Engine control method, device, computer equipment, storage medium and product

Abstract

The application relates to an engine control method and device, computer equipment, a computer readable storage medium and a computer program product. The method comprises the following steps: acquiring an operating parameter of an engine; determining a target application scenario of the engine according to the operating parameter of the engine; determining a target Miller cycle mode corresponding to the engine according to the target application scenario of the engine, and controlling the engine to work in the target Miller cycle mode, wherein the target Miller cycle mode corresponding to different application scenarios is different, and the engine works at at least one Miller degree in one target Miller cycle mode. The engine in the application is configured with multiple Miller cycle modes, can be switched based on the target application scenario of the engine, and the application scenario of the engine is considered during switching, so that the power performance and economic performance of the engine in different application scenarios can be met, and the performance of the engine can be better exerted.

Description

Technical Field

[0001] This application relates to the field of engine technology, and in particular to an engine control method, device, computer equipment, computer-readable storage medium, and computer program product. Background Technology

[0002] With the development of the automotive industry and the increasing demands for environmental protection, national requirements for vehicle emissions are becoming increasingly stringent. To achieve energy conservation and emission reduction, Miller cycle technology has emerged. Miller cycle technology adjusts the engine's intake valve closing time to regulate intake pressure and pumping losses, thereby regulating engine performance. Miller cycle technology boasts advantages such as low pumping losses and high effective thermal efficiency, making it a widely used engine thermodynamic cycle technology. However, using traditional Miller cycle technology for engine control, which employs only a single Miller cycle mode, may prevent the engine from reaching its full potential. Summary of the Invention

[0003] Therefore, it is necessary to provide an engine control method, device, computer equipment, computer-readable storage medium, and computer program product that can adjust the Miller cycle mode of the engine based on various different application scenarios of the engine, thereby balancing the engine's economy and power.

[0004] An engine control method includes: acquiring engine operating parameters; determining a target application scenario for the engine based on the engine operating parameters; wherein the target application scenario is one of multiple application scenarios; determining a target Miller cycle mode corresponding to the engine based on the target application scenario, and controlling the engine to operate in the target Miller cycle mode, wherein different application scenarios correspond to different target Miller cycle modes, and the engine operates at at least one Miller degree in one target Miller cycle mode.

[0005] In one embodiment, the engine operating parameters include an engine knock monitoring signal, and the Miller degree is the duration of the engine's intake valve opening in one combustion cycle. The duration of opening includes one of a first duration and a second duration, wherein the first duration is longer than the second duration. After the step of acquiring the engine operating parameters, the engine control method further includes: determining whether the engine is in a knock state and determining the knock intensity of the engine based on the engine knock monitoring signal; if it is determined that the engine is in the knock state and the knock intensity does not exceed a first threshold, setting the duration of the engine's intake valve opening in one combustion cycle to the first duration; if it is determined that the engine is in the knock state and the knock intensity exceeds the first threshold, setting the duration of the engine's intake valve opening in one combustion cycle to the first duration and reducing the engine torque by a preset value.

[0006] In one embodiment, the application scenarios include cold start scenario, flat road constant speed scenario, uphill scenario, and acceleration scenario. Determining the target application scenario of the engine based on the engine's operating parameters includes: determining whether the engine is in a cold start scenario based on the engine's coolant temperature, engine oil temperature, engine internal ambient temperature, and engine downtime; determining whether the engine is in a flat road constant speed scenario based on the engine's speed, engine torque change rate, accelerator pedal travel, and vehicle speed; determining whether the engine is in an uphill scenario based on the engine's speed, engine torque change rate, accelerator pedal travel, and vehicle speed; and determining whether the engine is in an acceleration scenario based on the engine's torque request value, engine torque change rate, accelerator pedal travel change rate, and vehicle speed.

[0007] In one embodiment, determining the target Miller cycle mode corresponding to the engine based on the engine's target application scenario and controlling the engine to operate in the target Miller cycle mode includes: when it is determined that the engine is in the cold start scenario, setting the opening duration of the engine's intake valve in one combustion cycle to the second duration, until it is determined based on the engine's operating parameters that the engine is not in the cold start scenario, setting the opening duration of the engine's intake valve in one combustion cycle to a preset initial duration.

[0008] In one embodiment, determining the target Miller cycle mode corresponding to the engine based on the engine's target application scenario and controlling the engine to operate in the target Miller cycle mode includes: when the engine is determined to be in the flat road constant speed scenario, determining whether the engine is in an economical operating state based on the engine speed and engine load; when the engine is determined to be in an economical operating state, setting the opening duration of the engine's intake valve in one combustion cycle to a first duration; when the engine is determined not to be in an economical operating state, setting the opening duration of the engine's intake valve in one combustion cycle to a second duration.

[0009] In one embodiment, determining the target Miller cycle mode corresponding to the engine based on the engine's target application scenario and controlling the engine to operate in the target Miller cycle mode includes: when the engine is determined to be in the uphill scenario, determining whether the engine is in a safe operating state based on the engine speed and engine load; when the engine is determined to be in the safe operating state, setting the opening duration of the engine's intake valve in one combustion cycle to a second duration; when the engine is determined not to be in the safe operating state, setting the opening duration of the engine's intake valve in one combustion cycle to a first duration.

[0010] In one embodiment, determining the target Miller cycle mode corresponding to the engine based on the engine's target application scenario and controlling the engine to operate in the target Miller cycle mode includes: when it is determined that the engine is in the acceleration scenario, switching the current intake valve opening duration in a combustion cycle of the engine to the second duration.

[0011] In one embodiment, the engine control method further includes: determining whether the engine is in a low-gas-consumption operating state based on the engine speed and engine torque; if the engine is determined to be in a low-gas-consumption operating state, setting the opening duration of the engine's intake valve in one combustion cycle to a first duration; if the engine is determined not to be in a low-gas-consumption operating state, setting the opening duration of the engine's intake valve in one combustion cycle to a second duration.

[0012] In one embodiment, the engine control method further includes: determining the current opening duration of the engine's intake valve in a combustion cycle and a target opening duration of the engine's intake valve in a combustion cycle, wherein the target opening duration is either the first duration or the second duration; if the current opening duration of the engine's intake valve in a combustion cycle is inconsistent with the target opening duration, switching the current opening duration of the engine's intake valve in a combustion cycle to the target opening duration, and adjusting the engine's combustion parameters during the switching process so that the engine's air-fuel ratio remains within a set range during the switching process.

[0013] In one embodiment, the engine control method further includes: when the opening duration of the engine's intake valve in one combustion cycle is the first duration, controlling the engine's combustion parameters to a corresponding first combustion parameter; when the opening duration of the engine's intake valve in one combustion cycle is the second duration, controlling the engine's combustion parameters to a corresponding second combustion parameter; wherein the combustion parameters include the air intake volume in the engine cylinder, the engine's ignition angle, the oxygen quantity in the engine cylinder, and the opening degree of the engine's exhaust gas recirculation valve.

[0014] An engine control device includes: a parameter acquisition module for acquiring engine operating parameters; a scenario determination module for determining a target application scenario for the engine based on the engine operating parameters, wherein the target application scenario is one of multiple application scenarios; and a control module for determining a target Miller cycle mode corresponding to the engine based on the target application scenario, and controlling the engine to operate in the target Miller cycle mode, wherein different application scenarios correspond to different target Miller cycle modes, and the engine operates at at least one Miller degree in one target Miller cycle mode.

[0015] A computer device includes a memory and a processor, the memory storing a computer program, the processor executing the computer program to implement the aforementioned engine control method.

[0016] A computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the aforementioned engine control method.

[0017] A computer program product comprising a computer program that, when executed by a processor, implements the aforementioned engine control method.

[0018] The aforementioned engine control method, apparatus, computer equipment, computer-readable storage medium, and computer program product. The method first acquires the engine's operating parameters, and then, based on these parameters, determines the engine's target application scenario, i.e., the current operating scenario of the vehicle equipped with the engine. The target application scenario can be one of multiple scenarios. This allows for accurate determination of the engine's application scenario based on the operating parameters, facilitating the selection of an appropriate engine control method to better utilize engine performance and ensure the engine's actions better meet the vehicle's current needs. Next, based on the engine's target application scenario, the method determines the corresponding target Miller cycle mode for the engine and controls the engine to operate within that target Miller cycle mode. The determined Miller cycle mode is based on the engine's target application scenario, thus better adapting to the engine's current needs and ensuring that the engine's economy and power are at their optimal state. Furthermore, different application scenarios correspond to different target Miller cycle modes. The engine operates at at least one Miller degree in one of the target Miller cycle modes. Thus, the engine in this application is configured with multiple Miller cycle modes, which can be switched based on the engine's target application scenario. The application scenario of the engine is taken into account when switching, so that the engine's power and economy requirements under different application scenarios can be met, and the engine's performance can be better utilized. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this application or the conventional technology, the drawings used in the description of the embodiments or the conventional technology will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 Here is a flowchart of an engine control method in one embodiment;

[0021] Figure 2 This is a flowchart of an engine detonation protection method in one embodiment;

[0022] Figure 3 This is a flowchart illustrating a method for determining an application scenario in one embodiment;

[0023] Figure 4 Here is a flowchart of an engine control method in another embodiment;

[0024] Figure 5 Here is a flowchart of the engine control method in yet another embodiment;

[0025] Figure 6Here is a flowchart of the engine control method in yet another embodiment;

[0026] Figure 7 Here is a flowchart of a method for adjusting combustion parameters in one embodiment;

[0027] Figure 8 This is a schematic diagram of the engine control device in one embodiment;

[0028] Figure 9 This is an internal structural diagram of a computer device in one embodiment. Detailed Implementation

[0029] To facilitate understanding of this application, a more complete description will be provided below with reference to the accompanying drawings, which illustrate embodiments of the present application. However, the present application can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that the disclosure of this application will be thorough and complete.

[0030] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application.

[0031] It is understood that the terms “first,” “second,” etc., used in this application may be used herein to describe various elements, but these elements are not limited by these terms. These terms are only used to distinguish one element from another.

[0032] It should be noted that when one element is considered to be "connected" to another element, it can be directly connected to the other element or connected to the other element through an intermediary element. Furthermore, in the following embodiments, "connection" should be understood as "electrical connection," "communication connection," etc., if there is transmission of electrical signals or data between the connected objects.

[0033] When used herein, the singular forms of “a,” “an,” and “the” may also include the plural forms unless the context clearly indicates otherwise. It should also be understood that the terms “comprising / including” or “having,” etc., specify the presence of the stated features, wholes, steps, operations, components, parts, or combinations thereof, but do not preclude the possibility of the presence or addition of one or more other features, wholes, steps, operations, components, parts, or combinations thereof. Meanwhile, the term “and / or” as used in this specification includes any and all combinations of the associated listed items.

[0034] In one embodiment, such as Figure 1 As shown, an engine control method is provided, including:

[0035] Step S100: Obtain the engine's operating parameters.

[0036] The engine's operating parameters may include engine coolant temperature, engine oil temperature, engine internal ambient temperature, engine downtime, engine speed, engine torque change rate, accelerator pedal travel, vehicle speed, engine torque request value, accelerator pedal travel change rate, etc. These parameters can be obtained directly by the vehicle's controller through the Controller Area Network (CAN) bus.

[0037] Step S110: Determine the target application scenario of the engine based on the engine's operating parameters.

[0038] The target application scenario is one of several scenarios. These scenarios can include cold start, constant speed on flat roads, uphill driving, acceleration, and other situations requiring engine power. Based on the engine's operating parameters, the current application scenario can be inferred and used as the target application scenario. For example, if the vehicle's coolant temperature is low, the engine oil temperature is low, the ambient temperature is low, and the engine has been idle for a longer period, the current application scenario is inferred to be a cold start. Similarly, if the engine torque request value is high, the rate of change in the engine torque request command is high, and the rate of change in the accelerator pedal travel is rapid, it can be inferred that the driver is pressing the accelerator pedal, thus determining the current application scenario to be an acceleration scenario. This process, based on the engine's operating parameters, allows for the accurate determination of the target application scenario with high precision.

[0039] Step S120: Based on the target application scenario of the engine, determine the target Miller cycle mode corresponding to the engine, and control the engine to work in the target Miller cycle mode.

[0040] Different application scenarios correspond to different target Miller cycle modes, and the engine operates at at least one Miller degree within a target Miller cycle mode. The Miller cycle increases engine intake pressure and reduces pumping losses by delaying the intake valve closing time, pushing some gas back into the intake manifold. Through late or early intake valve closing, the Miller cycle achieves an intake recirculation effect, thus ensuring the engine's expansion ratio is greater than its compression ratio. Because the compression ratio is less than the expansion ratio during the Miller cycle intake process, pumping losses are reduced, significantly improving engine thermal efficiency and thus engine economy. This application uses variable valve actuation (VVA) and variable valve timing (VVT) to implement the Miller cycle. The Miller degree refers to the degree to which the intake valve closes late during the compression stroke. The later the intake valve closes, the more air is expelled from the engine cylinder, resulting in a higher Miller degree, reduced air consumption, and better engine economy. However, the maximum cylinder pressure, power, and charging efficiency decrease accordingly, leading to poorer engine performance. When an engine is used in different application scenarios, sometimes it needs to provide stronger power, and sometimes it needs to maintain better economy. Therefore, by determining the target Miller cycle mode of the engine according to the target application scenario, the Miller degree of the engine can be better adapted to the current application scenario. This allows the Miller degree to be switched according to the application scenario, achieving a balance between economy and power and the special needs of each scenario.

[0041] In this embodiment, the engine's operating parameters are first acquired. Then, based on these parameters, the target application scenario for the engine is determined, i.e., the current operating scenario of the vehicle equipped with the engine. This target application scenario can be one of multiple scenarios. By accurately determining the engine's application scenario based on its operating parameters, a suitable engine control method can be selected to better suit the vehicle's current needs, allowing the engine to perform at its best and its actions to better meet the vehicle's requirements. Next, based on the target application scenario, the corresponding target Miller cycle mode for the engine is determined, and the engine is controlled to operate within this mode. The determined Miller cycle mode is based on the engine's target application scenario, thus better adapting to the engine's current needs and ensuring that its economy and power are at their optimal levels. Furthermore, different application scenarios correspond to different target Miller cycle modes. The engine operates at at least one Miller degree within a target Miller cycle mode. Therefore, the engine in this application is equipped with multiple Miller cycle modes, which can be switched based on the target application scenario. The switching process considers the engine's application scenario, ensuring that the engine's power and economy requirements are met in different application scenarios, allowing for better performance.

[0042] In one embodiment, such as Figure 2 As shown, in step S100, the engine's operating parameters are acquired. Subsequently, the engine control method further includes:

[0043] Step S200: Based on the engine knock monitoring signal, determine whether the engine is in a knocking state and determine the engine knock intensity.

[0044] Specifically, engine operating parameters include engine knock monitoring signals, which can be monitored by the ion current signal on the spark plugs to detect engine knocking. The intensity of the knock monitoring signal can be used to determine if the engine is in a knocking state, and once knocking is confirmed, the knocking intensity can be determined based on the signal strength, thus indicating whether the engine will suffer knocking damage.

[0045] Miller degree refers to the duration of the intake valve of an engine in one combustion cycle. The duration of the intake valve includes one of a first duration and a second duration, wherein the first duration is longer than the second duration.

[0046] Step S210: If it is determined that the engine is in a knocking state and the knocking intensity does not exceed the first threshold, the opening duration of the engine's intake valve in one combustion cycle is set as the first duration.

[0047] Specifically, during combustion, engine cylinders operate periodically according to a combustion cycle. One combustion cycle includes opening the intake valve to draw in air, combustion, closing the valve, and then opening the intake valve again to draw in air after the first combustion cycle ends, starting the next cycle. If the engine is confirmed to be in a knocking state, but the knock intensity does not exceed a first threshold, to ensure engine safety and prevent damage from knocking, it is necessary to increase the engine's Miller index and decrease the engine's compression ratio to reduce knocking and ensure safe engine operation. Since the first duration is longer than the second duration, the Miller index corresponding to the first duration is greater. Therefore, the duration of the intake valve's opening in one combustion cycle is set to the first duration. At this time, the intake valve closes later, so more gas is expelled, less gas remains in the cylinder, the cylinder's workload is reduced, and the engine operates at a higher Miller index, thus protecting the engine.

[0048] In step S220, if it is determined that the engine is in a knocking state and the knocking intensity exceeds the first threshold, the opening duration of the engine's intake valve in one combustion cycle is set to the first duration, and the engine torque is reduced by a preset value.

[0049] Specifically, if the engine is determined to be in a knocking state and the knocking intensity exceeds the first threshold, then the engine knocking level is relatively high. Therefore, to ensure engine safety, it is necessary to reduce the engine torque while operating the engine at a higher Miller degree. The specific amount of torque reduction can be determined based on the severity of the knocking.

[0050] In this embodiment, after acquiring the engine's operating parameters, the first step is to determine if there is a risk of engine knock. To prevent damage to the engine caused by knock due to a low Miller index, knock detection and protection are given the highest priority, thereby ensuring the safe operation of the engine. Only after ensuring the safe operation of the engine is achieved is the Miller index adjusted to balance the engine's power and fuel economy.

[0051] In one embodiment, such as Figure 3 As shown, step S110 involves determining the target application scenario for the engine based on its operating parameters. This includes:

[0052] Step S300: Determine whether the engine is in a cold start scenario based on the engine coolant temperature, engine oil temperature, engine internal ambient temperature, and engine downtime.

[0053] Based on the engine's coolant temperature, engine oil temperature, internal ambient temperature, and engine downtime, it can be determined whether the engine is in a cold start scenario. For example, if the vehicle's coolant temperature is low, the engine oil temperature is low, the ambient temperature is low, and the engine downtime is longer than a certain duration, it can be inferred that the current application scenario of the engine is a cold start scenario.

[0054] Specifically, the application scenarios include cold start scenarios, flat road constant speed scenarios, uphill scenarios, and acceleration scenarios.

[0055] Step S310: Determine whether the engine is in a flat, constant-speed scenario based on the engine speed, engine torque change rate, accelerator pedal travel, and vehicle speed.

[0056] Specifically, based on the engine speed, the rate of change of engine torque, the accelerator pedal travel, and the vehicle speed, it can be determined whether the engine is in a flat, constant-speed scenario. For example, if the engine speed, the rate of change of engine torque, the accelerator pedal travel, and the vehicle speed all remain steady with little change, it can be inferred that the current application scenario of the engine is a flat, constant-speed scenario.

[0057] Step S320: Determine whether the engine is in an uphill scenario based on the engine speed, engine torque change rate, accelerator pedal travel, and vehicle speed.

[0058] Specifically, based on engine speed, engine torque change rate, accelerator pedal travel, and vehicle speed, it can be determined whether the engine is in an uphill scenario. For example, if the engine speed is high, the accelerator pedal travel is long, and the engine torque change rate is high, but the change in vehicle speed is less than a certain range, it can be determined that the engine is doing work against gravity, and it can be inferred that the current application scenario of the engine is an uphill scenario.

[0059] Step S330: Determine whether the engine is in an acceleration scenario based on the engine's torque request value, the engine's torque change rate, the accelerator pedal travel change rate, and the vehicle speed.

[0060] Specifically, for example, a large engine torque request value, a high rate of change in the engine torque request command, and a rapid rate of change in the accelerator pedal travel can indicate that the driver is pressing the accelerator pedal, thus determining that the current engine application scenario is an acceleration scenario. A threshold can be determined based on a combination of parameters such as the rate of change in engine torque request, engine speed, vehicle speed, and accelerator pedal position. If this threshold is exceeded, the engine is determined to be in an acceleration scenario.

[0061] In this embodiment, the current application scenario of the engine can be accurately determined based on the engine's operating parameters, which facilitates the subsequent adoption of appropriate control methods to control the engine and achieve a balance between power and economy.

[0062] In one embodiment, step S120 involves determining the target Miller cycle mode of the engine based on the engine's target application scenario, and controlling the engine to operate in the target Miller cycle mode. Specifically, this includes:

[0063] When it is determined that the engine is in a cold start scenario, the duration of the engine's intake valve opening in one combustion cycle is set to the second duration until it is determined that the engine is not in a cold start scenario based on the engine's operating parameters. Then, the duration of the engine's intake valve opening in one combustion cycle is set to the preset initial duration.

[0064] Specifically, in a cold start scenario, the engine typically operates at idle or under low load. To improve the success rate of cold starts and facilitate rapid warm-up, it's necessary to increase engine power. This requires using a smaller Miller degree to increase the compression ratio, thereby improving the combustion efficiency and intensity of fuel in the cylinder. Since the first duration is longer than the second duration, the Miller degree corresponding to the second duration is smaller. Therefore, the duration of the intake valve's opening in one combustion cycle is set to the second duration, allowing the engine to operate at a smaller Miller degree. This results in the intake valve closing earlier, less gas being released from the cylinder, and thus more air in the cylinder, increasing the compression ratio and combustion efficiency. When the engine is not in a cold start scenario, it means it has already started and warmed up, so the engine's Miller degree can be initialized.

[0065] In this embodiment, when the engine is determined to be in a cold start scenario, the engine is controlled to operate at a minimum operating temperature to improve the engine's power, thereby increasing the success rate of cold starts and enabling faster starts.

[0066] In one embodiment, step S120 involves determining the target Miller cycle mode for the engine based on its target application scenario, and controlling the engine to operate in the target Miller cycle mode. This includes:

[0067] Under the condition that the engine is operating at a constant speed on a flat road, determine whether the engine is in an economical operating state based on the engine speed and engine load.

[0068] Specifically, in scenarios where the engine operates at a constant speed on a flat road, it is generally under medium to high load. At this time, engine economy is of paramount importance. A larger Miller index allows the intake valves to close later during the compression stroke, resulting in less negative work done by the cylinders during the compression stroke. This reduces pumping losses and fuel consumption, thus improving engine economy. Economical operating conditions refer to the engine speed and load falling within the corresponding economical range. Within this range, using a larger Miller index can reduce energy consumption.

[0069] When the engine is determined to be in an economical operating state, the duration of the intake valve opening in one combustion cycle is set as the first duration.

[0070] Specifically, when the engine is determined to be in an economical operating state, the duration of the intake valve's opening in one combustion cycle is set as the first duration, so that the engine operates at a greater Miller degree, thereby improving the engine's economy.

[0071] If it is determined that the engine is not operating in an economical state, the duration of the intake valve opening in one combustion cycle is set as the second duration.

[0072] Specifically, if it is determined that the engine is not operating in an economical state, it means that the engine power is insufficient. At this time, even if the Miller degree is larger, the engine's economy will not be better. Therefore, the opening duration of the engine's intake valve in one combustion cycle is set to the second duration, so that the engine operates at a smaller Miller degree, thus ensuring the engine's power.

[0073] In this embodiment, when the engine is determined to be in a flat road with constant speed, the Miller degree of the engine is adjusted according to whether the engine is in an economical operating state, so as to balance the engine's economy and power.

[0074] In one embodiment, such as Figure 4 As shown, in step S120, based on the engine's target application scenario, the target Miller cycle mode corresponding to the engine is determined, and the engine is controlled to operate in the target Miller cycle mode. This includes:

[0075] Step S400: If the engine is determined to be in an uphill scenario, determine whether the engine is in a safe operating state based on the engine speed and engine load.

[0076] Specifically, when a vehicle is going uphill, the engine generally requires more power, so it needs to operate at a lower Miller degree to ensure engine power. However, a lower Miller degree results in higher compression of the gas in the cylinder, which can easily lead to safety risks such as knocking. Therefore, it is necessary to first determine whether the engine is in a safe operating state before determining the next control step. A safe operating state means that the engine speed and load are within the corresponding safe range, within which using a lower Miller degree will not pose a safety risk.

[0077] Step S410: If it is determined that the engine is in a safe operating state, the duration of the engine intake valve opening in one combustion cycle is set to the second duration.

[0078] Specifically, assuming the engine is operating safely, a lower Miller degree will not pose a safety risk. Therefore, the duration of the intake valve's opening in one combustion cycle is set to the second duration. This allows the engine to operate at a lower Miller degree, improving its power output.

[0079] Step S420: If it is determined that the engine is not in a safe operating state, the duration of the engine intake valve opening in one combustion cycle is set as the first duration.

[0080] Specifically, if the engine is determined to be not in a safe operating condition, there may be safety risks if the engine operates at a low Miller degree. Therefore, the duration of the intake valve opening in one combustion cycle is set as the first duration, so that the engine operates at a high Miller degree, ensuring the safe operation of the engine.

[0081] In this embodiment, when the engine is determined to be in an uphill scenario, the Miller index of the engine is adjusted according to whether the engine is in a safe operating state, so as to balance the engine's power and safety.

[0082] In one embodiment, step S120 involves determining the target Miller cycle mode for the engine based on its target application scenario, and controlling the engine to operate in the target Miller cycle mode. This includes:

[0083] When the engine is determined to be in an acceleration scenario, the current intake valve opening duration in one combustion cycle is switched to the second duration.

[0084] Specifically, when the engine is in an acceleration scenario, the engine needs stronger power. Therefore, the opening duration of the intake valve in one combustion cycle is switched to a second duration, so that the engine operates at a smaller Miller degree, thereby improving the engine's power.

[0085] In this embodiment, when the engine is determined to be in an acceleration scenario, the Miller degree of the engine is set to be smaller to improve the engine's power.

[0086] In one embodiment, such as Figure 5 As shown, the engine control method also includes:

[0087] Step S500: Determine whether the engine is in a low-gas-consumption operating state based on the engine speed and engine torque.

[0088] Specifically, the engine speed and torque can be used to determine whether the engine is in a low-fuel-consumption operating state. In a low-fuel-consumption operating state, the engine consumes less fuel, so the Miller index of the engine can be increased, making the engine more economical.

[0089] Step S510: When it is determined that the engine is in a low gas consumption operating state, the opening duration of the engine's intake valve in one combustion cycle is set as the first duration.

[0090] Specifically, when the engine is determined to be in a low-gas-consumption operating state, the duration of the engine's intake valve opening in one combustion cycle is set as the first duration, so that the engine operates at a high Miller degree, thereby improving the engine's economy.

[0091] Step S520: If it is determined that the engine is not in a low-gas-consumption operating state, the opening duration of the engine's intake valve in one combustion cycle is set to the second duration.

[0092] Specifically, when it is determined that the engine is not operating in a low-fuel-consumption state, the duration of the intake valve's opening in one combustion cycle is set to a second duration. This ensures the engine operates at a minimum efficiency, guaranteeing its power output and allowing for a rapid response when the vehicle requires power.

[0093] In this embodiment, when it is determined that the engine is in a low-gas-consumption operating state, the Miller index of the engine is set to a larger value to improve the engine's economy; when it is determined that the engine is not in a low-gas-consumption operating state, the Miller index of the engine is set to a smaller value to improve the engine's power.

[0094] In one embodiment, such as Figure 6 As shown, the engine control method also includes:

[0095] Step S600: Determine the current intake valve opening duration in one combustion cycle and the target intake valve opening duration in one combustion cycle.

[0096] The target activation duration is either the first duration or the second duration.

[0097] The target opening duration is either the first duration or the second duration determined in the above embodiments. For example, in an acceleration scenario, the target opening duration is the second duration; in an uphill scenario, the target opening duration is either the first duration or the second duration, and so on. The target opening duration is the duration for which the engine's intake valve needs to remain open during one combustion cycle, as determined by the method in the above embodiments.

[0098] Step S610: If the opening duration of the current intake valve in one combustion cycle is inconsistent with the target opening duration, the opening duration of the current intake valve in one combustion cycle is switched to the target opening duration, and the combustion parameters of the engine are adjusted during the switching process so that the air-fuel ratio of the engine is kept within the set range during the switching process.

[0099] Specifically, when the opening duration of the engine's intake valve in a combustion cycle is inconsistent with the target opening duration, the opening duration of the engine's intake valve in a combustion cycle needs to be switched, that is, the Miller degree of the engine needs to be switched. In order to reduce the vibration during the switching process of the engine's Miller degree, ensure the smooth operation of the vehicle, and improve the smoothness of the switching, the engine's combustion parameters need to be adjusted during the switching process so that the air-fuel ratio of the engine is kept within a set range during the switching process. Preferably, the air-fuel ratio is kept at around 1, so that the vehicle does not vibrate when the engine's Miller degree is switched, and the emissions are maintained at a good level.

[0100] Engine combustion parameters include the amount of air entering the cylinders, the ignition angle, the oxygen content in the cylinders, and the opening of the exhaust gas recirculation (EGR) valve. Adjusting the amount of fresh air entering the cylinders regulates the air intake during Miller cycle switching. Fine-tuning the ignition angle ensures engine safety during Miller cycle switching, preventing misfires. An oxygen sensor measures the oxygen content in the cylinders in real time, and the oxygen quantity is adjusted through fuel injection to prevent adverse effects caused by sudden changes in oxygen content during Miller cycle switching. High temperature and oxygen abundance are conditions for nitrogen oxide formation. To meet emission requirements, engines commonly employ Exhaust Gas Recirculation (EGR) technology. Based on the EGR valve and turbocharger controlling the amount of exhaust gas and fresh air respectively, the exhaust gas and fresh air are mixed and reinjected into the cylinders through variable valves to participate in the combustion process again; this process is called scavenging. The purpose of EGR technology is to increase the proportion of high-specific-heat-capacity gases such as carbon dioxide in the in-cylinder combustible mixture, thereby reducing the oxygen concentration and combustion reaction temperature in the cylinder, and thus reducing the emission concentration of nitrogen oxides. During the scavenging process, the work consumed by the engine to overcome the air passage resistance will generate pumping losses, reducing the engine's thermal efficiency. By adjusting the opening of the engine's exhaust gas recirculation valve, the engine's safety during Miller cycle switching can be ensured.

[0101] In this embodiment, when the Miller degree of the engine is switched, the combustion parameters are adjusted to keep the air-fuel ratio of the engine within a set range during the switching process, thereby reducing the vibration during the switching process, ensuring the smooth operation of the vehicle, and improving the smoothness of the switching.

[0102] In one embodiment, such as Figure 7 As shown, the engine control method also includes:

[0103] In step S700, when the opening duration of the engine's intake valve in one combustion cycle is a first duration, the combustion parameters of the engine are controlled to the corresponding first combustion parameters.

[0104] In step S710, when the opening duration of the engine's intake valve in one combustion cycle is the second duration, the combustion parameters of the engine are controlled to the corresponding second combustion parameters.

[0105] Combustion parameters include the amount of air intake into the engine cylinders, the engine ignition angle, the amount of oxygen in the engine cylinders, the opening degree of the exhaust gas recirculation (EGR) valve, and the EGR rate, among others. When the intake valve is open for the first duration in a combustion cycle, the engine operates at a high Miller ratio; when the intake valve is open for the second duration, the engine operates at a low Miller ratio. There is a significant difference between the high Miller and low Miller compression ratios. Therefore, if the combustion parameters are fixed, it is impossible to simultaneously achieve both high and low Miller ratios. To optimize engine performance and emissions at both high and low Miller ratios, corresponding combustion parameters must be set: a first combustion parameter for high Miller ratios and a second combustion parameter for low Miller ratios. The first and second combustion parameters are different.

[0106] In this embodiment, by setting a first combustion parameter corresponding to the large Miller degree and a second combustion parameter corresponding to the small Miller degree, the engine's performance and emissions are optimized under both the large and small Miller degrees.

[0107] It should be understood that, although Figures 1-7 The steps in the flowchart are shown sequentially as indicated by the arrows, but these steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order in which these steps are executed, and they can be performed in other orders. Figures 1-7 At least some of the steps in the process may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but may be executed at different times. The execution order of these steps or stages is not necessarily sequential, but may be executed in turn or alternately with other steps or at least some of the steps or stages in other steps.

[0108] In one embodiment, such as Figure 8 As shown, an engine control device is provided, including: a parameter acquisition module 801, a scene determination module 802, and a control module 803, wherein:

[0109] The parameter acquisition module 801 is used to acquire the engine's operating parameters.

[0110] The scenario determination module 802 is used to determine the target application scenario of the engine based on the engine's operating parameters. The target application scenario is one of multiple application scenarios.

[0111] The control module 803 is used to determine the target Miller cycle mode corresponding to the engine according to the target application scenario of the engine, and control the engine to work in the target Miller cycle mode. The target Miller cycle mode is different for different application scenarios, and the engine works at at least one Miller degree in a target Miller cycle mode.

[0112] In one embodiment, the engine control device further includes: a knock signal acquisition module, a Miller degree control module, and a torque control module, wherein:

[0113] The knock signal acquisition module is used to determine whether the engine is in a knocking state and to determine the knocking intensity of the engine based on the engine knock monitoring signal.

[0114] The Miller control module is used to set the duration of the engine intake valve opening in one combustion cycle to a first duration when it is determined that the engine is in a knocking state and the knocking intensity does not exceed a first threshold.

[0115] The torque control module is used to set the opening duration of the engine's intake valve in one combustion cycle to a first duration and reduce the engine torque by a preset value when it is determined that the engine is in a knocking state and the knocking intensity exceeds a first threshold.

[0116] In one embodiment, the scene determination module 802 further includes: a first scene determination unit, a second scene determination unit, a third scene determination unit, and a fourth scene determination unit, wherein:

[0117] The first scenario determination unit is used to determine whether the engine is in a cold start scenario based on the engine's coolant temperature, engine oil temperature, engine internal ambient temperature, and engine downtime.

[0118] The second scenario determination unit is used to determine whether the engine is in a flat road constant speed scenario based on the engine speed, engine torque change rate, accelerator pedal travel, and vehicle speed.

[0119] The third scenario determination unit is used to determine whether the engine is in an uphill scenario based on the engine speed, the rate of change of engine torque, the accelerator pedal travel, and the vehicle speed.

[0120] The fourth scenario determination unit is used to determine whether the engine is in an acceleration scenario based on the engine's torque request value, the engine's torque change rate, the accelerator pedal travel change rate, and the vehicle speed.

[0121] In one embodiment, the control module 803 further includes: a first control unit.

[0122] The first control unit is used to set the duration of the engine's intake valve opening in one combustion cycle to a second duration when it is determined that the engine is in a cold start scenario, until it is determined that the engine is not in a cold start scenario based on the engine's operating parameters, and then set the duration of the engine's intake valve opening in one combustion cycle to a preset initial duration.

[0123] In one embodiment, the control module 803 further includes: a first state determination unit, a second control unit, and a third control unit, wherein:

[0124] The first state determination unit is used to determine whether the engine is in an economical operating state based on the engine speed and engine load when the engine is determined to be in a flat road constant speed scenario.

[0125] The second control unit is used to set the duration of the intake valve's opening in one combustion cycle to a first duration when it is determined that the engine is in an economical operating state.

[0126] The third control unit is used to set the duration of the intake valve opening in one combustion cycle to a second duration when it is determined that the engine is not in an economical operating state.

[0127] In one embodiment, the control module 803 further includes: a second state determination unit, a fourth control unit, and a fifth control unit, wherein:

[0128] The second state determination unit is used to determine whether the engine is in a safe operating state based on the engine speed and engine load when the engine is determined to be in an uphill scenario.

[0129] The fourth control unit is used to set the duration of the intake valve opening in one combustion cycle of the engine to a second duration when it is determined that the engine is in a safe operating state.

[0130] The fifth control unit is used to set the duration of the intake valve's opening in one combustion cycle to a first duration when it is determined that the engine is not in a safe operating state.

[0131] In one embodiment, the control module 803 further includes: a sixth control unit.

[0132] The sixth control unit is used to switch the current intake valve opening duration in one combustion cycle to a second duration when the engine is determined to be in an acceleration scenario.

[0133] In one embodiment, the engine control device further includes: a third state determination module, a seventh control module, and an eighth control module, wherein:

[0134] The third state determination module is used to determine whether the engine is in a low-gas-consumption operating state based on the engine speed and engine torque.

[0135] The seventh control module is used to set the duration of the intake valve's opening in one combustion cycle as the first duration when the engine is determined to be in a low-gas-consumption operating state.

[0136] The eighth control module is used to set the duration of the engine's intake valve opening in one combustion cycle to a second duration when it is determined that the engine is not in a low-gas-consumption operating state.

[0137] In one embodiment, the engine control device further includes: a duration determination module and a switching compensation module, wherein:

[0138] The duration determination module is used to determine the duration of the intake valve opening of the current engine in one combustion cycle and the target duration of the intake valve opening of the engine in one combustion cycle, wherein the target duration is a first duration or a second duration.

[0139] The switching compensation module is used to switch the current intake valve opening duration in a combustion cycle to the target opening duration when the current intake valve opening duration in a combustion cycle is inconsistent with the target opening duration. During the switching process, the combustion parameters of the engine are adjusted so that the air-fuel ratio of the engine is maintained within the set range.

[0140] In one embodiment, the engine control device further includes: a first combustion formula module and a second combustion formula module, wherein:

[0141] The first combustion formula module is used to control the engine's combustion parameters to the corresponding first combustion parameters when the engine's intake valve is open for a first duration during one combustion cycle.

[0142] The second combustion formulation module is used to control the engine's combustion parameters to the corresponding second combustion parameters when the intake valve of the engine is open for a second duration in one combustion cycle. These combustion parameters include the amount of air entering the engine cylinders, the engine's ignition angle, the amount of oxygen in the engine cylinders, and the opening degree of the engine's exhaust gas recirculation valve.

[0143] Specific limitations regarding the engine control device can be found in the limitations of the engine control method described above, and will not be repeated here. Each module in the aforementioned engine control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the operations corresponding to each module. It should be noted that the module division in this embodiment is illustrative and only represents a logical functional division; other division methods may be used in actual implementation.

[0144] In one embodiment, a computer device is provided, the internal structure of which can be shown in the following diagram. Figure 9 As shown, the computer device includes a processor, memory, and a network interface connected via a system bus. The processor provides computing and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system, computer programs, and a database. The internal memory provides an environment for the operation of the operating system and computer programs stored in the non-volatile storage media. The network interface is used for communication with external terminals via a network connection. When the computer program is executed by the processor, it implements an engine control method.

[0145] Those skilled in the art will understand that Figure 9 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0146] In one embodiment, a computer device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps in the above-described method embodiments.

[0147] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps in the above method embodiments.

[0148] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps in the above method embodiments.

[0149] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the methods described above. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, or optical storage, etc. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM), etc.

[0150] In the description of this specification, references to terms such as "some embodiments," "other embodiments," and "ideal embodiments" indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative descriptions of the above terms do not necessarily refer to the same embodiments or examples.

[0151] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0152] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. An engine control method characterized by, The method comprises: obtaining an operating parameter of the engine; determining a target application scenario of the engine according to the operating parameter of the engine, wherein the target application scenario is one of multiple application scenarios; determining a target Miller cycle mode corresponding to the engine according to the target application scenario of the engine, and controlling the engine to work in the target Miller cycle mode, wherein different target Miller cycle modes correspond to different application scenarios, and the engine works in at least one Miller degree in one target Miller cycle mode; the operating parameter of the engine comprises a knock monitoring signal of the engine, the Miller degree is an opening duration of an intake valve of the engine in one combustion cycle, and the opening duration comprises one of a first duration and a second duration, wherein the first duration is greater than the second duration; after the step of obtaining the operating parameter of the engine, the engine control method further comprises: determining whether the engine is in a knock state and determining a knock intensity of the engine according to the knock monitoring signal of the engine; in a case where it is determined that the engine is in the knock state and the knock intensity does not exceed a first threshold, setting the opening duration of the intake valve of the engine in one combustion cycle as the first duration; in a case where it is determined that the engine is in the knock state and the knock intensity exceeds the first threshold, setting the opening duration of the intake valve of the engine in one combustion cycle as the first duration, and reducing a torque of the engine by a preset value.

2. The engine control method according to claim 1, characterized by, The application scenarios include a cold start scenario, a flat road uniform speed scenario, an uphill scenario, and an acceleration scenario, and the step of determining the target application scenario of the engine according to the operating parameter of the engine comprises: determining whether the engine is in the cold start scenario according to a cooling water temperature of the engine, an engine oil temperature of the engine, an ambient temperature inside the engine, and a shutdown duration of the engine; determining whether the engine is in the flat road uniform speed scenario according to a rotational speed of the engine, a torque change rate of the engine, a throttle pedal stroke, and a vehicle speed; determining whether the engine is in the uphill scenario according to the rotational speed of the engine, the torque change rate of the engine, the throttle pedal stroke, and the vehicle speed; determining whether the engine is in the acceleration scenario according to a torque request value of the engine, the torque change rate of the engine, a throttle pedal stroke change rate, and the vehicle speed.

3. The engine control method according to claim 2, characterized by, The step of determining the target Miller cycle mode corresponding to the engine according to the target application scenario of the engine, and controlling the engine to work in the target Miller cycle mode comprises: in a case where it is determined that the engine is in the cold start scenario, setting the opening duration of the intake valve of the engine in one combustion cycle as the second duration, and setting the opening duration of the intake valve of the engine in one combustion cycle as a preset initial duration when it is determined that the engine is not in the cold start scenario according to the operating parameter of the engine.

4. The engine control method according to claim 2, characterized by, The method comprises: In the case of determining that the engine is in the flat road uniform speed scenario, determining whether the engine is in an economic operation state according to the engine speed and the engine load; In the case of determining that the engine is in the economic operation state, setting the opening duration of the intake valve of the engine in a combustion cycle as the first duration, In the case of determining that the engine is not in the economic operation state, setting the opening duration of the intake valve of the engine in a combustion cycle as the second duration.

5. The engine control method according to claim 2, characterized by, The method comprises: In the case of determining that the engine is in the uphill scenario, determining whether the engine is in a safe operation state according to the engine speed and the engine load; In the case of determining that the engine is in the safe operation state, setting the opening duration of the intake valve of the engine in a combustion cycle as the second duration; In the case of determining that the engine is not in the safe operation state, setting the opening duration of the intake valve of the engine in a combustion cycle as the first duration.

6. The engine control method according to claim 2, characterized by, The method comprises: In the case of determining that the engine is in the acceleration scenario, switching the current opening duration of the intake valve of the engine in a combustion cycle to the second duration.

7. The engine control method according to any one of claims 3-6, characterized by, The method further comprises: Determining whether the engine is in a low fuel consumption operation state according to the engine speed and the engine torque; In the case of determining that the engine is in the low fuel consumption operation state, setting the opening duration of the intake valve of the engine in a combustion cycle as the first duration, In the case of determining that the engine is not in the low fuel consumption operation state, setting the opening duration of the intake valve of the engine in a combustion cycle as the second duration.

8. The engine control method according to any one of claims 3-6, characterized by, The method further comprises: Determining the current opening duration of the intake valve of the engine in a combustion cycle and a target opening duration of the intake valve of the engine in a combustion cycle, wherein the target opening duration is the first duration or the second duration; In the case of determining that the current opening duration of the intake valve of the engine in a combustion cycle is inconsistent with the target opening duration, switching the current opening duration of the intake valve of the engine in a combustion cycle to the target opening duration, and adjusting the combustion parameters of the engine in the switching process, so that the air-fuel ratio of the engine is kept within a set range in the switching process.

9. The engine control method according to any one of claims 3-6, characterized by, The method further comprises: control the combustion parameter of the engine to be a corresponding first combustion parameter when the opening duration of the intake valve of the engine in a combustion cycle is the first duration; control the combustion parameter of the engine to be a corresponding second combustion parameter when the opening duration of the intake valve of the engine in a combustion cycle is the second duration; wherein the combustion parameter comprises the air intake amount in the cylinder of the engine, the ignition angle of the engine, the oxygen amount in the cylinder of the engine, and the opening degree of the exhaust gas recirculation valve of the engine.

10. An engine control device characterized by comprising: comprise: a parameter acquisition module configured to acquire an operating parameter of an engine; a scenario determination module configured to determine a target application scenario of the engine according to the operating parameter of the engine; wherein the target application scenario is one of multiple application scenarios; a control module configured to determine a target Miller cycle mode of the engine according to the target application scenario of the engine, and control the engine to work in the target Miller cycle mode; wherein the target Miller cycle mode corresponding to different application scenarios is different, and the engine works at at least one Miller degree in one of the target Miller cycle modes; the operating parameter of the engine comprises a knock monitoring signal of the engine, the Miller degree is an opening duration of the intake valve of the engine in a combustion cycle, and the opening duration comprises one of a first duration and a second duration, wherein the first duration is greater than the second duration; a knock signal acquisition module configured to determine whether the engine is in a knock state and determine the knock intensity of the engine according to the knock monitoring signal of the engine; a large Miller degree control module configured to set the opening duration of the intake valve of the engine in a combustion cycle to the first duration when it is determined that the engine is in the knock state and the knock intensity does not exceed a first threshold value; a torque control module configured to set the opening duration of the intake valve of the engine in a combustion cycle to the first duration and reduce the torque of the engine by a preset value when it is determined that the engine is in the knock state and the knock intensity exceeds the first threshold value. 11.A computer device, comprising a memory and a processor, wherein the memory stores a computer program, and the computer device is configured to perform the method according to any one of claims 1-10. The processor executes the computer program to realize the steps of the method of any one of claims 1-9.

12. A computer readable storage medium having stored thereon a computer program, characterized in that, The computer program is executed by the processor to realize the steps of the method of any one of claims 1-9.

13. A computer program product comprising a computer program, characterized in that, The computer program is executed by the processor to realize the steps of the method of any one of claims 1-9.

Images