An engine water temperature control method, device and electronic equipment

Abstract

The application relates to the technical field of vehicle control, in particular to an engine water temperature control method and device and electronic equipment. In the method, when a preset periodic time node is reached, a set of ignition advance angle correction values of an engine in a periodic time period is acquired, the set of ignition advance angle correction values comprises multiple data points, and each data point represents an adjustment amount of the ignition advance angle of the engine under specific rotation speed and torque. Based on the set of ignition advance angle correction values, an adjustment value of the ignition advance angle of the engine in a high rotation speed and high torque region in the periodic time period is determined. A preset correction rule is adopted to determine a correction temperature value based on the adjustment value and a correction temperature cumulative value. The rotation speed of an engine fan is adjusted based on the correction temperature value to control the water temperature of the engine. The above scheme can control the water temperature of the engine within a proper range and prevent the engine from knocking.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to an engine coolant temperature control method, device and electronic equipment. Background Technology

[0002] Knocking is an abnormal combustion phenomenon that occurs in an engine under high temperature and pressure conditions due to unstable fuel combustion. It not only damages engine components but also reduces engine performance and efficiency. Knocking is more likely to occur in high-temperature environments when engine coolant temperature is high, posing a serious threat to the long-term stable operation of the engine.

[0003] How to control the engine coolant temperature within a suitable range to prevent engine knocking has become a debatable issue. Summary of the Invention

[0004] This application provides an engine coolant temperature control method, device, and electronic device to control the engine coolant temperature within a suitable range and prevent engine knocking.

[0005] In a first aspect, embodiments of this application provide an engine coolant temperature control method, the method comprising:

[0006] When the preset cycle time node is reached, the set of ignition advance angle correction values ​​of the engine within the cycle time period is obtained. The set of ignition advance angle correction values ​​includes multiple data points, and each data point represents the adjustment amount of the ignition advance angle of the engine at a specific speed and torque.

[0007] Based on the set of ignition advance angle correction values, the adjustment value of the ignition advance angle is determined when the engine is in the high speed and high torque region within the periodic time.

[0008] The correction temperature value is determined based on the adjustment value and the cumulative correction temperature value using a preset correction rule. The cumulative correction temperature value is the sum of all correction temperatures during engine operation.

[0009] The engine fan speed is adjusted based on the corrected temperature value to control the engine coolant temperature.

[0010] Optionally, the above set of ignition advance angle correction values ​​is obtained by subtracting the final ignition advance angle adjustment value of each cylinder in the engine from the basic ignition advance angle value.

[0011] Optionally, the above uses a preset correction rule to determine the correction temperature value based on the adjustment value and the cumulative correction temperature value, specifically including:

[0012] Determine whether the adjustment value is within the preset first range, and whether the temperature accumulation value is within the preset second range;

[0013] If the adjustment value is within the preset first range and the corrected temperature accumulation value is not within the preset second range, return to the preset cycle time node and obtain the set of engine ignition advance angle correction values ​​within the cycle time period.

[0014] If the adjustment value is greater than the upper limit of the first range, the temperature accumulation value is corrected to the second range, and the corrected temperature value is determined to be the preset first temperature value.

[0015] If the adjustment value is less than the lower limit of the first range, the accumulated temperature value is corrected to the second range, and the corrected temperature value is determined to be the preset second temperature value.

[0016] Optionally, the above-mentioned method of determining the correction temperature value based on the adjustment value and the cumulative correction temperature value using a preset correction rule also includes:

[0017] If the adjustment value is greater than the upper limit of the first range, and the cumulative correction temperature value is not within the second range, then the correction temperature value is determined to be the upper limit of the second range.

[0018] If the adjustment value is less than the lower limit of the first range, and the cumulative corrected temperature value is not within the second range, then the corrected temperature value is determined to be the lower limit of the second range.

[0019] Optionally, the above-mentioned adjustment value for the ignition advance angle, based on the set of ignition advance angle correction values, is determined when the engine is in the high speed and high torque region within the periodic time. Specifically, this includes:

[0020] Determine the set of data points in the ignition advance angle correction value set where the engine speed is greater than a preset speed threshold and the torque is greater than a preset torque threshold;

[0021] Calculate the average value of the set of data points as the adjustment value.

[0022] Optionally, the above methods also include:

[0023] The set of ignition advance angle correction values ​​is standardized according to the preset processing rules.

[0024] Secondly, embodiments of this application provide an engine coolant temperature control device, comprising:

[0025] The transceiver module acquires the set of ignition advance angle correction values ​​of the engine within the preset period when the preset period time node is reached. The set of ignition advance angle correction values ​​includes multiple data points, and each data point represents the adjustment amount of the ignition advance angle of the engine at a specific speed and torque.

[0026] The processing module is used to determine the set of data points in the ignition advance angle correction value set where the engine speed is greater than a preset speed threshold and the torque is greater than a preset torque threshold, and to calculate the adjustment value of the data point set.

[0027] The processing module is also used to determine the correction temperature value based on the adjustment value and the cumulative correction temperature value using a preset correction rule. The cumulative correction temperature value is the sum of all correction temperatures during engine operation.

[0028] The control module is used to adjust the speed of the engine fan based on a corrected temperature value in order to control the engine coolant temperature.

[0029] Thirdly, embodiments of this application provide an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the computer program is executed by the processor, the processor enables the processor to implement any of the engine coolant temperature control methods described in the first aspect above.

[0030] Fourthly, embodiments of this application also provide a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the engine coolant temperature control method of any one of the first aspects.

[0031] Fifthly, embodiments of this application also provide a computer program product, including a computer program executed by a processor to implement the engine coolant temperature control method as described in any of the first aspects above.

[0032] The technical effects of any of the implementation methods in aspects two through five can be found in the technical effects of the corresponding implementation methods in aspect one, and will not be repeated here. Attached Figure Description

[0033] Figure 1 A flowchart of an engine coolant temperature control method provided in this application embodiment;

[0034] Figure 2 An exemplary flowchart of engine coolant temperature control provided for embodiments of this application;

[0035] Figure 3 A schematic diagram of an engine coolant temperature control device provided in an embodiment of this application;

[0036] Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail 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 in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0038] The application scenarios described in this application are for the purpose of more clearly illustrating the technical solutions of this application, and do not constitute a limitation on the technical solutions provided in this application. Those skilled in the art will understand that with the emergence of new application scenarios, the technical solutions provided in this application are also applicable to similar technical problems. In the description of this application, unless otherwise stated, "multiple" means two or more.

[0039] Knocking is an abnormal combustion phenomenon that occurs in an engine under high temperature and pressure conditions due to unstable fuel combustion. It not only damages engine components but also reduces engine performance and efficiency. When engine coolant temperature rises, the high-temperature environment makes knocking more likely, posing a serious threat to the long-term stable operation of the engine. How to control the engine coolant temperature within a suitable range to prevent engine knocking has become a debatable issue.

[0040] To address the aforementioned problems, this application provides an engine coolant temperature control method. In this method, when a preset cycle time node is reached, a set of ignition advance angle correction values ​​for the engine within the cycle time period is acquired. This set of ignition advance angle correction values ​​includes multiple data points, each representing the adjustment amount of the ignition advance angle at a specific engine speed and torque. Based on the set of ignition advance angle correction values, the adjustment value of the ignition advance angle for the engine in the high-speed and high-torque region within the cycle time period is determined. Using a preset correction rule, a correction temperature value is determined based on the adjustment value and the accumulated correction temperature value, where the accumulated correction temperature value is the sum of all correction temperatures during engine operation. The engine fan speed is adjusted based on the correction temperature value to control the engine coolant temperature.

[0041] Thus, this application determines whether to adjust the temperature by using the ignition advance angle correction value and the accumulated temperature value. Since the ignition advance angle correction value directly reflects the engine's operating state, it considers various factors such as engine speed, load, and fuel quality. Therefore, adjusting the engine fan coolant temperature using the ignition advance angle correction value allows for a more precise perception and adaptation to the engine's actual operating state, resulting in more accurate temperature control. This helps prevent engine knocking caused by overheating and ensures stable engine operation. Simultaneously, this application also considers the accumulated temperature correction value. By accumulating and adjusting the fan coolant temperature, the resulting corrected temperature value more accurately reflects the engine's actual thermal state, thereby improving the precision of coolant temperature control.

[0042] like Figure 1 As shown in the flowchart of an embodiment of this application, an engine coolant temperature control method may include the following steps.

[0043] Step 101: When the preset cycle time node is reached, obtain the set of ignition advance angle correction values ​​of the engine within the cycle time period.

[0044] The ignition advance angle correction value set includes multiple data points. Each data point represents the adjustment amount of the ignition advance angle at a specific engine speed and torque.

[0045] It is understood that the aforementioned cycle can be preset by those skilled in the art. The cycle can also be modified based on the actual application scenario. For example, the cycle can be 10 minutes. Or, for example, the cycle can be 5 minutes.

[0046] In one alternative embodiment, the set of ignition advance angle correction values ​​is obtained by subtracting the final ignition advance angle adjustment value of each cylinder in the engine from the base ignition advance angle value.

[0047] The final ignition advance angle adjustment value is the crankshaft angle relative to the ignition time before the piston reaches top dead center. The base ignition advance angle value is a basic ignition advance angle value determined by the engine manufacturer based on engine design and test data.

[0048] For example, the ignition advance angle correction value can satisfy the following formula:

[0049] ΔP = Pfinal - Pbase

[0050] Where ΔP is the ignition advance angle correction value. Pfinal is the final ignition advance angle adjustment value. Pbase is the base ignition advance angle value.

[0051] Optionally, after obtaining the set of ignition advance angle correction values, the set can be standardized according to preset processing rules. For example, filtering can be used to remove outliers from the set of ignition advance angle correction values. This ensures the accuracy and reliability of the data, preventing them from adversely affecting subsequent analysis or control strategies.

[0052] Step 102: Based on the set of ignition advance angle correction values, determine the adjustment value of the ignition advance angle when the engine is in the high speed and high torque region within the periodic time.

[0053] In one optional embodiment, a set of data points in the ignition advance angle correction value set where the engine speed is greater than a preset speed threshold and the torque is greater than a preset torque threshold can be determined; the average value of the data point set is calculated as the adjustment value.

[0054] Optionally, weights can be assigned to each data point based on the data point collection frequency, accuracy, or other factors, and the weighted average of the data point set can be calculated as an adjustment value.

[0055] Optionally, the data points can be arranged in order of size, and the number in the middle position, i.e., the median, can be used as an adjustment value.

[0056] Optionally, the most frequent number in the data set, i.e., the mode, can be used as the adjustment value.

[0057] It is understood that the aforementioned speed and torque thresholds can be preset by those skilled in the art. These thresholds can also be modified based on actual application scenarios. For example, a speed threshold of 800 r / min can be assumed, and a torque threshold of 300 Nm can be assumed.

[0058] By focusing on data points within the higher speed and torque operating range, a more precise data point set can be determined. This facilitates subsequent optimization of engine performance under high load and high speed based on the data point set. Simultaneously, by calculating the adjustment values ​​of the data point set, a more representative ignition advance angle correction value can be obtained, thereby improving control accuracy. This helps ensure that the engine maintains optimal performance under various operating conditions.

[0059] Step S103: Using a preset correction rule, determine the correction temperature value based on the adjustment value and the cumulative correction temperature value.

[0060] The cumulative corrected temperature value is the sum of all corrected temperatures during engine operation.

[0061] For example, suppose the first temperature correction value during engine operation is -1, and the second value is 1. Then the cumulative temperature correction value is -1 + 1 = 0. As another example, suppose the first temperature correction value during engine operation is -1, and the second value is -1. Then the cumulative temperature correction value is -1 - 1 = -2.

[0062] In one optional embodiment, the adjustment value can be compared with the upper and lower limits of a preset first range to determine whether the adjustment value is within the first range. The cumulative corrected temperature value can be compared with the upper and lower limits of a preset second range to determine whether the cumulative corrected temperature value is within the second range. If the adjustment value is less than or equal to the upper limit of the first range and greater than or equal to the lower limit of the first range, then the adjustment value is determined to be within the first range. If the adjustment value is greater than the upper limit of the first range or less than the lower limit of the first range, then the adjustment value is determined to be outside the first range. If the cumulative corrected temperature value is less than or equal to the upper limit of the second range and greater than or equal to the lower limit of the second range, then the cumulative corrected temperature value is determined to be within the second range. If the adjustment value is greater than the upper limit of the second range or less than the lower limit of the second range, then the adjustment value is determined to be outside the second range.

[0063] In this way, by determining whether the adjustment value is within a preset first range and whether the cumulative temperature correction value is within a preset second range, and by determining the method for adjusting the temperature, the engine's operating status can be accurately judged. This precise control helps ensure that the engine operates in optimal condition. At the same time, by setting the range of the cumulative temperature correction value, it can be ensured that the fan coolant temperature will not be over-adjusted, thus maintaining it within a relatively stable range and reducing the uncertainty and risk of knocking.

[0064] If the adjustment value is within the preset first range, and the cumulative temperature correction value is not within the preset second range, return to the preset cycle time node and obtain the set of engine ignition advance angle correction values ​​within the cycle time period.

[0065] For example, suppose the upper limit of the first range is 0.3 degrees, and the lower limit is -0.3 degrees. Suppose the lower limit of the second range is -3 degrees, and the upper limit is 4 degrees. The adjustment value is 0.1 degrees, and the cumulative temperature correction value is 5 degrees. The adjustment value of 0.1 is greater than the lower limit of the first range (-0.3) and less than the upper limit of the first range (0.3), falling within the preset first range. The cumulative temperature correction value of 5 is greater than the upper limit of the second range (4), falling outside the preset second range. Then, the process returns to retrieve the set of ignition advance angle correction values ​​for the engine within the preset period when the preset periodic time node is reached.

[0066] In this way, by determining that the adjustment value is within the preset first range, correcting the temperature accumulation value when it is not within the preset second range, and returning to execute the process of re-acquiring data and calculating the adjustment value, the system's adaptability can be significantly improved, the control strategy optimized, error accumulation reduced, system stability improved, energy saved, engine life extended, and fault diagnosis and maintenance facilitated.

[0067] If the adjustment value is greater than the upper limit of the first range, the accumulated temperature value is corrected to the second range, and the corrected temperature value is determined to be the preset first temperature value.

[0068] For example, suppose the upper limit of the first range is 0.3 degrees Celsius, and the lower limit is -0.3 degrees Celsius. Suppose the lower limit of the second range is -3 degrees Celsius, and the upper limit is 4 degrees Celsius. The adjustment value is 0.4 degrees Celsius, and the cumulative corrected temperature value is 3 degrees Celsius. The adjustment value of 0.4 is greater than the upper limit of the first range (0.3), and is not within the preset first range. The cumulative corrected temperature value of 3 is greater than the lower limit of the second range (-3), but less than the lower limit of the second range (4), and is within the preset second range. This indicates that knocking has not occurred, and the engine fan speed can be reduced to decrease the engine fan power consumption. The corrected temperature value is determined to be the preset first temperature value, such as ΔT = 1.

[0069] If the adjustment value is less than the lower limit of the first range, the accumulated temperature value is corrected to the second range, and the corrected temperature value is determined to be the preset second temperature value.

[0070] For example, suppose the upper limit of the first range is 0.3 degrees Celsius, and the lower limit is -0.3 degrees Celsius. Suppose the lower limit of the second range is -3 degrees Celsius, and the upper limit is 4 degrees Celsius. The adjustment value is -0.4 degrees Celsius, and the cumulative corrected temperature value is 3 degrees Celsius. The adjustment value -0.4 is less than the lower limit of the first range (-0.3), and is not within the preset first range. The cumulative corrected temperature value 3 is greater than the lower limit of the second range (-3) but less than the upper limit of the second range (4), and is within the preset second range. This indicates that knocking has occurred, and the fan speed can be increased. The corrected temperature value is then set to the preset second temperature value, such as ΔT = 1.

[0071] If the adjustment value is greater than the upper limit of the first range, and the cumulative correction temperature value is not within the second range, then the correction temperature value is determined to be the upper limit of the second range.

[0072] For example, suppose the upper limit of the first range is 0.3 degrees, and the lower limit is -0.3 degrees. Suppose the lower limit of the second range is -3 degrees, and the upper limit is 4 degrees. The adjustment value is 0.5 degrees, and the cumulative corrected temperature value is 5 degrees. The adjustment value of 0.5 is greater than the upper limit of the first range (0.3 degrees) and is not within the preset first range. The cumulative corrected temperature value of 5 is greater than the upper limit of the second range (4 degrees) and is not within the preset second range. Therefore, the corrected temperature value is determined to be the upper limit of the second range, 4 degrees.

[0073] If the adjustment value is less than the lower limit of the first range, and the cumulative corrected temperature value is not within the second range, then the corrected temperature value is determined to be the lower limit of the second range.

[0074] For example, suppose the upper limit of the first range is 0.3 degrees, and the lower limit is -0.3 degrees. Suppose the lower limit of the second range is -3 degrees, and the upper limit is 4 degrees. The adjustment value is -0.5 degrees, and the cumulative corrected temperature value is 5 degrees. The adjustment value -0.5 is less than the lower limit of the first range (-0.3), and is not within the preset first range. The cumulative corrected temperature value 5 is greater than the upper limit of the second range (4), and is not within the preset second range. Therefore, the corrected temperature value is determined to be the lower limit of the second range -3.

[0075] By combining the adjustment value and the cumulative corrected temperature value, the actual engine temperature can be determined more accurately, and the corrected temperature value can be precisely determined. This helps improve the accuracy of engine temperature control and ensures that the engine operates within its optimal temperature range.

[0076] Step S104: Adjust the engine fan speed based on the corrected temperature value to control the engine coolant temperature.

[0077] As shown in Table 1, this application provides a schematic table illustrating the relationship between the fan set speed and the fan water temperature.

[0078] Table 1 Relationship between fan speed setting and fan water temperature

[0079]

[0080] The fan speed settings are as follows: 0 rpm for a water temperature of 85℃; 200 rpm for a water temperature of 87℃; 400 rpm for a water temperature of 89℃; 650 rpm for a water temperature of 91℃; 900 rpm for a water temperature of 93℃; 1200 rpm for a water temperature of 97℃; and 2000 rpm for a water temperature of 100℃.

[0081] As shown in Table 1, the set fan speed increases with the rise in fan coolant temperature. This indicates a positive correlation between fan speed and coolant temperature. Therefore, an appropriate temperature can be maintained by adjusting the fan speed. This application adjusts the engine fan speed based on a corrected temperature value to control the engine coolant temperature, achieving precise control: adjusting the fan speed based on real-time or corrected temperature values ​​ensures precise control of the engine coolant temperature. This helps prevent excessively high or low coolant temperatures, thus protecting the engine from overheating or overcooling damage. Simultaneously, precise control of engine temperature also avoids unnecessary energy loss.

[0082] Optionally, engine coolant temperature control can be stopped when the engine is turned off. This timely termination of the engine coolant temperature control process when the engine is off prevents unnecessary operations from continuing when the engine is not running, saving energy and computing resources.

[0083] like Figure 2 As shown in the figure, this application provides an exemplary flowchart of an engine coolant temperature control method, which may include the following steps:

[0084] Step S201: When the preset cycle time node is reached, obtain the set of ignition advance angle correction values ​​of the engine within the cycle time period;

[0085] Step S202: Determine the set of data points in the ignition advance angle correction value set where the engine speed is greater than the preset speed threshold and the torque is greater than the preset torque threshold, and calculate the average value of the data point set as the adjustment value;

[0086] Step S203: Determine whether the adjustment value is within the preset first range and whether the temperature accumulation value is within the preset second range;

[0087] Step S204: If the adjustment value is within the preset first range, and the accumulated temperature value is not within the preset second range, return to step S201.

[0088] Step S205: If the adjustment value is greater than the upper limit of the first range, the temperature accumulation value is corrected to the second range, and the corrected temperature value is determined to be the preset first temperature value.

[0089] Step S206: If the adjustment value is less than the lower limit of the first range, the temperature accumulation value is corrected to the second range, and the corrected temperature value is determined to be the preset second temperature value.

[0090] Step S207: If the adjustment value is greater than the upper limit of the first range, and the cumulative correction temperature value is not in the second range, determine that the correction temperature value is the upper limit of the second range.

[0091] Step S208: If the adjustment value is less than the lower limit of the first range, the cumulative correction temperature value is not within the second range, and the correction temperature value is determined to be the lower limit of the second range.

[0092] Step S209: Adjust the engine fan speed based on the corrected temperature value to control the engine coolant temperature.

[0093] Figure 3 This is a schematic diagram of an engine coolant temperature control device provided in an embodiment of this application. Figure 3 As shown, the device includes: a transceiver module 301, a processing module 302, and a control module 303.

[0094] The transceiver module 301 acquires the set of ignition advance angle correction values ​​of the engine within the preset period when the preset period time node arrives. The set of ignition advance angle correction values ​​includes multiple data points, and each data point represents the adjustment amount of the ignition advance angle of the engine at a specific speed and torque.

[0095] Processing module 302 is used to determine the adjustment value of ignition advance angle of the engine in the high speed and high torque region within a periodic time period based on the set of ignition advance angle correction values;

[0096] The processing module 302 is also used to determine the correction temperature value based on the adjustment value and the cumulative correction temperature value using a preset correction rule, wherein the cumulative correction temperature value is the sum of all correction temperatures during engine operation.

[0097] The control module 303 is used to adjust the speed of the engine fan based on a corrected temperature value in order to control the engine coolant temperature.

[0098] Optionally, the above set of ignition advance angle correction values ​​is obtained by subtracting the final ignition advance angle adjustment value of each cylinder in the engine from the basic ignition advance angle value.

[0099] Optionally, the above uses a preset correction rule to determine the correction temperature value based on the adjustment value and the cumulative correction temperature value. The processing module 302 is specifically used for:

[0100] Determine whether the adjustment value is within the preset first range, and whether the temperature accumulation value is within the preset second range;

[0101] If the adjustment value is within the preset first range and the corrected temperature accumulation value is not within the preset second range, return to the preset cycle time node and obtain the set of engine ignition advance angle correction values ​​within the cycle time period.

[0102] If the adjustment value is greater than the upper limit of the first range, the temperature accumulation value is corrected to the second range, and the corrected temperature value is determined to be the preset first temperature value.

[0103] If the adjustment value is less than the lower limit of the first range, the accumulated temperature value is corrected to the second range, and the corrected temperature value is determined to be the preset second temperature value.

[0104] Optionally, the above uses a preset correction rule to determine the correction temperature value based on the adjustment value and the cumulative correction temperature value. The processing module 302 is also used for:

[0105] If the adjustment value is greater than the upper limit of the first range, and the cumulative correction temperature value is not within the second range, then the correction temperature value is determined to be the upper limit of the second range.

[0106] If the adjustment value is less than the lower limit of the first range, and the cumulative corrected temperature value is not within the second range, then the corrected temperature value is determined to be the lower limit of the second range.

[0107] Optionally, the above-mentioned set of ignition advance angle correction values ​​determines the adjustment value of the engine's ignition advance angle in the high-speed and high-torque regions within a periodic time. The processing module 302 is specifically used for:

[0108] Determine the set of data points in the ignition advance angle correction value set where the engine speed is greater than a preset speed threshold and the torque is greater than a preset torque threshold;

[0109] Calculate the average value of the set of data points as the adjustment value.

[0110] Optionally, the processing module 302 is also used for:

[0111] The set of ignition advance angle correction values ​​is standardized according to the preset processing rules.

[0112] Based on the same technical concept, this application also provides an electronic device that can realize the function of the aforementioned engine water temperature control device.

[0113] Figure 4This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0114] At least one processor 401 and a memory 402 connected to at least one processor 401. In this embodiment, the specific connection medium between the processor 401 and the memory 402 is not limited. Figure 4 The example shown is the connection between processor 401 and memory 402 via bus 400. Bus 400 is... Figure 4 The connections between other components are indicated by thick lines and are for illustrative purposes only, not as limiting information. The 400 bus can be divided into address bus, data bus, control bus, etc., for ease of representation. Figure 4 The term is represented by a single thick line, but this does not imply that there is only one bus or one type of bus. Alternatively, processor 401 can also be called a controller; there is no restriction on the name.

[0115] In this embodiment, memory 402 stores instructions executable by at least one processor 401. By executing the instructions stored in memory 402, at least one processor 401 can execute a distributed training method as described above. Processor 401 can implement... Figure 3 The functions of each module in the device shown.

[0116] The processor 401 is the control center of the device. It can connect to various parts of the control device through various interfaces and lines. By running or executing instructions stored in memory 402 and calling data stored in memory 402, the processor can perform various functions and process data, thereby monitoring the device as a whole.

[0117] In one possible design, processor 401 may include one or more processing units. Processor 401 may integrate an application processor and a modem processor, wherein the application processor mainly handles the operating system, driver interface, and applications, and the modem processor mainly handles wireless communication. It is understood that the modem processor may also not be integrated into processor 401. In some embodiments, processor 401 and memory 402 may be implemented on the same chip; in some embodiments, they may also be implemented on separate chips.

[0118] Processor 401 can be a general-purpose processor, such as a central processing unit (CPU), digital signal processor, application-specific integrated circuit, field-programmable gate array or other programmable logic device, discrete gate or transistor logic device, or discrete hardware component, capable of implementing or executing the methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor can be a microprocessor or any conventional processor. The steps of a distributed training method disclosed in the embodiments of this application can be directly manifested as execution by a hardware processor, or execution by a combination of hardware and software modules within the processor.

[0119] Memory 402, as a non-volatile computer-readable storage medium, can be used to store non-volatile software programs, non-volatile computer-executable programs, and modules. Memory 402 may include at least one type of storage medium, such as flash memory, hard disk, multimedia card, card-type memory, random access memory (RAM), static random access memory (SRAM), programmable read-only memory (PROM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), magnetic storage, magnetic disk, optical disk, etc. Memory 402 can be any other medium capable of carrying or storing desired program code in the form of instructions or data structures that can be accessed by a computer, but is not limited thereto. In the embodiments of this application, memory 402 can also be a circuit or any other device capable of implementing storage functions for storing program instructions and / or data.

[0120] By designing and programming the processor 401, the code corresponding to a distributed training method described in the foregoing embodiments can be embedded into the chip, enabling the chip to execute it during runtime. Figure 2 The illustrated embodiment presents a distributed training method. How to design and program the processor 401 is a technique well-known to those skilled in the art and will not be described further here.

[0121] It should be noted that the electronic device provided in this application embodiment can implement all the method steps implemented in the above method embodiment and can achieve the same technical effect. Here, the parts that are the same as those in the method embodiment and the beneficial effects will not be described in detail.

[0122] This application also provides a computer-readable storage medium storing computer-executable instructions for causing a computer to execute a distributed training method described in the above embodiments.

[0123] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0124] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to this application. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the function specified in one or more boxes.

[0125] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0126] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0127] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A method for controlling engine coolant temperature, characterized in that, The method includes: When the preset cycle time node is reached, the set of ignition advance angle correction values ​​of the engine within the cycle time period is obtained. The set of ignition advance angle correction values ​​includes multiple data points, and each data point represents the adjustment amount of the ignition advance angle of the engine at a specific speed and torque. Based on the set of ignition advance angle correction values, the adjustment value of the ignition advance angle of the engine in the high speed and high torque region during the periodic time is determined; A preset correction rule is used to determine a correction temperature value based on the adjustment value and the cumulative correction temperature value, wherein the cumulative correction temperature value is the sum of all correction temperatures during the engine operation period; The engine fan speed is adjusted based on the corrected temperature value to control the engine coolant temperature; The step of determining the correction temperature value based on the preset correction rule, the adjusted value, and the cumulative correction temperature value specifically includes: Determine whether the adjustment value is within a preset first range and whether the cumulative corrected temperature value is within a preset second range; If the adjustment value is within a preset first range and the cumulative correction temperature value is not within a preset second range, return to the preset cycle time node and obtain the set of ignition advance angle correction values ​​of the engine within the cycle time period. If the adjustment value is greater than the upper limit of the first range, and the cumulative value of the corrected temperature is within the second range, then the corrected temperature value is determined to be a preset first temperature value. If the adjustment value is less than the lower limit of the first range, and the cumulative value of the corrected temperature is within the second range, then the corrected temperature value is determined to be a preset second temperature value. If the adjustment value is greater than the upper limit of the first range, and the cumulative corrected temperature value is not within the second range, then the corrected temperature value is determined to be the upper limit of the second range. If the adjustment value is less than the lower limit of the first range, and the cumulative value of the corrected temperature is not within the second range, then the corrected temperature value is determined to be the lower limit of the second range. The determination of the ignition advance angle adjustment value for the engine in the high-speed and high-torque region within the periodic time, based on the set of ignition advance angle correction values, specifically includes: Determine the set of data points in the ignition advance angle correction value set where the engine speed is greater than a preset speed threshold and the torque is greater than a preset torque threshold; The average value of the set of data points is calculated as the adjustment value.

2. The method according to claim 1, characterized in that, The set of ignition advance angle correction values ​​is obtained by subtracting the final ignition advance angle adjustment value of each cylinder in the engine from the basic ignition advance angle value.

3. The method according to claim 1, characterized in that, The method further includes: The set of ignition advance angle correction values ​​is standardized according to preset processing rules.

4. An engine coolant temperature control device, operated using the engine coolant temperature control method according to any one of claims 1-3, characterized in that, include: The transceiver module acquires a set of ignition advance angle correction values ​​for the engine within a preset period when the preset period time node is reached. The set of ignition advance angle correction values ​​includes multiple data points, each data point representing the adjustment amount of the ignition advance angle of the engine at a specific speed and torque. The processing module is used to determine the adjustment value of the ignition advance angle of the engine in the high speed and high torque region within the periodic time period based on the set of ignition advance angle correction values. The processing module is further configured to determine a correction temperature value based on the adjustment value and the cumulative correction temperature value using a preset correction rule, wherein the cumulative correction temperature value is the sum of all correction temperatures during the engine operation period; The control module is used to adjust the speed of the engine fan based on the corrected temperature value in order to control the engine's water temperature.

5. An electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the method as described in any one of claims 1-3.

6. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that causes the computer to perform the method of any one of claims 1-3.

7. A computer program product, characterized in that, When the computer program product is invoked by a computer, it causes the computer to perform the method as described in any one of claims 1-3.

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