Method, device, electronic device and storage medium for controlling engine

Abstract

The embodiments of the present application disclose a method, device, electronic device, and storage medium for controlling an engine. The method includes: identifying an engine operating condition to obtain an operating condition identification result; if the operating condition identification result is a surge operating condition, obtaining the oscillation wave intensity of the engine intake; determining whether a surge flag exists based on the oscillation wave intensity; if it is determined that a surge flag exists, obtaining the engine gas circuit required torque and the engine fire circuit required torque; and controlling the engine gas circuit and the engine fire circuit respectively based on the engine gas circuit required torque and the engine fire circuit required torque. In this way, by controlling the engine gas circuit and the engine fire circuit respectively through the engine gas circuit required torque and the engine fire circuit required torque, the battery overcharge problem caused by anti-surge control of the supercharger can be solved, and there is no need to install an additional intake pressure relief valve when equipping the supercharger, which can reduce costs.

Description

Technical Field

[0001] The present application relates to the field of hybrid vehicle control technology, and in particular to a method, device, electronic device, and computer-readable storage medium for controlling an engine. Background Art

[0002] Currently, extended-range vehicles (ERVs) are becoming increasingly commonplace in the lives of the general public. ERVs can operate in pure electric, extended-range, or hybrid modes, depending on the needs. Existing ERVs and traditional fuel-powered vehicles are typically equipped with supercharged engines, which consist of an engine and a supercharger. The supercharger increases the engine's output power. When a supercharged engine detects a rapid decrease in load, it rapidly closes the throttle. This instantly increases the intake pressure before the throttle, increasing the compressor pressure ratio and easily entering the low-flow, high-pressure ratio compressor surge region. This can cause noise and supercharger surge.

[0003] At present, in the related technology, when a supercharged engine is equipped with a supercharger, an intake pressure relief valve is usually installed to discharge excess air, or the throttle is closed by reducing the torque, thereby preventing the supercharger from surging. However, the anti-surge method of installing an intake pressure relief valve will lead to increased costs, and the anti-surge method of reducing torque will easily cause the engine to output excess torque, thereby causing a battery overcharge problem. It is difficult to solve the battery overcharge problem caused by anti-surge control of the supercharger and reduce the cost of anti-surge control at the same time. Summary of the Invention

[0004] To solve the above technical problems, embodiments of the present application provide a method, apparatus, electronic device, and computer-readable storage medium for controlling an engine, so as to solve the battery overcharge problem caused by anti-surge control of a supercharger while reducing the cost of anti-surge control.

[0005] According to one aspect of an embodiment of the present application, a method for controlling an engine is provided, comprising: identifying an operating condition of the engine to obtain an operating condition identification result; when the operating condition identification result is a surge operating condition, obtaining an oscillation wave intensity of the engine intake; determining whether a surge flag exists based on the oscillation wave intensity; when it is determined that the surge flag exists, obtaining an engine gas circuit demand torque and an engine fire circuit demand torque; and controlling the engine gas circuit and the engine fire circuit respectively based on the engine gas circuit demand torque and the engine fire circuit demand torque.

[0006] In some embodiments, the engine operating condition is identified to obtain an operating condition identification result, including: obtaining the engine speed; when the engine speed is greater than a preset idle threshold, detecting the throttle state; when it is detected that the throttle state is in a preset lost throttle state, determining that the operating condition identification result is an identification of a surge condition.

[0007] In some embodiments, obtaining the oscillation wave intensity of the engine intake includes: obtaining the post-boost temperature and post-boost pressure of preset detection points; determining air state parameters based on the post-boost temperature and the post-boost pressure; the air state parameters include a gas adiabatic index and a gas constant; filtering the post-boost pressure using a preset band-pass filter to obtain a pulsating pressure, and filtering the post-boost pressure using a preset low-pass filter to obtain an average pressure; performing peak detection on the pulsating pressure to obtain a pulsating pressure peak curve, and determining post-boost gas parameters based on the average pressure, the gas adiabatic index and the gas constant; the post-boost gas parameters include a post-boost gas sound velocity and a post-boost gas density; determining the oscillation wave intensity based on the pulsating pressure peak curve, the post-boost gas sound velocity and the post-boost gas density.

[0008] In some embodiments, obtaining the oscillation wave intensity of the engine intake includes: obtaining the post-boost temperature, post-boost pressure and intake flow rate of preset detection points; determining air state parameters based on the post-boost temperature and the post-boost pressure; the air state parameters include a gas adiabatic index and a gas constant; filtering the intake flow rate using a preset bandpass filter to obtain a pulsating flow rate, and filtering the post-boost pressure using a preset low-pass filter to obtain an average pressure; performing peak detection on the pulsating flow rate to obtain a pulsating flow rate peak curve, and determining post-boost gas parameters based on the average pressure, the gas adiabatic index and the gas constant; the post-boost gas parameters include a post-boost gas sound velocity and a post-boost gas density; determining the oscillation wave intensity based on the pulsating flow rate peak curve, the post-boost gas sound velocity and the post-boost gas density.

[0009] In some embodiments, determining whether a surge flag exists based on the oscillation wave intensity includes: performing real-time detection of the oscillation wave intensity when the oscillation wave intensity is within a preset threshold range; and determining that a surge flag exists when it is detected that the oscillation wave intensity exceeds the preset threshold.

[0010] In some embodiments, obtaining the engine gas circuit demand torque and the engine fire circuit demand torque includes: judging the vehicle battery to obtain a judgment result; when the judgment result is that the vehicle battery is fully charged, or the vehicle battery ambient temperature is lower than a preset temperature, or there is a fault in the vehicle battery, obtaining the current demand torque of the engine; decoupling the current demand torque to obtain the engine gas circuit demand torque and the engine fire circuit demand torque.

[0011] In some embodiments, the engine air circuit and the engine fire circuit are controlled respectively according to the engine air circuit required torque and the engine fire circuit required torque, including: determining the throttle closing speed according to the engine air circuit required torque, and determining the fuel injection amount and the ignition angle according to the engine fire circuit required torque; the throttle closing speed is lower than a preset speed threshold; controlling the throttle closing according to the throttle closing speed to slowly decrease the intake amount, and controlling the injector according to the fuel injection amount to reduce the fuel injection amount, and controlling the ignition advance angle and retreat angle according to the ignition angle to quickly decrease the engine output torque.

[0012] According to one aspect of an embodiment of the present application, a device for controlling an engine is provided, comprising: an operating condition identification module, configured to identify the operating condition of the engine and obtain an operating condition identification result; a first acquisition module, configured to obtain the oscillation wave intensity of the engine intake when the operating condition identification result is a surge operating condition; a determination module, configured to determine whether a surge flag exists based on the oscillation wave intensity; a second acquisition module, configured to obtain the engine gas circuit required torque and the engine fire circuit required torque when it is determined that the surge flag exists; and a control module, configured to control the engine gas circuit and the engine fire circuit respectively according to the engine gas circuit required torque and the engine fire circuit required torque.

[0013] According to one aspect of an embodiment of the present application, an electronic device is provided, comprising one or more processors; a storage device for storing one or more programs, which, when executed by the one or more processors, enables the electronic device to implement the above method for controlling an engine.

[0014] According to one aspect of an embodiment of the present application, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the method for controlling an engine as described above is implemented.

[0015] In the technical solution provided in the embodiments of the present application, indirect throttle control can be achieved by controlling the engine gas circuit through the engine gas circuit demand torque to avoid supercharger surge, while controlling the engine fire circuit through the engine fire circuit demand torque can limit the actual output torque of the engine so that the engine does not output excess torque, thereby solving the battery overcharge problem caused by anti-surge control of the supercharger and eliminating the need to install an additional intake pressure relief valve when equipping the supercharger, which can reduce costs. Thus, the battery overcharge problem caused by anti-surge control of the supercharger is solved and the cost of anti-surge control is reduced.

[0016] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The accompanying drawings are incorporated into and constitute a part of the specification, illustrating embodiments consistent with the present application and, together with the specification, serving to explain the principles of the present application. It is obvious that the drawings described below are merely some embodiments of the present application, and a person of ordinary skill in the art can derive other drawings based on these drawings without inventive effort. In the drawings:

[0018] Figure 1 1 is a schematic structural diagram of a range-extended engine shown in an exemplary embodiment of the present application;

[0019] Figure 2 is a schematic diagram of a method for controlling an engine according to an exemplary embodiment of the present application;

[0020] Figure 3 yes Figure 2 Step S220 in the illustrated embodiment is a flow chart of a method for obtaining the oscillation wave strength of the engine intake air in an exemplary embodiment;

[0021] Figure 4 yes Figure 2 Step S220 in the illustrated embodiment is a flow chart of a method for obtaining the oscillation wave intensity of the engine intake air in another exemplary embodiment;

[0022] Figure 5 yes Figure 2 Flowchart of a method for obtaining the engine gas circuit required torque and the engine fire circuit required torque in an exemplary embodiment at step S240 in the illustrated embodiment

[0023] Figure 6 is a structural schematic diagram of a device for controlling an engine shown in an exemplary embodiment of the present application;

[0024] Figure 71 is a schematic structural diagram of a hybrid vehicle shown in an exemplary embodiment of the present application.

[0025] Reference numerals:

[0026] 1: Engine; 2: Throttle; 3: Supercharger; 4: Intercooler; 5: Generator; 6: Vehicle battery. DETAILED DESCRIPTION

[0027] Exemplary embodiments will be described in detail herein, with examples illustrated in the accompanying drawings. When the following description refers to the drawings, identical numerals in different figures represent identical or similar elements, unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all embodiments applicable to the present application. Rather, they are merely examples of apparatus and methods applicable to certain aspects of the present application, as detailed in the appended claims.

[0028] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically separate entities. That is, these functional entities may be implemented in the form of an application program, in one or more hardware modules or integrated circuits, or in different networks and / or processor devices and / or microcontroller devices.

[0029] The flowcharts shown in the accompanying drawings are for illustrative purposes only and do not necessarily include all contents and operations / steps, nor must they be executed in the order described. For example, some operations / steps may be decomposed, while others may be combined or partially combined. Therefore, the actual execution order may vary depending on the actual situation.

[0030] It should be noted that the term "plurality" used in this application refers to two or more. "And / or" describes the relationship between associated objects, indicating that three possible relationships exist. For example, "A and / or B" can represent: A alone, A and B together, or B alone. The character " / " generally indicates that the associated objects are in an "or" relationship.

[0031] An embodiment of the present application provides a method for controlling an engine. The method can be applied to a hybrid vehicle equipped with a range-extended engine and can be implemented by an electronic device in the hybrid vehicle.

[0032] The electronic device includes but is not limited to a tablet computer, a personal computer or a vehicle-mounted terminal. In this embodiment, the electronic device can be a vehicle-mounted terminal.

[0033] The vehicle terminal may include components such as a processor and memory. The processor includes an EMS (Engine Management System), a VCU (Vehicle Control Unit), and an ECU (Electronic Control Unit). The processor may be used to identify the engine's operating condition and obtain an operating condition identification result; obtain the oscillation wave intensity of the engine intake air, and then determine whether a surge flag is present based on the oscillation wave intensity. If the surge flag is present, the processor may obtain the engine gas circuit demand torque and the engine fire circuit demand torque, thereby controlling the engine gas circuit and the engine fire circuit respectively based on the engine gas circuit demand torque and the engine fire circuit demand torque. The memory may be NVM (Non-Volatile Memory), Flash memory, etc., and may be used to store air state parameters, such as the gas adiabatic index and gas constant. It may also be used to store a preset relationship table, which stores the correspondence between the engine gas circuit demand torque and valve closing speed, as well as the correspondence between the engine fire circuit demand torque, injection quantity, and ignition angle.

[0034] See also Figure 1 , Figure 1 This is a schematic diagram of the structure of an extended-range engine shown in an exemplary embodiment of the present application. Figure 1 As shown, the vehicle comprises an engine 1, a throttle valve 2, a supercharger 3, an intercooler 4, a generator 5, and a vehicle battery 6. The supercharger 3 comprises a turbine and a compressor. The turbine of the supercharger 3 is mounted on the engine 1, and the compressor of the supercharger 3 is connected to the intercooler 4. The intercooler 4 is connected to the throttle valve 2, which is connected to the engine 1. The engine 1 and the generator 5 are mechanically coupled, and the generator 5 is connected to the vehicle battery 6. In this embodiment of the present application, the engine 1 is an internal combustion engine, the throttle valve 2 is an electronic throttle, the supercharger 3 is a turbocharger, and the intercooler 4 is an air intercooler or a water-to-air intercooler. The generator 5 is a permanent magnet synchronous generator, and the vehicle battery 6 is a power battery.

[0035] See also Figure 2 , Figure 2 is a flowchart of a method for controlling an engine according to an exemplary embodiment of the present application.

[0036] The following describes in detail the method for controlling the engine proposed in the embodiment of the present application, taking the vehicle-mounted terminal as the specific execution entity.

[0037] like Figure 2 As shown, in an exemplary embodiment, the method for controlling an engine includes at least steps S210 to S250, which are described in detail as follows:

[0038] Step S210: identifying the engine's operating condition and obtaining an operating condition identification result.

[0039] In an embodiment of the present application, before identifying the engine's operating condition, the following steps are also included: upon detecting that the vehicle is powered on, the onboard terminal performs a self-check via the EMS, and issues an alarm if an abnormality is found. The self-check targets include sensors and actuators in various engine systems. If a particular sensor or actuator reports a fault during the self-check process, which may result in subsequent control not being able to proceed normally and the engine being unable to enter normal operating conditions, the EMS will report the fault and limit the engine's torque, preventing the engine from reaching higher power levels under unexpected conditions and causing more serious mechanical damage. If all self-checks are normal, the engine's operating condition is identified, and an operating condition identification result is obtained.

[0040] The operating condition identification results include whether a surge operating condition is identified or not.

[0041] Step S220: If the operating condition identification result is a surge operating condition, the oscillation wave intensity of the engine intake is obtained, wherein the oscillation wave intensity is used to represent the wave intensity of the surge oscillation.

[0042] In the embodiment of the present application, the oscillation wave intensity may be calculated based on the post-boost pressure, or may be calculated based on the intake air flow and the post-boost pressure.

[0043] When calculating the oscillation wave intensity by using the intake air flow rate and the post-boost pressure, the signal-to-noise ratio is better and therefore more sensitive, thereby being able to improve the accuracy of the calculated oscillation wave intensity.

[0044] Step S230: Determine whether a surge flag exists according to the oscillation wave intensity.

[0045] In the embodiment of the present application, a preset threshold range is provided, which includes a lower limit value L and an upper limit value U. By judging whether the oscillation wave intensity is within the preset threshold range, it can be determined whether real surge will occur due to the closing of the throttle valve.

[0046] Step S240: When it is determined that the surge flag is present, the engine gas circuit required torque and the engine fire circuit required torque are obtained.

[0047] It can be understood that when the surge flag is detected, it is considered that the supercharger is surging. By dividing the vehicle's required torque into the engine air circuit required torque and the engine fire circuit required torque, the engine air circuit required torque is used to control the supercharger to prevent surge, and the engine fire circuit required torque is used to cope with the reduction in required torque, so that the actual output torque of the engine is quickly reduced to the vehicle's required torque.

[0048] Step S250 , controlling the engine gas circuit and the engine fuel circuit respectively according to the engine gas circuit required torque and the engine fuel circuit required torque.

[0049] Since this application does not include an intake pressure relief valve, the only way to prevent the supercharger from surging is to slowly close the throttle. Therefore, the purpose of controlling the engine gas circuit based on the required torque of the engine gas circuit is to slowly close the throttle to avoid supercharger surging. The purpose of controlling the engine fire circuit based on the required torque of the engine fire circuit is to quickly reduce the engine torque output to meet the required torque.

[0050] In some embodiments, the operating condition of the engine is identified to obtain an operating condition identification result, including: obtaining the engine speed; when the engine speed is greater than a preset idle threshold, detecting the throttle state; when it is detected that the throttle state is in a preset lost throttle state, determining that the operating condition identification result is that a surge operating condition is identified.

[0051] In the embodiment of the present application, the preset throttle-off state is the Tip out (quick throttle-off) state.

[0052] To identify engine operating conditions, the VCU in the vehicle terminal must first determine the throttle state. Throttle states can generally be categorized as tip-in (rapid throttle application), tip-out (rapid throttle release), and steady state. When the throttle is tip-in, the engine's required torque increases. The throttle opens rapidly to increase intake airflow to meet the required torque. When the throttle is tip-out, the engine's required torque decreases. Conventionally, the throttle is closed to reduce intake airflow and torque. This process can easily lead to supercharger surge. This is because the compressor's front-to-rear pressure ratio is high and the airflow is low when the throttle is closed, making it easy for the compressor to reach the surge threshold, causing supercharger surge and increased noise. When the throttle is steady, all engine parameters remain stable. Therefore, the vehicle terminal must first determine, through the EMS, whether the engine speed is above the preset idle threshold. If not, the engine is assumed to be in the starting or shutdown state, and no additional processing is required.

[0053] If the engine speed is greater than the preset idle threshold, it is considered that the engine is operating normally at this time, and the on-board terminal judges the throttle status through the EMS. When the VCU detects that the throttle is in the Tip in (quickly stepping on the throttle) state or the stable state, the on-board terminal controls the engine's torque output flow through the VCU to generate electricity for the generator. The electricity generated by the generator can be controlled by the VCU to drive the vehicle forward or charge the vehicle battery according to the current state of the vehicle.

[0054] In some embodiments, obtaining the oscillation wave intensity of the engine intake includes: obtaining the post-boost temperature and post-boost pressure of a preset detection point; determining air state parameters based on the post-boost temperature and post-boost pressure; the air state parameters include a gas adiabatic index and a gas constant; filtering the post-boost pressure using a preset bandpass filter to obtain a pulsating pressure, and filtering the post-boost pressure using a preset low-pass filter to obtain an average pressure; performing peak detection on the pulsating pressure to obtain a pulsating pressure peak curve, and determining the post-boost gas parameters based on the average pressure, the gas adiabatic index and the gas constant; the post-boost gas parameters include a post-boost gas sound velocity and a post-boost gas density; determining the oscillation wave intensity based on the pulsating pressure peak curve, the post-boost gas sound velocity and the post-boost gas density.

[0055] It is understood that the vehicle is equipped with multiple sensors, such as temperature sensors and pressure sensors. The vehicle terminal detects the post-boost temperature at a predetermined detection point using the temperature sensor, and detects the post-boost pressure at a predetermined detection point using the pressure sensor. In the embodiment of the present application, the predetermined detection point is located on the pipeline between the compressor and the engine.

[0056] Furthermore, determining air state parameters based on the post-supercharging temperature and post-supercharging pressure includes: matching air state parameters corresponding to both the post-supercharging temperature and the post-supercharging pressure from a preset database based on the post-supercharging temperature and the post-supercharging pressure; the preset database storing correspondences between the post-supercharging temperature, the post-supercharging pressure, and the air state parameters. The air state parameters include a gas adiabatic index and a gas constant.

[0057] In the embodiment of the present application, since the throttle state is Tip out (quickly closing the throttle), the throttle and the throttle of the engine are in a linked state. The smaller the throttle opening, the unstable state of the boosted pressure will result. The boosted pressure can be approximated as a first harmonic, with an amplitude of P0 and a sinusoidal variation around the average pressure. P0 is the peak curve of the pulsating pressure, which is filtered by a bandpass filter to obtain the pulsating pressure, and then the peak curve of the pulsating pressure is obtained. The frequency range of the bandpass filter is (f1, f2). The frequencies of f1 and f2 can be given in a range according to the frequency f when the engine surges, f1<f<f2, and f is the surge frequency of the engine.

[0058] By filtering the post-compression pressure with a low-pass filter, noise in the post-supercharged pressure, such as high-frequency harmonics, can be filtered out to obtain the average pressure. The post-supercharged gas sound velocity and post-supercharged gas density can be calculated based on the average pressure and air state parameters.

[0059] Furthermore, peak detection of the pulsating pressure is performed to obtain a pulsating pressure peak curve, including performing peak detection according to a preset detection window length and a preset smoothing time to obtain the pulsating pressure peak curve. The preset detection window length is Tw, where Tw ≥ 1 / f, and f is a preset surge frequency; and the preset smoothing time is τ, where 0 < τ < 100ms. Peak detection requires attenuation of asymmetric signals, such as non-oscillatory engine dynamic signals in the bandpass.

[0060] For example, the vehicle terminal detects the peak value of the pulsating pressure through a preset peak detector, the peak detection window length is Tw, and smoothing is performed using a smoothing time τ to obtain a pulsating pressure peak curve in, is the pulsating pressure, and t is the time.

[0061] Furthermore, the pressurized gas parameters include the pressurized gas sound velocity and the pressurized gas density; the pressurized gas parameters are determined according to the average pressure, the gas adiabatic index and the gas constant, including: by calculating and calculation Obtain the sound velocity and density of the pressurized gas; where ρ is the density of the pressurized gas, is the average pressure, R is the gas constant, T is the temperature after pressurization; c is the density of the gas after pressurization, and γ is the gas adiabatic index.

[0062] Further, the oscillation wave intensity is determined according to the pulsation pressure peak curve, the sound velocity of the pressurized gas and the density of the pressurized gas, including: Obtain the oscillation wave intensity; where I is the oscillation wave intensity, ρ is the gas density after pressurization, c is the gas density after pressurization, and P0 is the pulsation pressure peak curve.

[0063] In some embodiments, obtaining the oscillation wave intensity of the engine intake includes: obtaining the post-boost temperature, post-boost pressure and intake flow rate of preset detection points; determining air state parameters based on the post-boost temperature and post-boost pressure; the air state parameters include a gas adiabatic index and a gas constant; filtering the intake flow rate with a preset bandpass filter to obtain a pulsating flow rate, and filtering the post-boost pressure with a preset low-pass filter to obtain an average pressure; performing peak detection on the pulsating flow rate to obtain a pulsating flow rate peak curve, and determining the post-boost gas parameters based on the average pressure, the gas adiabatic index and the gas constant; the post-boost gas parameters include a post-boost gas sound velocity and a post-boost gas density; determining the oscillation wave intensity based on the pulsating flow rate peak curve, the post-boost gas sound velocity and the post-boost gas density.

[0064] In the embodiment of the present application, since the signal-to-noise ratio is better when the intake flow rate is used, the oscillation wave intensity calculation and threshold range judgment are performed by using the intake flow rate as input, which is more sensitive than the pressure after the boost.

[0065] Furthermore, the pressurized gas parameters include the pressurized gas sound velocity and the pressurized gas density; determining the oscillation wave intensity according to the pulsating flow peak curve, the pressurized gas sound velocity and the pressurized gas density includes: calculating Obtain the oscillation wave intensity; where I is the oscillation wave intensity, ρ is the gas density after pressurization, c is the gas density after pressurization, M0 is the pulsating flow peak curve, and A is the cross-sectional area of the preset detection point.

[0066] In some embodiments, determining whether a surge flag is present based on the oscillation wave intensity includes: performing real-time monitoring of the oscillation wave intensity when the oscillation wave intensity is within a preset threshold; and determining the presence of a surge flag when the oscillation wave intensity exceeds the preset threshold. Thus, by performing real-time monitoring of the oscillation wave intensity, timely engine gas and fuel path control can be facilitated when the surge flag is determined to be present.

[0067] In the embodiment of the present application, the preset threshold range is (L, U), L is the lower limit value of the preset threshold range, and U is the upper limit value of the preset threshold range.

[0068] For example, when the oscillation wave intensity is within a preset threshold range, real-time detection is performed within a preset time period to determine whether the oscillation wave intensity exceeds the preset threshold; wherein the preset threshold is the upper limit of the preset threshold range. If the oscillation wave intensity is detected to exceed the preset threshold, a surge flag is determined to be present; if the oscillation wave intensity is detected to not exceed the preset threshold, detection continues.

[0069] In some embodiments, obtaining the engine gas circuit demand torque and the engine fire circuit demand torque includes: judging the vehicle battery to obtain a judgment result; when the judgment result is that the vehicle battery is fully charged, or the vehicle battery ambient temperature is lower than a preset temperature, or there is a fault in the vehicle battery, obtaining the current demand torque of the engine; decoupling the current demand torque to obtain the engine gas circuit demand torque and the engine fire circuit demand torque.

[0070] In an embodiment of the present application, the current required torque of the engine can be obtained by monitoring the throttle depth. For example, when a change in the throttle depth is detected, the throttle depth is obtained and the current required torque corresponding to the throttle depth is matched from a preset database; the preset database stores the correspondence between the throttle depth and the current required torque.

[0071] For example, after determining the presence of a surge flag, it is necessary to respond to the impending surge. At this time, the vehicle terminal detects the battery level, ambient temperature, and battery status to determine whether the engine torque can be decoupled by charging the vehicle battery. The vehicle battery can absorb the excess engine power caused by the slow closing of the intake valve, thereby reducing engine fuel consumption. If the battery level is not fully charged, the ambient temperature is suitable, and the battery status is good, the vehicle terminal controls the slow closing of the throttle valve through the EMS and controls the engine to charge the battery through the VCU to prevent the supercharger from surging.

[0072] After determining the surge flag, if the battery is fully charged or the battery status is abnormal, or the ambient temperature is very low and the battery charging is restricted, the VCU tells the ECU to divide the engine demand torque into the engine gas circuit demand torque and the engine fire circuit demand torque. The engine gas circuit demand torque is used to control the supercharger to prevent surge, and the engine fire circuit demand torque is used to respond to the reduction of VCU torque demand, so that the actual engine output torque is quickly reduced to the engine demand torque.

[0073] To reduce costs, the present embodiment does not include an additional intake pressure relief valve. To prevent supercharger surge, the only way to prevent supercharger surge is to slowly close the throttle, controlling the throttle to close at a speed below a preset threshold. Therefore, the purpose of gas circuit torque control is to slowly close the throttle to prevent supercharger surge. Fire circuit torque control aims to rapidly reduce engine torque output to meet the engine's required torque. This is achieved by reducing the engine's fuel injection rate and retarding the ignition advance angle.

[0074] In some embodiments, the engine gas circuit and the engine fire circuit are controlled according to the engine gas circuit required torque and the engine fire circuit required torque, respectively, including: determining the throttle closing speed according to the engine gas circuit required torque, and determining the fuel injection amount and the ignition angle according to the engine fire circuit required torque; the throttle closing speed is lower than a preset speed threshold; controlling the throttle closing according to the throttle closing speed so that the intake amount decreases slowly, and controlling the injector according to the fuel injection amount to reduce the fuel injection amount, and controlling the ignition advance angle and retreat angle according to the ignition angle so that the engine output torque decreases rapidly.

[0075] Furthermore, determining the throttle closing speed based on the engine gas path torque requirement includes: matching the throttle closing speed corresponding to the engine gas path torque requirement from a preset database; the preset database stores a correspondence between the engine gas path torque requirement and the throttle closing speed. In this embodiment of the present application, if the throttle closing speed is lower than a preset speed threshold, it is considered to be a slow throttle closing, thereby preventing supercharger surge.

[0076] Combine Figure 3 As shown, Figure 3 yes Figure 2 Step S220 in the illustrated embodiment is a flow chart of a method for obtaining the oscillation wave intensity of the engine intake air in an exemplary embodiment, which includes at least steps S310 to S350, which are described in detail as follows:

[0077] Step S310: obtaining the post-boost temperature and post-boost pressure of a preset detection point.

[0078] Step S320 , determining air state parameters according to the post-pressurization temperature and the post-pressurization pressure; the air state parameters include a gas adiabatic index and a gas constant.

[0079] In step S330 , the pressure after supercharging is filtered using a preset band-pass filter to obtain a pulsating pressure, and the pressure after supercharging is filtered using a preset low-pass filter to obtain an average pressure.

[0080] Step S340, performing peak detection on the pulsating pressure to obtain a pulsating pressure peak curve, and determining the pressurized gas parameters according to the average pressure, the gas adiabatic index and the gas constant; the pressurized gas parameters include the pressurized gas sound velocity and the pressurized gas density.

[0081] Step S350 : determining the oscillation wave intensity according to the pulsating pressure peak curve, the sound velocity of the pressurized gas, and the density of the pressurized gas.

[0082] In the embodiment of the present application, the post-boost pressure is directly used as input for threshold calculation, so as to directly calculate the oscillation wave intensity.

[0083] Combine Figure 4 As shown, Figure 4 yes Figure 2 Step S220 in the illustrated embodiment is a flow chart of a method for obtaining the oscillation wave intensity of the engine intake in another exemplary embodiment, which includes at least steps S410 to S450, which are described in detail as follows:

[0084] Step S410: obtaining the post-boost temperature, post-boost pressure and intake air flow rate of the preset detection points.

[0085] Step S420: determining air state parameters according to the post-pressurization temperature and the post-pressurization pressure; the air state parameters include a gas adiabatic index and a gas constant.

[0086] In step S430 , the intake air flow is filtered using a preset band-pass filter to obtain a pulsating flow, and the post-boost pressure is filtered using a preset low-pass filter to obtain an average pressure.

[0087] Step S440, performing peak detection on the pulsating flow, obtaining a pulsating flow peak curve, and determining the pressurized gas parameters according to the average pressure, the gas adiabatic index, and the gas constant; the pressurized gas parameters include the pressurized gas sound velocity and the pressurized gas density.

[0088] Step S450 : determining the oscillation wave intensity according to the pulsating flow peak curve, the sound velocity of the pressurized gas, and the density of the pressurized gas.

[0089] In the embodiment of the present application, since the signal-to-noise ratio is better when the intake flow rate is used, the oscillation wave intensity calculation and threshold range judgment are performed by using the intake flow rate as input, which is more sensitive than the pressure after the boost.

[0090] Combine Figure 5 As shown, Figure 5 yes Figure 2 Step S240 in the illustrated embodiment is a flow chart of a method for obtaining the engine gas circuit required torque and the engine fire circuit required torque in an exemplary embodiment, which includes at least steps S501 to S510, which are described in detail as follows:

[0091] Step S501, determining whether there is a fault in the vehicle system; if there is a fault in the vehicle system, executing step S502; and / or, if there is no fault in the vehicle system, executing step S503.

[0092] Step S502: Limit the engine speed and torque. Then the process ends.

[0093] It is understandable that in the event of a vehicle system failure, driving safety can be ensured by limiting the speed and torque of the engine.

[0094] Step S503, determining whether the vehicle's accelerator pedal is retracted; if the vehicle's accelerator pedal is not retracted, executing step S504; and / or, if the vehicle's accelerator pedal is retracted, executing step S505.

[0095] Step S504: Control the engine to ignite and inject fuel normally. Then the process ends.

[0096] Step S505 , determining whether a surge flag exists; if the surge flag does not exist, executing step S505 ; and / or, if the surge flag exists, executing step S506 .

[0097] Step S506, determine whether the vehicle battery is fully charged, whether the vehicle battery ambient temperature is lower than a preset temperature, and whether the vehicle battery is faulty; if all are no, execute step S507; and / or, if any of the three is yes, execute step S508.

[0098] Step S507: When the speed is lower than the preset speed threshold, the throttle is controlled to close, and the engine is controlled to generate excess power to charge the battery.

[0099] In the embodiment of the present application, by controlling the throttle valve to close at a speed lower than a preset speed threshold, the throttle valve can be closed slowly, ensuring that the intake air volume after boosting is reduced, thereby avoiding supercharger surge.

[0100] Step S508: Obtain the current required torque of the engine, and then execute step S509.

[0101] Step S509: Filter the current required torque, and then execute step S510.

[0102] Step S510: Decouple the filtered current torque demand to obtain the engine gas circuit torque demand and the engine fuel circuit torque demand. Then, step S511 is executed.

[0103] Step S511: Control the engine gas circuit and the engine fuel circuit respectively according to the engine gas circuit required torque and the engine fuel circuit required torque. Then, execute step S503.

[0104] In the embodiment of the present application, by re-determining whether the vehicle's accelerator pedal is retracted after controlling the engine gas circuit and the engine combustion circuit respectively, it is possible to repeatedly detect whether the supercharger is experiencing surge, facilitating timely prevention of surge if it occurs. This implements a throttle slow-closing control strategy for extended-range vehicles based on the vehicle battery status, battery charge, and ambient temperature. The engine's required torque is divided into the engine gas circuit required torque and the combustion circuit required torque. Since the engine gas circuit required torque slowly decreases, the delayed throttle closing is achieved. The post-boost pressure drop is smooth and free of continuous fluctuations, and the boost pressure ratio avoids the surge line region, effectively resolving the compressor surge problem. Simultaneously, the actual engine output torque decreases rapidly without a significant increase in charge, avoiding the risk of battery overcharging.

[0105] Combine Figure 6As shown, another exemplary embodiment of the present application further provides a device for controlling an engine, including: a working condition identification module 610, a first acquisition module 620, a determination module 630, a second acquisition module 640 and a control module 650; the working condition identification module 610 is configured to identify the working condition of the engine and obtain a working condition identification result; the first acquisition module 620 is configured to obtain the oscillation wave intensity of the engine intake when the working condition identification result is that a surge working condition is identified; the determination module 630 is configured to determine whether a surge flag exists based on the oscillation wave intensity; the second acquisition module 640 is configured to obtain the engine gas circuit required torque and the engine fire circuit required torque when it is determined that a surge flag exists; the control module 650 is configured to control the engine gas circuit and the engine fire circuit respectively according to the engine gas circuit required torque and the engine fire circuit required torque.

[0106] Furthermore, the operating condition identification module 610 is configured to identify the operating condition of the engine and obtain an operating condition identification result in the following manner: obtaining the engine speed; when the engine speed is greater than a preset idle threshold, detecting the throttle state; when it is detected that the throttle state is in a preset throttle-lost state, determining that the operating condition identification result is that a surge operating condition is identified.

[0107] Furthermore, the first acquisition module 620 is configured to obtain the oscillation wave intensity of the engine intake air in the following manner: obtaining the post-boost temperature and post-boost pressure of a preset detection point; determining the air state parameters based on the post-boost temperature and post-boost pressure; the air state parameters include the gas adiabatic index and the gas constant; filtering the post-boost pressure using a preset band-pass filter to obtain the pulsating pressure, and filtering the post-boost pressure using a preset low-pass filter to obtain the average pressure; performing peak detection on the pulsating pressure to obtain a pulsating pressure peak curve, and determining the post-boost gas parameters based on the average pressure, the gas adiabatic index and the gas constant; the post-boost gas parameters include the post-boost gas sound velocity and the post-boost gas density; determining the oscillation wave intensity based on the pulsating pressure peak curve, the post-boost gas sound velocity and the post-boost gas density.

[0108] Furthermore, the first acquisition module 620 is configured to obtain the oscillation wave intensity of the engine intake in the following manner: obtaining the post-boost temperature, post-boost pressure and intake flow rate of preset detection points; determining the air state parameters based on the post-boost temperature and post-boost pressure; the air state parameters include the gas adiabatic index and the gas constant; filtering the intake flow rate using a preset band-pass filter to obtain the pulsating flow rate, and filtering the post-boost pressure using a preset low-pass filter to obtain the average pressure; performing peak detection on the pulsating flow rate to obtain a pulsating flow rate peak curve, and determining the post-boost gas parameters based on the average pressure, the gas adiabatic index and the gas constant; the post-boost gas parameters include the post-boost gas sound velocity and the post-boost gas density; determining the oscillation wave intensity based on the pulsating flow rate peak curve, the post-boost gas sound velocity and the post-boost gas density.

[0109] Furthermore, the determination module 630 is configured to determine whether a surge flag exists based on the oscillation wave intensity in the following manner: when the oscillation wave intensity is within a preset threshold range, the oscillation wave intensity is detected in real time; when it is detected that the oscillation wave intensity exceeds the preset threshold, it is determined that a surge flag exists.

[0110] Furthermore, the second acquisition module 640 is configured to obtain the engine gas circuit demand torque and the engine fire circuit demand torque in the following manner: judging the vehicle battery to obtain a judgment result; when the judgment result is that the vehicle battery is fully charged, or the vehicle battery ambient temperature is lower than a preset temperature, or there is a fault in the vehicle battery, then obtaining the current required torque of the engine; decoupling the current required torque to obtain the engine gas circuit demand torque and the engine fire circuit demand torque.

[0111] Furthermore, the control module 650 is configured to control the engine air circuit and the engine fire circuit according to the engine air circuit required torque and the engine fire circuit required torque respectively in the following manner: determining the throttle closing speed according to the engine air circuit required torque, and determining the fuel injection amount and the ignition angle according to the engine fire circuit required torque; the throttle closing speed is lower than a preset speed threshold; controlling the throttle closing according to the throttle closing speed so that the intake amount decreases slowly, and controlling the injector according to the fuel injection amount to reduce the fuel injection amount, and controlling the ignition advance angle retreat according to the ignition angle so that the engine output torque decreases rapidly.

[0112] It should be noted that the apparatus for controlling an engine provided in the above-mentioned embodiment and the method for controlling an engine provided in the above-mentioned embodiment are based on the same concept. The specific manner in which the various modules and units perform their operations has been described in detail in the method embodiment and will not be repeated here. In actual applications, the apparatus for controlling an engine provided in the above-mentioned embodiment can, as needed, allocate the above-mentioned functions to different functional modules, i.e., divide the internal structure of the apparatus into different functional modules to perform all or part of the functions described above. This is not a limitation herein.

[0113] Combine Figure 7 As shown, Figure 7 FIG. 1 shows a schematic structural diagram of a hybrid vehicle in one embodiment of the present application. Figure 7 As shown, the hybrid vehicle in the embodiment of the present application includes a vehicle controller 700, which may include one or more of the following components: a processor 701, a memory 702, and one or more application programs. The one or more application programs may be stored in the memory 702 and configured to be executed by the one or more processors 701. The one or more application programs are configured to execute the hybrid vehicle driving method described in the aforementioned method embodiment.

[0114] Processor 701 may include one or more processing cores. Processor 701 utilizes various interfaces and circuits to connect various components of the hybrid vehicle. It executes instructions, programs, code sets, or instruction sets stored in memory 702, as well as accesses data stored in memory 702, to perform various hybrid vehicle functions and process data. Optionally, processor 701 may be implemented using at least one of the following hardware forms: a digital signal processing (DSP), a field-programmable gate array (FPGA), or a programmable logic array (PLA). Processor 701 may integrate one or a combination of a central processing unit (CPU), a graphics processing unit (GPU), and a modem. The CPU primarily processes the operating system, user interface, and application programs; the GPU is responsible for rendering and drawing display content; and the modem handles wireless communications. It is understood that the modem may not be integrated into processor 701 and may instead be implemented via a separate communications chip.

[0115] Memory 702 may include random access memory (RAM) or read-only memory (ROM). Memory 702 may be used to store instructions, programs, code, code sets, or instruction sets. Memory 702 may include a program storage area and a data storage area. The program storage area may store instructions for implementing an operating system, instructions for implementing at least one function, and instructions for implementing the various method embodiments described above. The data storage area may also store data generated by the hybrid vehicle during use.

[0116] An embodiment of the present application also provides an electronic device, comprising: one or more processors; a memory for storing one or more programs, wherein when the one or more programs are executed by the one or more processors, the electronic device implements the method for controlling an engine provided in the above-mentioned embodiments.

[0117] The present application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the aforementioned network device traffic diversion control method. The computer-readable storage medium may be included in the electronic device described in the above embodiments, or may exist independently without being incorporated into the electronic device.

[0118] It should be noted that the computer-readable storage medium shown in the embodiments of the present application may include, but is not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a flash memory, an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. The computer program contained in the computer-readable storage medium may be transmitted using any suitable medium, including, but not limited to, wireless, wired, etc., or any suitable combination thereof.

[0119] The above content is only a preferred exemplary embodiment of the present application and is not intended to limit the implementation scheme of the present application. Ordinary technicians in this field can easily make corresponding changes or modifications based on the main ideas and spirit of the present application. Therefore, the scope of protection of the present application shall be based on the scope of protection required by the claims.

Claims

1. A method for controlling an engine, characterized in that: The method is applied to a hybrid vehicle equipped with a range-extending engine and implemented by electronic equipment in the hybrid vehicle; the method includes: Identify the engine's operating conditions and obtain the results; When the operating condition identification result is that a surge operating condition is identified, obtaining an oscillation wave intensity of the engine intake air; determining whether a surge flag exists according to the oscillation wave intensity; When it is determined that the surge flag is present, obtaining the engine gas circuit required torque and the engine fire circuit required torque; Controlling the engine gas circuit and the engine fire circuit respectively according to the engine gas circuit required torque and the engine fire circuit required torque; The engine gas circuit and the engine fire circuit are controlled respectively according to the engine gas circuit required torque and the engine fire circuit required torque, including: determining a throttle closing speed according to the engine gas circuit required torque, and determining a fuel injection amount and an ignition angle according to the engine fire circuit required torque; the throttle closing speed is lower than a preset speed threshold; controlling the throttle closing according to the throttle closing speed to slowly reduce the intake air amount, controlling the fuel injector according to the fuel injection amount to reduce the fuel injection amount, and controlling the ignition advance angle to retreat according to the ignition angle to quickly reduce the engine output torque; The electronic device includes a vehicle-mounted terminal, which includes a memory for storing a preset relationship table. The preset relationship table stores the correspondence between the engine gas circuit required torque and the valve closing speed, as well as the correspondence between the engine fire circuit required torque, the injection amount and the ignition angle, etc.

2. The method according to claim 1, characterized in that Identify the engine's operating conditions and obtain the following results: Get engine speed; When the engine speed is greater than a preset idle threshold, detecting the throttle state; When it is detected that the throttle state is in a preset throttle-off state, it is determined that the operating condition identification result is that a surge operating condition is identified.

3. The method according to claim 1, characterized in that Obtain the oscillation wave intensity of the engine intake, including: Obtain the post-boost temperature and post-boost pressure of the preset detection points; Determining air state parameters according to the post-pressurization temperature and the post-pressurization pressure; the air state parameters include a gas adiabatic index and a gas constant; Filtering the boosted pressure using a preset bandpass filter to obtain a pulsating pressure, and filtering the boosted pressure using a preset low-pass filter to obtain an average pressure; Performing peak detection on the pulsating pressure to obtain a pulsating pressure peak curve, and determining pressurized gas parameters according to the average pressure, the gas adiabatic index, and the gas constant; the pressurized gas parameters include the pressurized gas sound velocity and the pressurized gas density; The oscillation wave intensity is determined according to the pulsating pressure peak curve, the sound velocity of the pressurized gas, and the density of the pressurized gas.

4. The method according to claim 1, wherein Obtain the oscillation wave intensity of the engine intake, including: Obtain the post-boost temperature, post-boost pressure and intake air flow rate of the preset detection points; Determining air state parameters according to the post-pressurization temperature and the post-pressurization pressure; the air state parameters include a gas adiabatic index and a gas constant; Using a preset band-pass filter to filter the intake air flow to obtain a pulsating flow, and using a preset low-pass filter to filter the post-boost pressure to obtain an average pressure; Performing peak detection on the pulsating flow to obtain a pulsating flow peak curve, and determining pressurized gas parameters according to the average pressure, the gas adiabatic index, and the gas constant; the pressurized gas parameters include pressurized gas sound velocity and pressurized gas density; The oscillation wave intensity is determined according to the pulsating flow peak curve, the sound velocity of the pressurized gas, and the density of the pressurized gas.

5. The method according to claim 1, wherein Determining whether a surge flag exists according to the oscillation wave intensity includes: When the oscillation wave intensity is within a preset threshold range, performing real-time detection on the oscillation wave intensity; When it is detected that the oscillation wave intensity exceeds a preset threshold, it is determined that a surge flag exists.

6. The method according to claim 1, characterized in that Obtain the engine gas circuit required torque and the engine fire circuit required torque, including: Make a judgment on the vehicle battery and obtain a judgment result; If the vehicle battery is fully charged, or the vehicle battery ambient temperature is lower than a preset temperature, or the vehicle battery has a fault, the current required torque of the engine is obtained; The current required torque is decoupled to obtain the engine gas circuit required torque and the engine fire circuit required torque.

7. A device for controlling an engine, characterized in that: The device is applied to a hybrid vehicle equipped with a range-extending engine and is implemented by electronic equipment in the hybrid vehicle; the device includes: An operating condition identification module is configured to identify an operating condition of the engine and obtain an operating condition identification result; a first acquisition module configured to acquire an oscillation wave intensity of an engine intake when the operating condition identification result is that a surge operating condition is identified; a determination module configured to determine whether a surge flag exists according to the oscillation wave intensity; A second acquisition module is configured to acquire the engine gas circuit required torque and the engine fire circuit required torque when it is determined that the surge flag is present; a control module configured to control the engine gas circuit and the engine fire circuit respectively according to the engine gas circuit required torque and the engine fire circuit required torque; The engine gas circuit and the engine fire circuit are controlled respectively according to the engine gas circuit required torque and the engine fire circuit required torque, including: determining a throttle closing speed according to the engine gas circuit required torque, and determining a fuel injection amount and an ignition angle according to the engine fire circuit required torque; the throttle closing speed is lower than a preset speed threshold; controlling the throttle closing according to the throttle closing speed to slowly reduce the intake air amount, controlling the fuel injector according to the fuel injection amount to reduce the fuel injection amount, and controlling the ignition advance angle to retreat according to the ignition angle to quickly reduce the engine output torque; The electronic device includes a vehicle-mounted terminal, which includes a memory for storing a preset relationship table. The preset relationship table stores the correspondence between the engine gas circuit required torque and the valve closing speed, as well as the correspondence between the engine fire circuit required torque, the injection amount and the ignition angle, etc.

8. An electronic device, characterized in that: include: one or more processors; A storage device for storing one or more programs, which, when executed by the one or more processors, enables the electronic device to implement the method for controlling an engine as claimed in any one of claims 1 to 6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the method for controlling an engine according to any one of claims 1 to 6 is implemented.

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