Engine intake pressure control method, device, engine and storage medium

Abstract

The present invention discloses an engine intake pressure control method, device, engine and storage medium. The engine intake pressure control method comprises: obtaining a first intake temperature of the engine under the current working condition, and determining a second intake temperature of the engine under the current working condition according to the first intake temperature; when the second intake temperature is within a set temperature deviation range, obtaining the measured intake pressure of the engine under the current working condition, and adjusting the ignition advance angle according to the measured intake pressure and the second intake temperature to reduce the engine intake temperature or engine explosion pressure of the engine. The present invention realizes automatic adjustment of the intake pressure and improves the range of the engine's adaptation to the ambient temperature.

Description

Technical Field

[0001] The present invention relates to the field of engine technology, and in particular to an engine intake pressure control method, device, engine and storage medium. Background Art

[0002] The automobile engine is a device that provides power for the automobile. It is the heart of the automobile and determines the power, economy, stability and environmental protection of the automobile. At present, the engine intake temperature and exhaust temperature are greatly affected by the ambient temperature. The influence of the ambient temperature on the intake and exhaust temperature of each engine is different. In addition, it is difficult to take into account the intake and exhaust temperatures under various working conditions during the engine development process. Summary of the invention

[0003] The present invention provides an engine intake pressure control method, device, engine and storage medium to solve the problem that as the ambient temperature changes, the engine exhaust temperature and explosion pressure have the risk of exceeding the limit, thereby affecting the engine reliability.

[0004] According to one aspect of the present invention, a method for controlling an engine intake pressure is provided, the method comprising:

[0005] Acquiring a first intake air temperature of the engine under a current operating condition, and determining a second intake air temperature of the engine under the current operating condition according to the first intake air temperature;

[0006] When the second intake air temperature is within a set temperature deviation range, the measured intake air pressure of the engine under the current operating condition is obtained, and the ignition advance angle is adjusted according to the measured intake air pressure and the second intake air temperature to reduce the engine intake air temperature or engine explosion pressure of the engine.

[0007] Optionally, after obtaining the first intake air temperature of the engine under the current operating condition, the method further includes:

[0008] Obtaining a type test intake temperature of the engine under the current operating condition;

[0009] Determining a second intake air temperature of the engine under the current operating condition according to the first intake air temperature includes:

[0010] A second intake air temperature of the engine under the current operating condition is determined according to the first intake air temperature and the type test intake air temperature.

[0011] Optionally, determining a second intake temperature of the engine under the current operating condition according to the first intake temperature and the type test intake temperature includes:

[0012] If the ratio of the first intake temperature to the type test intake temperature is greater than a first temperature threshold, or the ratio of the first intake temperature to the type test intake temperature is less than a second temperature threshold, the second intake temperature of the engine under the current operating condition is determined based on the first intake temperature.

[0013] Optionally, when determining the second intake air temperature of the engine under the current operating condition according to the first intake air temperature, the method further includes:

[0014] Obtaining the actually measured ambient temperature, the final test ambient temperature and the temperature influencing factor of the engine under the current working condition;

[0015] Determining a second intake air temperature of the engine under the current operating condition according to the first intake air temperature includes:

[0016] A second intake temperature of the engine under the current operating condition is determined according to the first intake temperature, the measured ambient temperature, the type test ambient temperature, and the temperature influencing factor.

[0017] Optionally, adjusting the ignition advance angle according to the measured intake pressure and the second intake temperature to reduce the engine intake temperature or the engine explosion pressure of the engine includes:

[0018] If the measured intake pressure is greater than the engine explosion pressure, adjusting the ignition advance angle to reduce the engine explosion pressure of the engine;

[0019] If the measured intake pressure is less than or equal to the engine explosion pressure, and the second intake temperature is greater than the engine intake temperature, the ignition advance angle is adjusted to reduce the engine intake temperature of the engine.

[0020] Optionally, the engine intake pressure control method further includes:

[0021] When the second intake air temperature is not within the set temperature deviation range, an engine air leakage fault is reported.

[0022] Optionally, obtaining a first intake air temperature of the engine under the current operating condition includes:

[0023] When it is detected that the amount of engine operation data exceeds a set amount limit, the first intake air temperature of the engine under the current working condition is obtained.

[0024] According to another aspect of the present invention, there is provided an engine intake air pressure control device, the engine intake air pressure control device comprising:

[0025] A second intake air temperature determination module, configured to obtain a first intake air temperature of the engine under a current operating condition, and determine a second intake air temperature of the engine under the current operating condition according to the first intake air temperature;

[0026] The engine control module is used to obtain the actual intake pressure of the engine under the current operating condition when the second intake temperature is within the set temperature deviation range, and adjust the ignition advance angle according to the actual intake pressure and the second intake temperature to reduce the engine intake temperature or engine explosion pressure of the engine.

[0027] According to another aspect of the present invention, there is provided an engine, the engine comprising:

[0028] at least one processor; and,

[0029] a memory communicatively connected to the at least one processor; wherein,

[0030] The memory stores a computer program that can be executed by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the engine intake pressure control method described in any embodiment of the present invention.

[0031] According to another aspect of the present invention, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the engine intake pressure control method described in any embodiment of the present invention when executed.

[0032] The technical solution of the embodiment of the present invention is to obtain the first intake temperature of the engine under the current working condition, and determine the second intake temperature of the engine under the current working condition according to the first intake temperature; when the second intake temperature is within the set temperature deviation range, obtain the measured intake pressure of the engine under the current working condition, and adjust the ignition advance angle according to the measured intake pressure and the second intake temperature to reduce the engine intake temperature or engine explosion pressure of the engine. The present invention solves the problem that the engine exhaust temperature and explosion pressure have the risk of exceeding the limit as the ambient temperature changes, thereby affecting the reliability of the engine, realizes the automatic adjustment of the intake pressure, and improves the range of the engine to adapt to the ambient temperature.

[0033] It should be understood that the contents described in this section are not intended to identify the key or important features of the embodiments of the present invention, nor are they intended to limit the scope of the present invention. Other features of the present invention will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0035] Figure 1 is a flow chart of an engine intake pressure control method provided according to Embodiment 1 of the present invention;

[0036] Figure 2 is a flow chart of an engine intake pressure control method provided according to Embodiment 2 of the present invention;

[0037] Figure 3 is a structural schematic diagram of an engine intake pressure control device provided according to Embodiment 3 of the present invention;

[0038] Figure 4 It is a schematic diagram of the structure of an engine for implementing the engine intake pressure control method according to an embodiment of the present invention. DETAILED DESCRIPTION

[0039] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0040] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0041] Embodiment 1

[0042] Figure 1A flowchart of an engine intake pressure control method is provided for the first embodiment of the present invention. This embodiment is applicable to the case of automatically adjusting the engine intake pressure. The engine intake pressure control method can be executed by an engine intake pressure control device. The engine intake pressure control device can be implemented in the form of hardware and / or software. The engine intake pressure control device can be configured in the engine. Figure 1 As shown, the engine intake pressure control method includes:

[0043] S110, obtaining a first intake air temperature of the engine under the current operating condition, and determining a second intake air temperature of the engine under the current operating condition according to the first intake air temperature.

[0044] Among them, the intake temperature is the temperature of the air entering the engine for combustion. The intake temperature in this embodiment represents the temperature after the supercharger is compressed. The first intake temperature is the actual measured intake temperature of the engine under the current operating conditions, that is, the temperature after the supercharger is compressed detected in real time under the current operating conditions.

[0045] On the basis of the above embodiment, the intake air temperature under each operating condition of the engine is captured. After capturing the engine operating data exceeding the set quantity limit, the first intake air temperature of the engine under each operating condition is obtained. Specifically, when it is detected that the number of engine operating data exceeds the set quantity limit, the first intake air temperature of the engine under the current operating condition is obtained; when it is detected that the number of engine operating data exceeds the set quantity limit, the engine operating data continues to be obtained.

[0046] The current operating condition may be any operating condition of the engine, and the first intake air temperature of the engine under the current operating condition is obtained, which may be the first intake air temperature under any operating condition of the engine. This embodiment does not impose any limitation on the specific operating condition of the current operating condition.

[0047] In this embodiment, after obtaining the first intake temperature of the engine under the current operating condition, the type test intake temperature of the engine under the current operating condition is obtained, and the second intake temperature of the engine under the current operating condition is determined based on the first intake temperature and the type test intake temperature.

[0048] Specifically, if the ratio of the first intake temperature to the intake temperature of the typing test is greater than the first temperature threshold, or the ratio of the first intake temperature to the intake temperature of the typing test is less than the second temperature threshold, the second intake temperature of the engine under the current operating conditions is determined based on the first intake temperature; if the ratio of the first intake temperature to the intake temperature of the typing test is less than or equal to the first temperature threshold, and the ratio of the first intake temperature to the intake temperature of the typing test is greater than or equal to the second temperature threshold, the engine operation data continues to be acquired.

[0049] On the basis of the above, when determining the second intake temperature of the engine under the current operating condition based on the first intake temperature, the actually measured ambient temperature, the finalization test ambient temperature and the temperature influence factor of the engine under the current operating condition are obtained, and the second intake temperature of the engine under the current operating condition is determined based on the first intake temperature, the actually measured ambient temperature, the finalization test ambient temperature and the temperature influence factor.

[0050] It is known that when the ambient temperature changes greatly, it will affect the engine intake pressure and temperature, thereby affecting the engine exhaust temperature and explosion pressure. Therefore, the second intake temperature is the corrected temperature of the engine under the current working condition.

[0051] S120. When the second intake air temperature is within the set temperature deviation range, the measured intake air pressure of the engine under the current operating condition is obtained, and the ignition advance angle is adjusted according to the measured intake air pressure and the second intake air temperature to reduce the engine exhaust temperature or the engine explosion pressure of the engine.

[0052] Among them, the set temperature deviation range is the temperature range for judging whether the engine intake pressure needs to be adjusted. When the second intake temperature is within the set temperature deviation range, the actual intake pressure of the engine under the current operating conditions is obtained; when the second intake temperature is not within the set temperature deviation range, the engine leakage fault is reported.

[0053] The intake pressure is the pressure of air entering the engine for combustion. The intake pressure in this embodiment represents the pressure after the supercharger is compressed. The measured intake pressure is the measured intake pressure of the engine under the current operating conditions, that is, the pressure after the supercharger is compressed detected in real time under the current operating conditions.

[0054] The ignition advance angle is the angle that the crankshaft rotates from the moment of ignition to the moment when the piston reaches the compression top dead center.

[0055] Specifically, if the measured intake pressure is greater than the engine explosion pressure, the ignition advance angle is adjusted to reduce the engine explosion pressure. It is known that the explosion pressure is the maximum in-cylinder combustion pressure that can be reached during the engine combustion process. The engine explosion pressure here is the intake pressure limit of the engine in the finalization test under the current operating conditions. At this time, the engine has the risk of exceeding the explosion pressure limit. The engine ECU automatically reduces the ignition advance angle according to the changes in ambient temperature based on the pre-calibrated MAP, thereby reducing the engine explosion pressure, and then limiting the engine explosion pressure to a safe range.

[0056] If the measured intake pressure is less than or equal to the engine explosion pressure, and the second intake temperature is greater than the engine intake temperature, the ignition advance angle is adjusted to reduce the engine exhaust temperature. It can be seen that the engine intake temperature is the intake temperature of the engine in the finalization test under the current working condition, that is, the intake temperature corresponding to the exhaust temperature exceeding the limit under the current working condition. If the second intake temperature is greater than the engine intake temperature, the engine has the risk of exceeding the exhaust temperature limit. The engine ECU automatically increases the ignition advance angle according to the change of ambient temperature based on the pre-calibrated MAP, thereby limiting the engine exhaust temperature to a safe range.

[0057] The engine exhaust temperature is the temperature of the fuel gas when it leaves the engine at the nozzle outlet. The engine exhaust temperature in this embodiment refers to the exhaust temperature before the turbocharger turbine.

[0058] The technical solution of the embodiment of the present invention obtains the first intake temperature of the engine under the current working condition, and determines the second intake temperature of the engine under the current working condition based on the first intake temperature; when the second intake temperature is within the set temperature deviation range, the measured intake pressure of the engine under the current working condition is obtained, and the ignition advance angle is adjusted according to the measured intake pressure and the second intake temperature to reduce the engine exhaust temperature or engine explosion pressure of the engine. The present invention solves the problem that the engine exhaust temperature and explosion pressure have the risk of exceeding the limit as the ambient temperature changes, thereby affecting the reliability of the engine, realizes the automatic adjustment of the intake pressure, and improves the range of the engine to adapt to the ambient temperature.

[0059] Embodiment 2

[0060] Figure 2 This is a flow chart of an engine intake pressure control method provided in Embodiment 2 of the present invention. This embodiment provides an optional implementation method based on the above embodiment. Figure 2 As shown, the engine intake pressure control method includes:

[0061] S210, determining whether the number of detected engine operation data exceeds a set limit, if so, executing step S211, if not, executing step S210.

[0062] The set quantity limit may be selected and set by those skilled in the art according to actual needs. This embodiment does not impose any restriction on the set quantity limit. Optionally, the set quantity limit may be 200.

[0063] The data quantity of the engine operation data is the sum of the data quantity after data capture under various engine operating conditions. The specific data quantity is determined by the current capture quantity.

[0064] Exemplarily, if it is detected that the number of engine operation data exceeds 200, the first intake temperature of the engine under the current working condition is obtained; otherwise, if it does not exceed 200, the engine operation data continues to be obtained.

[0065] S211. Obtain a first intake air temperature and a final test intake air temperature of the engine under a current operating condition.

[0066] Among them, the intake temperature of the finalization test is the intake temperature in the test conducted to verify whether the engine meets all the requirements of the technical specifications. It is selected and set by technical personnel in this field according to the requirements of the finalization test. This embodiment does not impose any restrictions on the intake temperature of the finalization test.

[0067] S212, determine whether the ratio of the first intake air temperature to the type test intake air temperature is greater than the first temperature threshold, or whether the ratio of the first intake air temperature to the type test intake air temperature is less than the second temperature threshold, if so, execute step S213, if not, execute step S210.

[0068] Among them, the first temperature threshold and the second temperature threshold can be selected and set according to but not limited to the requirements of technical personnel in this field. The first temperature threshold is greater than the second temperature threshold. Optionally, the first temperature threshold is 1.1 and the second temperature threshold is 0.9.

[0069] Exemplarily, it is determined whether the ratio of the first intake air temperature T to the type test intake air temperature T1 is greater than 1.1, or whether the ratio of the first intake air temperature T to the type test intake air temperature T1 is less than 0.9.

[0070] S213, determining a second intake temperature of the engine under the current working condition according to the first intake temperature, the measured ambient temperature, the final test ambient temperature, and the temperature influencing factor.

[0071] The measured ambient temperature T3 can be detected in real time by a preset temperature sensor, and the measured ambient temperature is the ambient temperature of the engine under the current working condition.

[0072] The finalization test ambient temperature T4 is the ambient temperature in the test for verifying whether the engine meets all requirements of the technical specifications. It is selected and set by technical personnel in this field according to the finalization test requirements. This embodiment does not impose any restrictions on the finalization test ambient temperature.

[0073] The temperature impact factor is the influence factor of ambient temperature on the intake temperature. The temperature impact factor can be obtained based on the basic research of various engine models.

[0074] Specifically, the second intake air temperature of the engine under the current working condition = the first intake air temperature + (measured ambient temperature T3 - finalization test ambient temperature T4) * temperature influence factor.

[0075] S214, determining whether the second intake air temperature is within the set temperature deviation range, if so, executing step S215, if not, executing step S216.

[0076] S215. Obtain the actually measured intake pressure of the engine under the current working condition, and execute step S217.

[0077] S216. Report engine air leakage fault.

[0078] In this embodiment, when the intake air temperature after correction by the ambient temperature is no longer within the range of the performance test, that is, the second intake air temperature of the engine under the current operating conditions determined according to the first intake air temperature, the measured ambient temperature, the finalization test ambient temperature and the temperature influencing factor is not within the set temperature deviation range, the engine ECU will report an error and report the engine leakage fault to remind the automobile engine user to check the engine for leakage.

[0079] S217, determine whether the measured intake pressure is greater than the engine explosion pressure, if so, execute step S218, if not, execute step S219.

[0080] S218. Adjust the ignition advance angle to reduce the engine explosion pressure of the engine.

[0081] In this embodiment, when the ambient temperature decreases, the engine intake pressure increases, and the engine is at risk of exceeding the explosion pressure limit. The engine ECU automatically reduces the ignition advance angle according to the change in ambient temperature through a pre-calibrated MAP, reduces the engine intake pressure, and thus limits the engine explosion pressure to a safe range.

[0082] S219: If the second intake air temperature is greater than the engine intake air temperature at the same time, adjust the ignition advance angle to reduce the engine exhaust temperature of the engine.

[0083] In this embodiment, when the ambient temperature rises, the engine intake temperature increases, and the engine is at risk of exceeding the exhaust temperature limit. The engine ECU automatically increases the ignition advance angle according to the ambient temperature change through the pre-calibrated MAP, thereby limiting the engine exhaust temperature to a safe range.

[0084] The technical solution of the embodiment of the present invention proposes an automatic intake pressure adjustment method to improve the range of the engine's adaptation to the ambient temperature. When the engine is running in a low-temperature environment, the intake temperature decreases, the engine intake pressure increases, and the engine explosion pressure is at risk of exceeding the limit. At this time, the engine automatically reduces the ignition advance angle according to the change of ambient temperature through a pre-calibrated MAP, reduces the engine intake pressure, and thus limits the engine explosion pressure to a safe range; when the engine is running in a high-temperature environment, the intake temperature increases, the engine intake pressure decreases, the intake temperature increases, and the engine exhaust temperature is at risk of exceeding the limit. At this time, the engine automatically increases the ignition advance angle according to the change of ambient temperature through a pre-calibrated MAP, increases the engine intake pressure, and thus reduces the intake pressure and the exhaust temperature before the turbine.

[0085] Embodiment 3

[0086] Figure 3 This is a schematic diagram of the structure of an engine intake pressure control device provided by Embodiment 3 of the present invention. Figure 3 As shown, the engine intake pressure control device includes:

[0087] A second intake air temperature determination module 310, configured to obtain a first intake air temperature of the engine under a current operating condition, and determine a second intake air temperature of the engine under the current operating condition according to the first intake air temperature;

[0088] The engine control module 320 is used to obtain the actual intake pressure of the engine under the current working condition when the second intake temperature is within the set temperature deviation range, and adjust the ignition advance angle according to the measured intake pressure and the second intake temperature to reduce the engine exhaust temperature or engine explosion pressure of the engine.

[0089] Optionally, the engine intake pressure control device further includes:

[0090] A type test intake air temperature determination module is used to obtain the type test intake air temperature of the engine under the current working condition;

[0091] Determining a second intake air temperature of the engine under the current working condition according to the first intake air temperature is specifically used for:

[0092] A second intake air temperature of the engine under the current operating condition is determined according to the first intake air temperature and the type test intake air temperature.

[0093] Optionally, determining a second intake air temperature of the engine under the current operating condition according to the first intake air temperature and the type test intake air temperature is specifically used for:

[0094] If the ratio of the first intake temperature to the type test intake temperature is greater than the first temperature threshold, or the ratio of the first intake temperature to the type test intake temperature is less than the second temperature threshold, the second intake temperature of the engine under the current operating condition is determined according to the first intake temperature.

[0095] Optionally, the engine intake pressure control device further includes:

[0096] A data acquisition module is used to acquire the actual measured ambient temperature, the final test ambient temperature and the temperature influencing factor of the engine under the current working condition;

[0097] Determining a second intake air temperature of the engine under the current working condition according to the first intake air temperature is specifically used for:

[0098] A second intake temperature of the engine under the current operating condition is determined according to the first intake temperature, the measured ambient temperature, the type test ambient temperature and the temperature influencing factor.

[0099] Optionally, adjusting the ignition advance angle according to the measured intake pressure and the second intake temperature to reduce the engine exhaust temperature or the engine explosion pressure of the engine is specifically used for:

[0100] If the measured intake pressure is greater than the engine explosion pressure, the ignition advance angle is adjusted to reduce the engine explosion pressure;

[0101] If the measured intake pressure is less than or equal to the engine explosion pressure, and the second intake temperature is greater than the engine intake temperature, the ignition advance angle is adjusted to reduce the engine exhaust temperature of the engine.

[0102] Optionally, the engine intake pressure control device further includes:

[0103] The fault reporting module is used to report an engine air leakage fault when the second intake air temperature is not within a set temperature deviation range.

[0104] Optionally, obtaining the first intake air temperature of the engine under the current working condition is specifically used for:

[0105] When it is detected that the amount of engine operation data exceeds a set amount limit, the first intake air temperature of the engine under the current working condition is obtained.

[0106] The engine intake pressure control device provided in the embodiment of the present invention can execute the engine intake pressure control method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects for executing the engine intake pressure control method.

[0107] Embodiment 4

[0108] Figure 44 shows a schematic diagram of the structure of an engine 410 that can be used to implement an embodiment of the present invention. Figure 4 As shown, the engine 410 includes at least one processor 411, and a memory connected to the at least one processor 411 in communication, such as a read-only memory (ROM 412), a random access memory (RAM 413), etc., wherein the memory stores a computer program that can be executed by at least one processor, and the processor 411 can perform various appropriate actions and processes according to the computer program stored in the read-only memory (ROM 412) or the computer program loaded from the storage unit 418 to the random access memory (RAM 413). In the RAM 413, various programs and data required for the operation of the engine 410 can also be stored. The processor 411, the ROM 412, and the RAM 413 are connected to each other via a bus 414. An I / O (input / output) interface 415 is also connected to the bus 414.

[0109] Multiple components in the engine 410 are connected to the I / O interface 415, including: an input unit 416, such as a keyboard, a mouse, etc.; an output unit 417, such as various types of displays, speakers, etc.; a storage unit 418, such as a disk, an optical disk, etc.; and a communication unit 419, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 419 allows the engine 410 to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0110] The processor 411 may be a variety of general and / or dedicated processing components with processing and computing capabilities. Some examples of the processor 411 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any appropriate processor, controller, microcontroller, etc. The processor 411 executes the various methods and processes described above, such as an engine intake pressure control method.

[0111] In some embodiments, the engine intake pressure control method may be implemented as a computer program, which is tangibly contained in a computer-readable storage medium, such as a storage unit 418. In some embodiments, part or all of the computer program may be loaded and / or installed on the engine 410 via the ROM 412 and / or the communication unit 419. When the computer program is loaded into the RAM 413 and executed by the processor 411, one or more steps of the engine intake pressure control method described above may be performed. Alternatively, in other embodiments, the processor 411 may be configured to perform the engine intake pressure control method in any other appropriate manner (e.g., by means of firmware).

[0112] Various implementations of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), load programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various implementations can include: being implemented in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which can be a special purpose or general purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.

[0113] Computer programs for implementing the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, so that when the computer program is executed by the processor, the functions / operations specified in the flow chart and / or block diagram are implemented. The computer program may be executed entirely on the machine, partially on the machine, partially on the machine and partially on a remote machine as a stand-alone software package, or entirely on a remote machine or server.

[0114] In the context of the present invention, a computer-readable storage medium may be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, device, or equipment. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or equipment, or any suitable combination of the foregoing. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0115] To provide interaction with a user, the systems and techniques described herein may be implemented on an engine having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user can provide input to the engine. Other types of devices may also be used to provide interaction with the user; for example, the feedback provided to the user may be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user may be received in any form (including acoustic input, voice input, or tactile input).

[0116] The systems and techniques described herein may be implemented in a computing system that includes backend components (e.g., as a data server), or a computing system that includes middleware components (e.g., an application server), or a computing system that includes frontend components (e.g., a user computer with a graphical user interface or a web browser through which a user can interact with implementations of the systems and techniques described herein), or a computing system that includes any combination of such backend components, middleware components, or frontend components. The components of the system may be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: a local area network (LAN), a wide area network (WAN), a blockchain network, and the Internet.

[0117] A computing system may include a client and a server. The client and the server are generally remote from each other and usually interact through a communication network. The client and server relationship is generated by computer programs running on the corresponding computers and having a client-server relationship with each other. The server may be a cloud server, also known as a cloud computing server or cloud host, which is a host product in the cloud computing service system to solve the defects of difficult management and weak business scalability in traditional physical hosts and VPS services.

[0118] It should be understood that the various forms of processes shown above can be used to reorder, add or delete steps. For example, the steps described in the present invention can be executed in parallel, sequentially or in different orders, as long as the desired results of the technical solution of the present invention can be achieved, and this document does not limit this.

[0119] The above specific implementations do not constitute a limitation on the protection scope of the present invention. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions can be made according to design requirements and other factors. Any modification, equivalent substitution and improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A method for controlling engine intake pressure, characterized in that: include: Acquire a first intake air temperature of the engine under a current operating condition, and determine a second intake air temperature of the engine under the current operating condition according to the first intake air temperature, wherein the first intake air temperature is a post-compression temperature of the supercharger detected in real time under the current operating condition, and the second intake air temperature is a corrected temperature of the engine under the current operating condition; Wherein, when determining the second intake temperature of the engine under the current working condition according to the first intake temperature, it also includes: obtaining the measured ambient temperature, the finalization test ambient temperature and the temperature influencing factor of the engine under the current working condition; Determining a second intake temperature of the engine under the current working condition according to the first intake temperature includes: determining the second intake temperature of the engine under the current working condition according to the first intake temperature, the measured ambient temperature, the type test ambient temperature, and the temperature influencing factor; When the second intake air temperature is within a set temperature deviation range, obtaining an actually measured intake air pressure of the engine under the current operating condition, and adjusting an ignition advance angle according to the actually measured intake air pressure and the second intake air temperature to reduce an engine exhaust temperature or an engine explosion pressure of the engine; Among them, adjusting the ignition advance angle according to the measured intake pressure and the second intake temperature to reduce the engine exhaust temperature or engine explosion pressure of the engine includes: if the measured intake pressure is greater than the engine explosion pressure, adjusting the ignition advance angle to reduce the engine explosion pressure of the engine; if the measured intake pressure is less than or equal to the engine explosion pressure, and the second intake temperature is greater than the engine intake temperature, adjusting the ignition advance angle to reduce the engine exhaust temperature of the engine, wherein the engine intake temperature is the intake temperature of the engine tested under the current operating conditions.

2. The engine intake pressure control method according to claim 1, characterized in that: After obtaining the first intake air temperature of the engine under the current working condition, the method further includes: Obtaining a type test intake temperature of the engine under the current operating condition; Determining a second intake air temperature of the engine under the current operating condition according to the first intake air temperature includes: A second intake air temperature of the engine under the current operating condition is determined according to the first intake air temperature and the type test intake air temperature.

3. The engine intake pressure control method according to claim 2, characterized in that: Determining a second intake air temperature of the engine under the current operating condition according to the first intake air temperature and the type test intake air temperature includes: If the ratio of the first intake air temperature to the type test intake air temperature is greater than a first temperature threshold, or the ratio of the first intake air temperature to the type test intake air temperature is less than a second temperature threshold, determining a second intake air temperature of the engine under the current operating condition according to the first intake air temperature; The first temperature threshold is greater than the second temperature threshold.

4. The engine intake pressure control method according to claim 1, characterized in that: The engine intake pressure control method further includes: When the second intake air temperature is not within the set temperature deviation range, an engine air leakage fault is reported.

5. The engine intake pressure control method according to claim 1, characterized in that: Get the first intake air temperature of the engine under the current working condition, including: When it is detected that the amount of engine operation data exceeds a set amount limit, the first intake air temperature of the engine under the current working condition is obtained.

6. An engine intake pressure control device, characterized in that: include: A second intake air temperature determination module, configured to obtain a first intake air temperature of the engine under a current working condition, and determine a second intake air temperature of the engine under the current working condition according to the first intake air temperature, wherein the first intake air temperature is a post-compression temperature of the supercharger detected in real time under the current working condition, and the second intake air temperature is a corrected temperature of the engine under the current working condition; A data acquisition module is used to acquire the actual measured ambient temperature, the final test ambient temperature and the temperature influencing factor of the engine under the current working condition; Wherein, determining the second intake air temperature of the engine under the current working condition according to the first intake air temperature is specifically used to: determine the second intake air temperature of the engine under the current working condition according to the first intake air temperature, the measured ambient temperature, the finalization test ambient temperature and the temperature influencing factor; an engine control module, configured to obtain a measured intake pressure of the engine under the current working condition when the second intake temperature is within a set temperature deviation range, and adjust an ignition advance angle according to the measured intake pressure and the second intake temperature to reduce an engine exhaust temperature or an engine explosion pressure of the engine; Among them, the ignition advance angle is adjusted according to the measured intake pressure and the second intake temperature to reduce the engine exhaust temperature or engine explosion pressure of the engine, which is specifically used for: if the measured intake pressure is greater than the engine explosion pressure, the ignition advance angle is adjusted to reduce the engine explosion pressure of the engine; if the measured intake pressure is less than or equal to the engine explosion pressure, and the second intake temperature is greater than the engine intake temperature, the ignition advance angle is adjusted to reduce the engine exhaust temperature of the engine, wherein the engine intake temperature is the intake temperature of the engine finalized in the test under the current working conditions.

7. An engine, characterized in that: The engine comprises: at least one processor; and, a memory communicatively connected to the at least one processor; wherein, The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the engine intake pressure control method according to any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the engine intake pressure control method according to any one of claims 1 to 5 when executed.

Images