A method, apparatus, vehicle, and storage medium of controlling an engine

Abstract

Embodiments of the present application provide a method and device for controlling an engine, a vehicle and a storage medium, which are used to reduce the time spent by the vehicle starting. The method comprises: obtaining a clutch engagement depth and a first engine speed; if the clutch engagement depth meets a depth condition and the first engine speed meets a first speed condition, increasing the first engine speed to obtain a second engine speed; obtaining a speed acceleration; and when the second engine speed meets a second speed condition and the speed acceleration meets an acceleration condition, increasing an injection amount. Thus, the engine speed is increased in time according to the clutch engagement depth and the engine speed, the clutch engagement time is shortened, and the injection amount is controlled according to the engine speed and the speed acceleration, so as to avoid engine stall during starting and improve the stability of the vehicle during starting.

Description

Technical Field

[0001] This application relates to the field of engine technology, and in particular to a method, apparatus, vehicle, and storage medium for controlling an engine. Background Technology

[0002] When a vehicle starts, the engine needs to be controlled to coordinate with the transmission's movements to ensure a successful start. However, current technology results in a relatively long start-up time. Therefore, reducing the start-up time has become a pressing technical problem. Summary of the Invention

[0003] In view of the above problems, the purpose of this invention is to provide a method, apparatus, vehicle, and storage medium for controlling an engine, so as to reduce the time required for vehicle start-up. The specific solution is as follows:

[0004] In a first aspect, embodiments of this application provide a method for controlling an engine, the method comprising:

[0005] Obtain the clutch engagement depth and the first engine speed;

[0006] If the clutch engagement depth meets the depth condition and the first engine speed meets the first speed condition, then the first engine speed is increased to obtain the second engine speed;

[0007] Obtain rotational speed acceleration;

[0008] When the second engine speed meets the second speed condition and the speed acceleration meets the acceleration condition, the fuel injection quantity is increased.

[0009] Optionally, if the clutch engagement depth meets the depth condition and the first engine speed meets the first speed condition, then increasing the first engine speed to obtain the second engine speed includes:

[0010] If the clutch engagement depth is greater than or equal to the depth threshold, and the first engine speed is less than or equal to the first speed threshold, then the first engine speed is increased to obtain the second engine speed.

[0011] Optionally, increasing the speed of the first engine to obtain the speed of the second engine includes:

[0012] Obtain the slope value of the road surface where the vehicle is located, as well as the load of the vehicle;

[0013] Based on the slope value and the load, the speed of the first engine is increased to obtain the speed of the second engine.

[0014] Optionally, increasing the fuel injection quantity when the second engine speed meets the second speed condition and the speed acceleration meets the acceleration condition includes:

[0015] The engine speed acceleration threshold is determined based on the historical engine speed acceleration; the historical engine speed acceleration is the engine speed acceleration corresponding to the engine start-up and shutdown.

[0016] When the second engine speed is less than or equal to the second speed threshold and the speed acceleration is less than the speed acceleration threshold, the fuel injection quantity is increased.

[0017] Optionally, determining the rotational speed acceleration threshold based on historical rotational speed acceleration includes:

[0018] Based on the historical rotational speed acceleration, determine the average historical rotational speed acceleration;

[0019] The rotational speed acceleration threshold is determined based on the historical average rotational speed acceleration.

[0020] Secondly, embodiments of this application provide an apparatus for controlling an engine, the apparatus comprising:

[0021] The acquisition module is used to acquire the clutch engagement depth and the first engine speed;

[0022] The speed increase module is used to increase the speed of the first engine to obtain the second engine speed if the clutch engagement depth meets the depth condition and the first engine speed meets the first speed condition.

[0023] The acquisition module is also used to acquire rotational acceleration;

[0024] The fuel injection quantity increase module is used to increase the fuel injection quantity when the second engine speed meets the second speed condition and the speed acceleration meets the acceleration condition.

[0025] Optionally, the speed increasing module is specifically used for:

[0026] If the clutch engagement depth is greater than or equal to the depth threshold, and the first engine speed is less than or equal to the first speed threshold, then the first engine speed is increased to obtain the second engine speed.

[0027] Optionally, the speed increasing module includes:

[0028] The acquisition unit is used to acquire the slope value of the road surface where the vehicle is located, as well as the load of the vehicle;

[0029] The lifting unit is used to increase the speed of the first engine according to the slope value and the load to obtain the speed of the second engine.

[0030] Thirdly, embodiments of this application provide a vehicle that includes any of the aforementioned devices for controlling the engine.

[0031] Fourthly, embodiments of this application provide a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements any of the above-described methods for controlling an engine.

[0032] Compared with the prior art, this application has the following advantages:

[0033] By acquiring the clutch engagement depth and the first engine speed, if the clutch engagement depth meets the depth condition and the first engine speed meets the first speed condition, the first engine speed is increased to obtain the second engine speed. The engine speed acceleration is acquired; when the second engine speed meets the second speed condition and the engine speed acceleration meets the acceleration condition, the fuel injection quantity is increased. Thus, the engine speed is increased in a timely manner based on the clutch engagement depth and engine speed, shortening the clutch engagement time. Furthermore, the fuel injection quantity is controlled based on the engine speed and engine speed acceleration to prevent engine stalling during start-up and improve the smoothness of vehicle start-up. Attached Figure Description

[0034] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0035] Figure 1 A flowchart illustrating a method for controlling an engine, as provided in an embodiment of this application;

[0036] Figure 2 This is a flowchart illustrating the fuel injection quantity control method when the engine enters the second fuel quantity control stage, as provided in an embodiment of this application.

[0037] Figure 3 A schematic flowchart illustrating the method for obtaining historical rotational speed and acceleration provided in an embodiment of this application;

[0038] Figure 4 This is a schematic diagram of a device for controlling an engine, provided in an embodiment of this application. Detailed Implementation

[0039] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0040] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a particular order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments described herein can be implemented in a sequence other than that illustrated or described herein. Furthermore, the terms “comprising” and “having,” and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, or apparatus that comprises a series of steps or units is not necessarily limited to those explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0041] For ease of understanding, the embodiments of this application will be described in detail below with reference to the accompanying drawings:

[0042] like Figure 1 As shown in the figure, this application provides a method for controlling an engine, the method including:

[0043] S101: Obtain the clutch engagement depth and the first engine speed.

[0044] When the engine is detected to be starting and the vehicle is preparing to move, the real-time clutch engagement depth is obtained, and the current engine speed is used as the first engine speed.

[0045] S102: If the clutch engagement depth meets the depth condition and the first engine speed meets the first speed condition, then increase the first engine speed to obtain the second engine speed.

[0046] If the clutch engagement depth meets the depth requirement and the first engine speed meets the first speed requirement, the engine enters the first fuel injection control stage. When the clutch begins to engage, the engine actively increases the fuel injection quantity, so that the fuel injection quantity increases with the increase of the clutch engagement depth, resulting in a continuously increasing second engine speed. Thus, by monitoring the clutch engagement depth and engine speed, the fuel injection quantity is increased in a timely manner when the vehicle needs to start, thereby increasing the engine speed, improving the clutch engagement rate, and reducing the time required for the vehicle to start.

[0047] S103: Obtain rotational speed acceleration.

[0048] After the engine enters the first stage, the engine speed acceleration is obtained.

[0049] S104: When the second engine speed meets the second speed condition and the speed acceleration meets the acceleration condition, increase the fuel injection quantity.

[0050] like Figure 2 As shown, when the real-time acquired second engine speed meets the second speed condition and the speed acceleration meets the acceleration condition, the engine enters the second fuel quantity control stage, reducing the smoke opacity limit to increase the fuel injection quantity and slowing down the clutch engagement rate. For example, when the engine enters the second fuel quantity control stage, the smoke opacity limit excess coefficient is reduced from 1.2 to 1.0 to increase the fuel injection quantity. This allows for timely increases in fuel injection quantity when there is a risk of engine stalling, thereby increasing the engine speed acceleration and preventing the vehicle from stalling during start-up.

[0051] By acquiring the clutch engagement depth and the first engine speed, if the clutch engagement depth meets the depth condition and the first engine speed meets the first speed condition, the first engine speed is increased to obtain the second engine speed. The engine speed acceleration is acquired; when the second engine speed meets the second speed condition and the engine speed acceleration meets the acceleration condition, the fuel injection quantity is increased. Thus, the engine speed is increased in a timely manner based on the clutch engagement depth and engine speed, shortening the clutch engagement time. Furthermore, the fuel injection quantity is controlled based on the engine speed and engine speed acceleration to prevent engine stalling during start-up and improve the smoothness of vehicle start-up.

[0052] In an optional embodiment, step S102 above includes:

[0053] If the clutch engagement depth is greater than or equal to the depth threshold, and the first engine speed is less than or equal to the first speed threshold, then the first engine speed is increased to obtain the second engine speed.

[0054] It should be noted that the depth threshold is specifically 5%. The first speed threshold is determined by the difference between the idle speed and the first preset buffer speed. The idle speed and the first preset buffer speed can be set by technicians according to actual needs. In this embodiment, taking an idle speed of 550 rpm and a first preset buffer speed of 50 rpm as an example, the first speed threshold of 500 rpm is obtained by subtracting the preset buffer speed from the idle speed.

[0055] In one optional embodiment, increasing the speed of the first engine to obtain the speed of the second engine includes:

[0056] Obtain the slope of the road surface where the vehicle is located, as well as the vehicle's load.

[0057] Based on the slope and load, the speed of the first engine is increased to obtain the speed of the second engine.

[0058] Based on sensor data of the road gradient and vehicle load, the system determines the required initial increase in engine speed based on the gradient and the required second increase based on the load. Combining these two speeds determines the maximum possible increase in engine speed for the second engine relative to the first engine speed, thus establishing a calibrated range for this increase. The second engine speed is then continuously increased within this calibrated range until it reaches the maximum limit. This, combined with the vehicle's current operating conditions, enhances its load-carrying capacity.

[0059] To make it easier to understand, the following example is provided:

[0060] When the slope of the road surface where the vehicle is currently located is between 0% and 10%, the first engine speed is between 0 and 200 rpm, with the slope value directly proportional to the required increase in the first engine speed. When the vehicle's current load is between 10 and 50 tons, the second engine speed is between 0 and 200 rpm, with the load value directly proportional to the required increase in the second engine speed. If the slope is 10% and the load is 10 tons, the first engine speed is 200 rpm, and the second engine speed is 0 rpm. The calibrated range for the increase in the second engine speed relative to the first engine speed is 0-200 rpm. The second engine speed gradually increases, stopping after increasing by 200 rpm relative to the first engine speed. If the gradient is 10% and the load is 50 tons, then the first engine speed is 200 rpm, the second engine speed is 200 rpm, and the calibrated range of the increase in engine speed of the second engine relative to the first engine speed is 0-400 rpm. The second engine speed gradually increases, and stops increasing after the second engine speed increases by 400 rpm relative to the first engine speed.

[0061] In an optional embodiment, step S104 above includes:

[0062] Determine the engine speed acceleration threshold based on historical engine speed acceleration; historical engine speed acceleration refers to the engine speed acceleration corresponding to engine start-up and shutdown.

[0063] When the second engine speed is less than or equal to the second speed threshold and the speed acceleration is less than the speed acceleration threshold, the fuel injection quantity is increased.

[0064] like Figure 3As shown, before the vehicle starts, one or more speed accelerations recorded when the vehicle starts and stops are acquired as historical speed accelerations. Based on the vehicle's historical speed accelerations, a speed acceleration threshold corresponding to the vehicle is generated.

[0065] The second speed threshold is determined by the sum of the idle speed and the second preset buffer speed, which can be set by technicians according to actual needs. This embodiment uses an idle speed of 550 rpm and a second preset buffer speed of 50 rpm as an example. Adding the idle speed to the second preset buffer speed yields a second speed threshold of 600 rpm.

[0066] In one optional embodiment, determining a rotational speed acceleration threshold based on historical rotational speed acceleration includes:

[0067] Determine the average historical rotational speed acceleration based on the historical rotational speed acceleration;

[0068] The speed acceleration threshold is determined based on the historical average speed acceleration.

[0069] When the historical engine speed acceleration includes a single acceleration, that acceleration is used as the engine speed acceleration threshold. When the historical engine speed acceleration includes multiple accelerations, the average or median of the multiple accelerations is taken as the engine speed acceleration threshold. Therefore, by using the historical engine speed acceleration during vehicle start-up and stalling, the engine speed acceleration threshold is determined, making the determined threshold more consistent with the vehicle's actual conditions. Furthermore, by detecting the relationship between the engine speed acceleration and the engine speed acceleration threshold, it is possible to determine whether the vehicle is at risk of stalling, thus preventing the vehicle from stalling due to insufficient engine speed acceleration during start-up.

[0070] In another optional embodiment, after determining the historical engine speed acceleration, a buffer acceleration threshold is set. When the historical engine speed acceleration includes a single acceleration, the buffer acceleration threshold is added to that acceleration to obtain the engine speed acceleration threshold. When the historical engine speed acceleration includes multiple accelerations, the average or median of the multiple accelerations is added to the buffer acceleration threshold to obtain the engine speed acceleration threshold. By setting a buffer acceleration threshold, it is prevented that when the engine speed acceleration is about to reach the threshold, the engine speed acceleration is still decreasing due to incomplete combustion of the injected fuel, causing the engine speed acceleration to gradually fall below the historical engine speed acceleration, thereby further preventing the vehicle engine speed acceleration from falling below the speed acceleration at the time of engine shutdown.

[0071] It should be noted that when the historical speed acceleration does not include any specific speed acceleration, a preset speed acceleration threshold of 50 rpm is used as the speed acceleration threshold for that vehicle. This preset speed acceleration threshold was generated by relevant technical personnel based on the speed acceleration thresholds of multiple vehicles.

[0072] To facilitate understanding, the methods described in this application are illustrated below with examples:

[0073] If the depth threshold is 5%, the first speed threshold is 500 rpm, the speed acceleration threshold is 50 rpm, and the second speed threshold is 600 rpm, then when the detected clutch engagement depth is 6% and the engine speed is 200 rpm, because the current clutch engagement depth is greater than the depth threshold and the engine speed is less than the first speed threshold, the engine enters the first fuel quantity control stage. If the current road gradient is 10% and the load is 50 tons, then the first speed is 200 rpm, the second speed is 200 rpm, and the calibration range for the increase in speed between the second and first engine speeds is 0-400 rpm, with the engine speed gradually increasing from 200 rpm to 600 rpm. If the obtained speed acceleration is 40 rpm, because the engine speed is less than or equal to the second speed threshold and the speed acceleration is less than the speed acceleration threshold, the engine enters the second fuel quantity control stage, temporarily releasing the smoke limit, increasing the fuel injection quantity, and simultaneously slowing down the clutch engagement rate. This allows for timely increases in engine speed based on clutch engagement depth and engine speed, shortening clutch engagement time. Furthermore, it controls fuel injection based on engine speed and acceleration to prevent engine stalling during start-up and improve vehicle smoothness during start-up.

[0074] like Figure 4 As shown, this application embodiment provides a device for controlling an engine, the device comprising:

[0075] The acquisition module 401 is used to acquire the clutch engagement depth and the first engine speed;

[0076] The speed increase module 402 is used to increase the speed of the first engine to obtain the speed of the second engine if the clutch engagement depth meets the depth condition and the speed of the first engine meets the first speed condition.

[0077] The acquisition module 401 is also used to acquire rotational speed and acceleration;

[0078] The fuel injection quantity increase module 402 is used to increase the fuel injection quantity when the second engine speed meets the second speed condition and the speed acceleration meets the acceleration condition.

[0079] In an optional embodiment, the rotational speed increasing module 402 is specifically used for:

[0080] If the clutch engagement depth is greater than or equal to the depth threshold, and the first engine speed is less than or equal to the first speed threshold, then the first engine speed is increased to obtain the second engine speed.

[0081] In one alternative embodiment, the rotational speed increasing module 402 includes:

[0082] The acquisition unit is used to acquire the slope value of the road surface where the vehicle is located, as well as the vehicle's load.

[0083] The lifting unit is used to increase the speed of the first engine based on the slope value and the load to obtain the speed of the second engine.

[0084] In one optional embodiment, the fuel injection quantity increase module 402 specifically includes:

[0085] The determination unit is used to determine the speed acceleration threshold based on the historical speed acceleration; the historical speed acceleration is the speed acceleration corresponding to the engine start-up and shutdown.

[0086] The fuel injection quantity increasing unit is used to increase the fuel injection quantity when the second engine speed is less than or equal to the second speed threshold and the speed acceleration is less than the speed acceleration threshold.

[0087] In one alternative embodiment, the determining unit is specifically used for:

[0088] Determine the average historical rotational speed acceleration based on the historical rotational speed acceleration;

[0089] The speed acceleration threshold is determined based on the historical average speed acceleration.

[0090] By acquiring the clutch engagement depth and the first engine speed, if the clutch engagement depth meets the depth condition and the first engine speed meets the first speed condition, the first engine speed is increased to obtain the second engine speed. The engine speed acceleration is acquired; when the second engine speed meets the second speed condition and the engine speed acceleration meets the acceleration condition, the fuel injection quantity is increased. Thus, the engine speed is increased in a timely manner based on the clutch engagement depth and engine speed, shortening the clutch engagement time. Furthermore, the fuel injection quantity is controlled based on the engine speed and engine speed acceleration to prevent engine stalling during start-up and improve the smoothness of vehicle start-up.

[0091] This application provides a vehicle that includes any of the above-described devices for controlling the engine.

[0092] This application provides a computer-readable storage medium storing a computer program thereon, wherein the computer program, when executed by a processor, implements any of the above-described methods for controlling an engine.

[0093] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0094] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0095] The technical content provided by the present invention has been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only for the purpose of helping to understand the method and core ideas of the present invention. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A method for controlling an engine, characterized in that, The method includes: Obtain the clutch engagement depth and the first engine speed; If the clutch engagement depth is greater than or equal to the depth threshold, and the first engine speed is less than or equal to the first speed threshold, then the first engine speed is increased to obtain the second engine speed. Obtain rotational speed acceleration; When the second engine speed is less than or equal to the second speed threshold and the speed acceleration is less than the speed acceleration threshold, the fuel injection quantity is increased; the speed acceleration threshold is determined based on historical speed acceleration, which is the speed acceleration corresponding to the engine start-up and shutdown; the first speed threshold is determined by the difference between the idle speed and the first preset buffer speed, and the second speed threshold is determined by the sum of the idle speed and the first preset buffer speed.

2. The method according to claim 1, characterized in that, The step of increasing the speed of the first engine to obtain the speed of the second engine includes: Obtain the slope value of the road surface where the vehicle is located, and the load of the vehicle; Based on the slope value and the load, the speed of the first engine is increased to obtain the speed of the second engine.

3. The method according to claim 1, characterized in that, The step of determining the rotational acceleration threshold based on historical rotational acceleration includes: Based on the historical rotational speed acceleration, determine the average historical rotational speed acceleration; The rotational speed acceleration threshold is determined based on the historical average rotational speed acceleration.

4. A device for controlling an engine, characterized in that, The apparatus for performing any one of the methods for controlling an engine according to claims 1 to 3, the apparatus comprising: The acquisition module is used to acquire the clutch engagement depth and the first engine speed; The speed increase module is used to increase the speed of the first engine to obtain the second engine speed if the clutch engagement depth meets the depth condition and the first engine speed meets the first speed condition. The acquisition module is also used to acquire rotational acceleration; The fuel injection quantity increase module is used to increase the fuel injection quantity when the second engine speed meets the second speed condition and the speed acceleration meets the acceleration condition.

5. The apparatus according to claim 4, characterized in that, The speed increase module is specifically used for: If the clutch engagement depth is greater than or equal to the depth threshold, and the first engine speed is less than or equal to the first speed threshold, then the first engine speed is increased to obtain the second engine speed.

6. The apparatus according to claim 5, characterized in that, The speed increase module includes: The acquisition unit is used to acquire the slope value of the road surface where the vehicle is located, as well as the load of the vehicle. The lifting unit is used to increase the speed of the first engine based on the slope value and the load to obtain the speed of the second engine.

7. A vehicle, characterized in that, The vehicle includes the device for controlling the engine as described in any one of claims 4-6.

8. A computer-readable storage medium, characterized in that, It stores a computer program, wherein the computer program, when executed by a processor, implements a method for controlling an engine as described in any one of claims 1 to 3.

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