whether the electronic throttle valve executes the ice breaking action to try to get rid of the icing stuck state, and avoid the situation that the driving motor of the electronic throttle valve is affected by the icing stuck to control the engine normally, or even burn the motor.

[0060] Further, the specific implementation of the control module judging whether the stall condition is met is as follows:

[0061] If the actual position change amount of the electronic throttle valve at the current time point is less than the preset value and lasts for a preset time, and the deviation between the actual position and the expected position of the electronic throttle valve at the current time point is greater than the preset stuck threshold, the stall condition is met.

[0062] The beneficial effect of the above further scheme is that whether the actual position of the electronic throttle valve at the current time point changes, if the actual position does not change or changes little within the preset time, and the deviation between the actual position and the expected position exceeds, it means that the previous ice breaking action does not get rid of the icing stuck state, at this time, in order to ensure the safety of the driving motor of the electronic throttle valve, the motor output duty cycle of the electronic throttle valve needs to be controlled to be less than the preset duty cycle threshold, and the fault information is prompted at the same time.

[0063] The application further provides a computer readable storage medium, which stores computer instructions for enabling a processor to implement the engine control method for supporting ice breaking identification of an electronic throttle valve.

[0064] The application further provides an engine control device for supporting ice breaking identification of an electronic throttle valve, which comprises:

[0065] at least one processor and a storage medium, the memory being in communication connection with the processor;

[0066] The storage medium stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor to enable the at least one processor to implement the engine control method for supporting ice breaking identification of an electronic throttle valve. BRIEF DESCRIPTION OF DRAWINGS

[0067] Figure 1 The engine control method for supporting ice breaking identification of an electronic throttle valve according to an embodiment of the application;

[0068] Figure 2 The engine control system structure diagram for supporting ice breaking identification of an electronic throttle valve according to an embodiment of the application. DETAILED DESCRIPTION

[0069] The principles and characteristics of the application are described below in combination with the drawings, and the examples are only used to explain the application and not to limit the scope of the application.

[0070] As shown in the drawings, an engine control method for supporting ice breaking identification of an electronic throttle valve comprises the following steps: Figure 1

[0071] S1: Real-time acquisition of actual opening value and expected opening value of the electronic throttle valve respectively, and determination of actual position change amount of the electronic throttle valve and deviation between actual position and expected position;

[0072] S2: Identification of whether the electronic throttle valve is in an icing and jamming state according to the actual position change amount of the electronic throttle valve and the deviation between actual position and expected position, if yes, go to S3, otherwise return to S1;

[0073] S3: Control of the electronic throttle valve to perform a single ice breaking action, recording of current ice breaking times, and judgment of whether the maximum times are reached, if not, return to S1, otherwise go to S4;

[0074] ​S4: judging whether the stall condition is met, if yes, controlling the motor output duty ratio of the electronic throttle valve to be less than a preset duty ratio threshold, and generating a fault information.

[0075] The engine control method for supporting the ice breaking identification of the electronic throttle valve in the application identifies the current state of the electronic throttle valve by acquiring the actual opening value and the expected opening value of the electronic throttle valve in real time, and determining the actual position change amount of the electronic throttle valve and the deviation between the actual position and the expected position, and controls the electronic throttle valve to perform the ice breaking action in the ice blocking state, reduces the influence of the ice blocking on the normal control of the engine, controls the electronic duty ratio when the ice breaking times reach the upper limit and the stall occurs, avoids the burning of the motor, and reports the fault at the same time, and greatly improves the working safety of the engine.

[0076] In one or more embodiments of the application, S1 specifically includes:

[0077] Acquiring the actual opening value and the expected opening value of the electronic throttle valve at the initial time point, and determining the deviation between the actual position and the expected position at the initial time point;

[0078] Acquiring the actual opening value and the expected opening value of the electronic throttle valve at the current time point, and determining the actual position change amount of the electronic throttle valve at the current time point, and the deviation between the actual position and the expected position at the current time point;

[0079] Here, the initial time can be selected as the time of a preset number of periods in the past, such as five period times before, and the corresponding actual opening value and expected opening value of the electronic throttle valve.

[0080] According to the actual opening value of the electronic throttle valve at the previous period of the current time point and the actual opening value of the electronic throttle valve at the current time point, the actual position change amount of the electronic throttle valve is calculated as follows:

[0081] Delta Act Pos = Abs| Act Pos 1 - Act Pos 2 |

[0082] According to the expected position and the actual position of the electronic throttle valve at the initial time point, the position deviation at the initial time point is determined as follows:

[0083] Delta Pos 0 = Abs| Act Pos 0 - Set Pos 0 |

[0084] According to the expected position and the actual position of the electronic throttle valve at the current time point, the position deviation at the current time point is determined as follows:

[0085] Delta Pos = Abs| Act Pos 2 - Set Pos 2 |

[0086] Wherein, Actpos2 is the actual position of the electronic throttle valve at the current time point, ActPos1 is the actual position of the electronic throttle valve at the previous period of the current time point, ActPos0 is the actual position of the electronic throttle valve at the initial time point; Setpos0 is the expected position of the electronic throttle valve at the initial time point, ActPos2 is the actual position of the electronic throttle valve at the current time point, and Setpos2 is the expected position of the electronic throttle valve at the current time point.

[0087] By obtaining the actual opening value and the expected opening value of the electronic throttle valve at the initial time point, the deviation between the actual position and the expected position at the initial time point can be determined, and by obtaining the actual opening value and the expected opening value of the electronic throttle valve at the current time point, the actual position change amount of the electronic throttle valve at the current time point and the deviation between the actual position and the expected position at the current time point can be determined, which can be used as a basis for subsequent judgment of the state of the electronic throttle valve.

[0088] In one or more embodiments of the application, the identification of whether the electronic throttle valve is currently in the icing and sticking state according to the actual position change amount of the electronic throttle valve and the deviation between the actual position and the expected position specifically comprises:

[0089] If:

[0090] Delta ActPos < ActThrsh

[0091] Delta Pos > StuckThrsh

[0092] Delta Pos0 > StuckThrsh

[0093] If all the above conditions are met, it is determined that the electronic throttle valve is currently in the icing and sticking state.

[0094] Wherein, ActThrsh is the actual position change limit value, and StuckThrsh is the preset sticking threshold.

[0095] By the actual position change amount Delta ActPos of the electronic throttle valve, the expected position and the actual position of the electronic throttle valve at the initial time point to determine the position deviation Delta Pos0 at the initial time point, and the expected position and the actual position of the electronic throttle valve at the current time point to determine the position deviation Delta Pos at the current time point, the current icing and sticking state of the electronic throttle valve can be accurately determined, so that subsequent control of the electronic throttle valve to perform ice breaking action can be performed to try to get rid of the icing and sticking state, and the situation that the driving motor of the electronic throttle valve is affected by the icing and sticking to control the engine normally, or even the motor is burned.

[0096] In the embodiment of the present application, when performing single ice breaking, the motor driving voltage V_EtcDrv is looked up according to the time T_Jackhamr for ice breaking in the following table 1:

[0097] Table 1

[0098] T_Jackhamr 0 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 0.09 V_EtcDrv 0 10 -10 10 -10 10 -10 10 -10 0

[0099] In one or more embodiments of the present application, the stall condition is:

[0100] The actual position change amount of the electronic throttle valve at the current time point is less than a preset value and lasts for a preset time, and the deviation between the actual position and the expected position of the electronic throttle valve at the current time point is greater than a preset sticking threshold.

[0101] Whether the actual position of the electronic throttle valve at the current time point changes, if the actual position does not change or changes little within the preset time, and the deviation between the actual position and the expected position exceeds, it means that the previous ice breaking action has not got rid of the ice sticking state, at this time, in order to ensure the safety of the driving motor of the electronic throttle valve, the motor output duty cycle of the electronic throttle valve needs to be controlled to be less than a preset duty cycle threshold, and a fault information is prompted.

[0102] Here, the preset time when the actual position change amount of the electronic throttle valve is less than the preset value can be set to 1S, and the preset duty cycle threshold of the motor output duty cycle of the electronic throttle valve is 20-30%.

[0103] As shown in Figure 2 The present application also provides an engine control system supporting ice breaking identification of an electronic throttle valve, comprising a monitoring module, an identification module, a judgment module and a control module:

[0104] The monitoring module is used to respectively acquire actual opening value and expected opening value of the electronic throttle valve in real time, and determine actual position change amount of the electronic throttle valve and deviation between the actual position and the expected position;

[0105] The identification module is used to identify whether the electronic throttle valve is in an ice sticking state according to the actual position change amount of the electronic throttle valve and the deviation between the actual position and the expected position;

[0106] The judgment module is used to control the electronic throttle valve to perform single ice breaking action, record current ice breaking times, and judge whether the maximum times are reached, if not, enter the next round of ice sticking state judgment;

[0107] The control module is used to judge whether the stall condition is met when the current ice breaking times reach the maximum times, and control the motor output duty cycle of the electronic throttle valve to be less than a preset duty cycle threshold and generate a fault information when the stall condition is met.

[0108] The engine control system supporting the ice breaking identification of the electronic throttle valve of the application identifies the current state of the electronic throttle valve by acquiring the actual opening value and the expected opening value of the electronic throttle valve in real time, and determining the actual position change amount of the electronic throttle valve and the deviation between the actual position and the expected position, controls the electronic throttle valve to perform the ice breaking action in the ice blocking state, reduces the influence of the ice blocking on the normal control of the engine, controls the electronic duty ratio when the ice breaking times reach the upper limit and the stall occurs, avoids the burning of the motor, and reports the fault at the same time, and greatly improves the working safety of the engine.

[0109] In one or more embodiments of the application, the monitoring module is specifically used for:

[0110] Acquiring the actual opening value and the expected opening value of the electronic throttle valve at the initial time point, and determining the deviation between the actual position and the expected position at the initial time point;

[0111] Acquiring the actual opening value and the expected opening value of the electronic throttle valve at the current time point, and determining the actual position change amount of the electronic throttle valve at the current time point, and the deviation between the actual position and the expected position at the current time point;

[0112] According to the actual opening value of the electronic throttle valve at the previous cycle before the current time point and the actual opening value of the electronic throttle valve at the current time point, the actual position change amount of the electronic throttle valve is calculated as follows:

[0113] Delta Act Pos = Abs| Act Pos 1 - Act Pos 2 |

[0114] According to the expected position and the actual position of the electronic throttle valve at the initial time point, the position deviation at the initial time point is determined as follows:

[0115] Delta Pos 0 = Abs| Act Pos 0 - Set Pos 0 |

[0116] According to the expected position and the actual position of the electronic throttle valve at the current time point, the position deviation at the current time point is determined as follows:

[0117] Delta Pos = Abs| Act Pos 2 - Set Pos 2 |

[0118] Wherein, Act Pos 2 is the actual position of the electronic throttle valve at the current time point, Act Pos 1 is the actual position of the electronic throttle valve at the previous cycle before the current time point, and Act Pos 0 is the actual position of the electronic throttle valve at the initial time point; Set Pos 0 is the expected position of the electronic throttle valve at the initial time point, Act Pos 2 is the actual position of the electronic throttle valve at the current time point, and Set Pos 2 is the expected position of the electronic throttle valve at the current time point.

[0119] By acquiring the actual opening value and the expected opening value of the electronic throttle valve at the initial time point, the deviation between the actual position and the expected position at the initial time point can be determined, and by acquiring the actual opening value and the expected opening value of the electronic throttle valve at the current time point, the actual position variation of the electronic throttle valve at the current time point and the deviation between the actual position and the expected position at the current time point can be determined, which can be used as a basis for subsequent judgment of the state of the electronic throttle valve.

[0120] In one or more embodiments of the present application, the identification module identifies whether the electronic throttle valve is currently in the icing stuck state according to the actual position variation of the electronic throttle valve and the deviation between the actual position and the expected position, and the specific implementation is as follows:

[0121] If:

[0122] ΔActPos<ActThrsh

[0123] ΔPos>StuckThrsh

[0124] ΔPos0>StuckThrsh

[0125] all the conditions are met, it is determined that the electronic throttle valve is currently in the icing stuck state.

[0126] Wherein, ActThrsh is the actual position variation limit value, and StuckThrsh is the preset stuck threshold.

[0127] The beneficial effects of the above further scheme are that the actual position variation ΔActPos of the electronic throttle valve, the expected position and the actual position of the electronic throttle valve at the initial time point to determine the position deviation ΔPos0 at the initial time point, and the expected position and the actual position of the electronic throttle valve at the current time point to determine the position deviation ΔPos at the current time point can accurately determine whether the electronic throttle valve is currently in the icing stuck state, so as to facilitate subsequent control of whether the electronic throttle valve performs the ice breaking action to try to get rid of the icing stuck state, and avoid the situation that the driving motor of the electronic throttle valve is affected by the icing stuck state to affect the normal control of the engine, or even burn out the motor.

[0128] In one or more embodiments of the present application, the specific implementation of the control module judging whether the stall condition is met is as follows:

[0129] If the actual position variation of the electronic throttle valve at the current time point is less than a preset value and lasts for a preset time, and the deviation between the actual position and the expected position of the electronic throttle valve at the current time point is greater than a preset stuck threshold, the stall condition is met.

[0130] If the actual position of the electronic throttle valve at the current time point does not change or changes little within the preset time, and the deviation between the actual position and the expected position exceeds the preset threshold, it indicates that the previous ice-breaking action cannot get rid of the icing stuck state, and in order to ensure the safety of the driving motor of the electronic throttle valve, the motor output duty cycle of the electronic throttle valve needs to be controlled to be less than a preset duty cycle threshold, and a fault information is prompted.

[0131] The application further provides a computer readable storage medium, which stores computer instructions for enabling a processor to implement the engine control method for supporting ice-breaking identification of an electronic throttle valve when executed.

[0132] The application further provides an engine control device for supporting ice-breaking identification of an electronic throttle valve, which comprises:

[0133] at least one processor and a storage medium, the memory being communicatively connected with the processor;

[0134] The storage medium stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor to enable the at least one processor to execute the engine control method for supporting ice-breaking identification of an electronic throttle valve.

[0135] The above description is merely preferred embodiments of the application, and is not intended to limit the application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the application shall be included in the protection scope of the application.

Claims

1. An engine control method supporting electronic throttle ice break identification, characterized by, The method comprises the following steps: S1: respectively acquiring actual opening value and expected opening value of the electronic throttle valve in real time, and determining actual position change amount of the electronic throttle valve, and deviation between actual position and expected position; S2: identifying whether the electronic throttle valve is currently in icing and sticking state according to the actual position change amount of the electronic throttle valve, and the deviation between the actual position and the expected position, if yes, entering S3, otherwise returning to S1; S3: controlling the electronic throttle valve to perform single ice breaking action, recording current ice breaking times, and judging whether the maximum times are reached, if not, returning to S1, otherwise entering S4; S4: judging whether the stall condition is met, if yes, controlling the motor of the electronic throttle valve to output duty cycle less than preset duty cycle threshold, and generating fault information; The S1 specifically comprises: acquiring actual opening value and expected opening value of the electronic throttle valve at an initial time point, and determining deviation between actual position and expected position at the initial time point; acquiring actual opening value and expected opening value of the electronic throttle valve at a current time point, and determining actual position change amount of the electronic throttle valve at the current time point, and deviation between actual position and expected position at the current time point; calculating actual position change amount ΔActPos of the electronic throttle valve according to actual opening value of the electronic throttle valve at a previous cycle before the current time point and actual opening value of the electronic throttle valve at the current time point: ΔActPos=Abs|ActPos1-Actpos2| determining position deviation ΔPos0 at the initial time point according to expected position and actual position of the electronic throttle valve at the initial time point: ΔPos0=Abs|ActPos0-Setpos0| determining position deviation ΔPos at the current time point according to expected position and actual position of the electronic throttle valve at the current time point: ΔPos=Abs|ActPos2-Setpos2| Wherein, Actpos2 is actual position of the electronic throttle valve at the current time point, ActPos1 is actual position of the electronic throttle valve at the previous cycle before the current time point, ActPos0 is actual position of the electronic throttle valve at the initial time point; Setpos0 is expected position of the electronic throttle valve at the initial time point, ActPos2 is actual position of the electronic throttle valve at the current time point, Setpos2 is expected position of the electronic throttle valve at the current time point.

2. The engine control method of supporting ice break identification of an electronic throttle according to claim 1, characterized by, The S2 specifically comprises: If: ΔActPos<ActThrsh ΔPos>StuckThrsh ΔPos0>StuckThrsh are met simultaneously, it is determined that the electronic throttle valve is currently in icing and sticking state; Wherein, ActThrsh is actual position change amount limit value, StuckThrsh is preset sticking threshold.

3. The engine control method of supporting ice breakage recognition of an electronic throttle valve according to claim 1, characterized by, The stall condition is that: actual position change amount of the electronic throttle valve at the current time point is less than preset value and lasts for preset time, and the deviation between actual position and expected position of the electronic throttle valve at the current time point is greater than preset sticking threshold.

4. An engine control system supporting electronic throttle ice break identification, characterized by: The method comprises the following steps of: monitoring, identifying, judging and controlling: The monitoring module is configured to acquire actual opening degree values and expected opening degree values of the electronic throttle valve in real time, and determine actual position variation of the electronic throttle valve and deviation between the actual position and the expected position; The identifying module is configured to identify whether the electronic throttle valve is currently in the icing and sticking state according to the actual position variation of the electronic throttle valve and the deviation between the actual position and the expected position; The judging module is configured to control the electronic throttle valve to perform a single ice breaking action, record a current ice breaking frequency, and judge whether the current ice breaking frequency reaches a maximum frequency, if not, enter a next round of icing and sticking state judgment; The control module is configured to judge whether a stall condition is met when the current ice breaking frequency reaches the maximum frequency, and control the motor of the electronic throttle valve to output a duty cycle less than a preset duty cycle threshold and generate a fault information when the stall condition is met; The monitoring module is specifically configured to: acquire the actual opening degree values and the expected opening degree values of the electronic throttle valve at an initial time point, and determine deviation between the actual position and the expected position at the initial time point; acquire the actual opening degree values and the expected opening degree values of the electronic throttle valve at a current time point, and determine actual position variation of the electronic throttle valve at the current time point and deviation between the actual position and the expected position at the current time point; calculate the actual position variation of the electronic throttle valve according to the actual opening degree values of the electronic throttle valve at a previous cycle before the current time point and the actual opening degree values of the electronic throttle valve at the current time point: ΔActPos=Abs|ActPos1-Actpos2| determine the position deviation at the initial time point according to the expected position and the actual position of the electronic throttle valve at the initial time point: ΔPos0=Abs|ActPos0-Setpos0| determine the position deviation at the current time point according to the expected position and the actual position of the electronic throttle valve at the current time point: ΔPos=Abs|ActPos2-Setpos2| Wherein, Actpos2 is the actual position of the electronic throttle valve at the current time point, ActPos1 is the actual position of the electronic throttle valve at the previous cycle before the current time point, ActPos0 is the actual position of the electronic throttle valve at the initial time point; Setpos0 is the expected position of the electronic throttle valve at the initial time point, ActPos2 is the actual position of the electronic throttle valve at the current time point, and Setpos2 is the expected position of the electronic throttle valve at the current time point.

5. The engine control system supporting ice-break identification of an electronic throttle valve according to claim 4, characterized by, The specific implementation of the identifying module to identify whether the electronic throttle valve is currently in the icing and sticking state according to the actual position variation of the electronic throttle valve and the deviation between the actual position and the expected position is as follows: If: ΔActPos<ActThrsh ΔPos>StuckThrsh ΔPos0>StuckThrsh All of the above conditions are met, it is determined that the electronic throttle valve is currently in the icing and sticking state; Wherein, ActThrsh is a limit value of the actual position variation, and StuckThrsh is a preset sticking threshold.

6. The engine control system supporting ice-break identification of an electronic throttle valve according to claim 4, characterized by, The specific implementation of the control module to judge whether the stall condition is met is as follows: If the actual position change amount of the electronic throttle valve at the current time point is less than a preset value and lasts for a preset time, and the deviation between the actual position and the expected position of the electronic throttle valve at the current time point is greater than a preset stick threshold, the stall condition is met.

7. A computer readable storage medium characterized in that, The computer readable storage medium stores computer instructions for causing the processor to implement the engine control method supporting electronic throttle valve ice breaking identification according to any one of claims 1-3 when executed.

8. An engine control device supporting electronic throttle ice breakage recognition, characterized by, The engine control device supporting electronic throttle valve ice breaking identification comprises: at least one processor and a storage medium, the memory being in communication connection with the processor; The storage medium stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor to enable the at least one processor to execute the engine control method supporting electronic throttle valve ice breaking identification according to any one of claims 1-3.

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