Hybrid valve opening degree control method, device, equipment and storage medium

Abstract

The application discloses a hybrid valve opening degree control method and device, equipment and storage medium, relates to the engine control technical field, and the hybrid valve opening degree control method comprises the following steps: calculating the opening degree adjustment coefficient of the hybrid valve according to at least one of the current ignition angle efficiency, the current retardation angle and the current intake density, and obtaining a target opening degree adjustment coefficient; calculating the opening degree change rate of the hybrid valve according to the target opening degree adjustment coefficient, the current opening degree change rate and a learning correction coefficient, and obtaining a target opening degree change rate; and controlling the opening degree of the hybrid valve according to the target opening degree change rate. By determining the hybrid valve opening degree adjustment coefficient based on the ignition angle efficiency, the knocking condition and the air volume condition, and then determining the final hybrid valve opening degree change rate according to the hybrid valve opening degree adjustment coefficient, the target opening degree change rate of the hybrid valve is optimized when the hybrid valve is requested to enter the non-full opening process, so that the engine power requirement and the engine safety protection are further improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of engine control, in particular to a hybrid valve opening degree control method, device, equipment and storage medium. BACKGROUND

[0002] Exhaust gas recirculation (EGR) takes exhaust gas from the exhaust system into the intake system. Studies have shown that the EGR system has certain advantages in improving emissions, reducing fuel consumption and improving anti-knock ability. The control of the hybrid valve in the low-pressure EGR system is particularly important for improving the effect of EGR rate. Therefore, how to optimize the hybrid valve opening degree change rate in the process of the hybrid valve from full opening to non-full opening considering the power and engine safety protection has become a problem to be solved. SUMMARY

[0003] The main purpose of the present application is to provide a hybrid valve opening degree control method, device, equipment and storage medium, which aims to solve the technical problem of how to optimize the hybrid valve target opening degree change rate in the process of the hybrid valve entering the non-full opening process, so as to further improve the power and engine safety protection in the control process.

[0004] To achieve the above-mentioned purpose, the present application provides a hybrid valve opening degree control method, which comprises:

[0005] calculating the opening degree adjustment coefficient of the hybrid valve according to at least one of the current ignition angle efficiency, the current retardation angle and the current intake density, to obtain a target opening degree adjustment coefficient;

[0006] calculating the opening degree change rate of the hybrid valve according to the target opening degree adjustment coefficient, the current opening degree change rate and the learning correction coefficient, to obtain a target opening degree change rate;

[0007] controlling the opening degree of the hybrid valve according to the target opening degree change rate.

[0008] In an embodiment, the step of calculating the opening degree adjustment coefficient of the hybrid valve according to at least one of the current ignition angle efficiency, the current retardation angle and the current intake density, to obtain a target opening degree adjustment coefficient, comprises:

[0009] obtaining an ignition angle efficiency difference value according to the historical ignition angle efficiency and the current ignition angle efficiency;

[0010] comparing the ignition angle efficiency difference value with a preset efficiency difference value to obtain an ignition angle efficiency difference comparison result;

[0011] when the ignition angle efficiency difference comparison result is that the ignition angle efficiency difference value is less than the preset efficiency difference value, determining that the target opening degree adjustment coefficient is a first opening degree adjustment coefficient.

[0012] In an embodiment, after the step of comparing the ignition angle efficiency difference with the preset efficiency difference to obtain an ignition angle efficiency difference comparison result, the method further comprises:

[0013] When the ignition angle efficiency difference comparison result is that the ignition angle efficiency difference is greater than or equal to the preset efficiency difference, obtaining a maximum retardation angle and a maximum intake density;

[0014] Obtaining a target retardation angle ratio according to the current retardation angle and the maximum retardation angle;

[0015] Obtaining a target intake density ratio according to the maximum intake density and a current intake density;

[0016] When the target retardation angle ratio is greater than or equal to a preset retardation angle ratio and the target intake density ratio is less than or equal to a preset intake density ratio, determining a target opening degree adjustment coefficient as a second opening degree adjustment coefficient, the second opening degree adjustment coefficient being less than the first opening degree adjustment coefficient.

[0017] In an embodiment, the step of calculating an opening degree adjustment coefficient of the hybrid valve according to at least one of a current ignition angle efficiency, a current retardation angle and a current intake density to obtain a target opening degree adjustment coefficient comprises:

[0018] Obtaining a target ignition angle efficiency ratio according to a historical ignition angle efficiency, a current ignition angle efficiency and a basic ignition angle efficiency;

[0019] Determining a corresponding ignition angle efficiency correction coefficient according to the target ignition angle efficiency ratio and a current engine speed;

[0020] Determining a retardation angle correction coefficient according to a target retardation angle ratio corresponding to the current retardation angle;

[0021] Determining an intake density correction coefficient according to a target intake density ratio corresponding to the current intake density;

[0022] Calculating an opening degree adjustment coefficient of the hybrid valve according to the ignition angle efficiency correction coefficient, the retardation angle correction coefficient and the intake density correction coefficient to obtain a target opening degree adjustment coefficient.

[0023] In an embodiment, the step of calculating an opening degree change rate of the hybrid valve according to the target opening degree adjustment coefficient, a current opening degree change rate and an initial learning correction coefficient to obtain a target opening degree change rate comprises:

[0024] When a hybrid valve state, a supercharger state, an intake pressure change rate, a requested torque change rate and an engine mileage all satisfy a preset coefficient updating condition, obtaining an engine torque difference, a target retardation ignition angle, an exhaust gas circulation ratio difference and an opening degree change rate ratio;

[0025] When the engine torque difference is greater than the torque difference threshold, the target retardation ignition angle is less than or equal to the ignition angle threshold, the exhaust gas recirculation difference is less than or equal to the difference threshold, and the opening rate ratio is less than or equal to the rate ratio threshold, the difference calculation is performed according to the initial learning correction coefficient and the first update coefficient to obtain an updated learning correction coefficient.

[0026] The opening rate of the hybrid valve is calculated according to the target opening adjustment coefficient, the current opening rate, and the updated learning correction coefficient to obtain a target opening rate.

[0027] In an embodiment, after the steps of obtaining the engine torque difference, the target retardation ignition angle, the exhaust gas recirculation difference, and the opening rate ratio when the hybrid valve state, the supercharger state, the intake air pressure rate, the requested torque rate, and the engine mileage all meet the preset coefficient update condition, the method further includes:

[0028] When the engine torque difference is greater than the torque difference threshold, the target retardation ignition angle is greater than the ignition angle threshold, the exhaust gas recirculation difference is less than or equal to the difference threshold, and the opening rate ratio is less than or equal to the rate ratio threshold, the difference calculation is performed according to the initial learning correction coefficient and the third update coefficient to obtain an updated learning correction coefficient, the third update coefficient being less than the second update coefficient.

[0029] The opening rate of the hybrid valve is calculated according to the target opening adjustment coefficient, the current opening rate, and the updated learning correction coefficient to obtain a target opening rate.

[0030] In an embodiment, after the steps of obtaining the engine torque difference, the target retardation ignition angle, the exhaust gas recirculation difference, and the opening rate ratio when the hybrid valve state, the supercharger state, the intake air pressure rate, the requested torque rate, and the engine mileage all meet the preset coefficient update condition, the method further includes:

[0031] When the engine torque difference is greater than the torque difference threshold, the target retardation ignition angle is greater than the ignition angle threshold, the exhaust gas recirculation difference is less than or equal to the difference threshold, and the opening rate ratio is less than or equal to the rate ratio threshold, the difference calculation is performed according to the initial learning correction coefficient and the third update coefficient to obtain an updated learning correction coefficient, the third update coefficient being less than the second update coefficient.

[0032] The opening rate of the hybrid valve is calculated according to the target opening adjustment coefficient, the current opening rate, and the updated learning correction coefficient to obtain a target opening rate.

[0033] In an embodiment, after the step of obtaining the engine torque difference, the target retardation ignition angle, the exhaust gas recirculation ratio difference and the opening degree change rate ratio when the hybrid valve state, the supercharger state, the intake air pressure change rate, the requested torque change rate and the engine mileage all satisfy the preset coefficient update condition, the method further comprises:

[0034] When the engine torque difference is greater than the torque difference threshold, the target retardation ignition angle is greater than the ignition angle threshold, the exhaust gas recirculation ratio difference is greater than the ratio difference threshold, and the opening degree change rate ratio is less than or equal to the change rate ratio threshold, the updated learning correction coefficient is obtained by calculation according to the initial learning correction coefficient and the fourth update coefficient, and the fourth update coefficient is greater than the first update coefficient.

[0035] The opening degree change rate of the hybrid valve is calculated according to the target opening degree adjustment coefficient, the current opening degree change rate and the updated learning correction coefficient, and the target opening degree change rate is obtained.

[0036] In an embodiment, after the step of obtaining the engine torque difference, the target retardation ignition angle, the exhaust gas recirculation ratio difference and the opening degree change rate ratio when the hybrid valve state, the supercharger state, the intake air pressure change rate, the requested torque change rate and the engine mileage all satisfy the preset coefficient update condition, the method further comprises:

[0037] When the engine torque difference is less than or equal to the torque difference threshold, the target retardation ignition angle is less than or equal to the ignition angle threshold, the exhaust gas recirculation ratio difference is less than or equal to the ratio difference threshold, and the opening degree change rate ratio is less than or equal to the change rate ratio threshold, the updated learning correction coefficient is obtained by calculation according to the initial learning correction coefficient and the fifth update coefficient, and the fifth update coefficient is greater than the fourth update coefficient.

[0038] The opening degree change rate of the hybrid valve is calculated according to the target opening degree adjustment coefficient, the current opening degree change rate and the updated learning correction coefficient, and the target opening degree change rate is obtained.

[0039] In addition, to achieve the above-mentioned purpose, the application further provides a hybrid valve opening degree control device, which comprises:

[0040] The calculation module is configured to calculate the opening degree adjustment coefficient of the hybrid valve according to at least one of the current ignition angle efficiency, the current retardation angle and the current intake air density, and obtain the target opening degree adjustment coefficient.

[0041] The calculation module is further configured to calculate the opening degree change rate of the hybrid valve according to the target opening degree adjustment coefficient, the current opening degree change rate and the learning correction coefficient, and obtain the target opening degree change rate.

[0042] The control module is configured to control the opening degree of the hybrid valve according to the target opening degree change rate.

[0043] In addition, to achieve the above object, the application further provides a hybrid valve opening degree control device, which comprises a memory, a processor and a computer program stored in the memory and executable on the processor, and the computer program is configured to implement the steps of the hybrid valve opening degree control method.

[0044] In addition, to achieve the above object, the application further provides a storage medium, which is a computer readable storage medium, and the storage medium stores a computer program, and the computer program is executed by a processor to implement the steps of the hybrid valve opening degree control method.

[0045] In addition, to achieve the above object, the application further provides a computer program product, which comprises a computer program, and the computer program is executed by a processor to implement the steps of the hybrid valve opening degree control method.

[0046] The application calculates the opening degree adjustment coefficient of the hybrid valve according to at least one of the current ignition angle efficiency, the current retardation angle and the current intake density, obtains a target opening degree adjustment coefficient, calculates the opening degree change rate of the hybrid valve according to the target opening degree adjustment coefficient, the current opening degree change rate and a learning correction coefficient, and obtains a target opening degree change rate, and controls the opening degree of the hybrid valve according to the target opening degree change rate. By determining the hybrid valve opening degree adjustment coefficient based on the ignition angle efficiency and the knocking condition and the air volume condition, and then determining the final hybrid valve opening degree change rate according to the hybrid valve opening degree adjustment coefficient, the target opening degree change rate of the hybrid valve is optimized when the hybrid valve requests to enter the non-full opening process, so as to further improve the engine power requirement and the engine safety protection. BRIEF DESCRIPTION OF DRAWINGS

[0047] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the application and serve to explain the principles of the application together with the specification.

[0048] In order to more clearly illustrate the technical solutions in the embodiments of the application or the prior art, the accompanying drawings needed to be used in the embodiments or prior art description will be briefly introduced as follows. Obviously, for those skilled in the field, other drawings can also be obtained based on these drawings without creative labor.

[0049] Figure 1 The flowchart provided for the hybrid valve opening degree control method embodiment one of the application;

[0050] Figure 2 The low-pressure EGR system architecture diagram provided for the hybrid valve opening degree control method embodiment one of the application;

[0051] Figure 3 The flowchart provided for the second embodiment of the mixed valve opening degree control method of the present application;

[0052] Figure 4 The brief flowchart of the mixed valve opening degree control method provided for the second embodiment of the present application;

[0053] Figure 5 The module structure diagram of the mixed valve opening degree control device of the present application;

[0054] Figure 6 The device structure diagram of the hardware running environment involved in the mixed valve opening degree control method of the present application.

[0055] The object realization, functional features and advantages of the present application will be further explained with reference to the embodiments and the accompanying drawings. DETAILED DESCRIPTION

[0056] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of the present application, and are not used to limit the present application.

[0057] In order to better understand the technical solutions of the present application, the specific embodiments will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0058] The main solution of the present application is: calculating the opening degree adjustment coefficient of the mixed valve according to at least one of the current ignition angle efficiency, the current retardation angle and the current intake density, obtaining the target opening degree adjustment coefficient; calculating the opening degree change rate of the mixed valve according to the target opening degree adjustment coefficient, the current opening degree change rate and the learning correction coefficient, obtaining the target opening degree change rate; controlling the opening degree of the mixed valve according to the target opening degree change rate.

[0059] Exhaust Gas Recirculation (EGR) takes exhaust gas from the exhaust system into the intake system. Studies have shown that the EGR system has certain advantages in improving emissions, reducing fuel consumption and improving anti-knock ability. The control of the mixed valve in the low-pressure EGR system is particularly important for improving the effect of EGR rate. Therefore, how to optimize the opening degree change rate of the mixed valve by considering the power and engine safety protection from the full opening to the non-full opening of the mixed valve has become a problem to be solved.

[0060] The application obtains a target opening adjustment coefficient of the hybrid valve by calculating the opening adjustment coefficient of the hybrid valve according to at least one of current ignition angle efficiency, current retardation angle and current intake density; obtains a target opening change rate of the hybrid valve by calculating the opening change rate of the hybrid valve according to the target opening adjustment coefficient, a current opening change rate and a learning correction coefficient; and controls the opening of the hybrid valve according to the target opening change rate. The opening adjustment coefficient of the hybrid valve is determined based on the ignition angle efficiency and knock condition and air volume condition, and then the final opening change rate of the hybrid valve is determined according to the opening adjustment coefficient of the hybrid valve, so that the target opening change rate of the hybrid valve is optimized when the hybrid valve is requested to enter a non-full opening process, and the engine power requirement and engine safety protection are further improved.

[0061] It should be noted that the execution subject of the embodiment can be a computing service device with data processing, network communication and program running functions, such as a tablet computer, a personal computer, a mobile phone and the like, or a hybrid valve opening control device capable of realizing the above functions. The following takes the hybrid valve opening control device as an example to illustrate the embodiment and the following embodiments.

[0062] Based on this, the embodiment of the application provides a hybrid valve opening control method, which refers to Figure 1 , Figure 1 The flowchart of the first embodiment of the hybrid valve opening control method of the application is shown in the figure.

[0063] In the embodiment, the hybrid valve opening control method includes steps S10-S30:

[0064] Step S10, calculating the opening adjustment coefficient of the hybrid valve according to at least one of current ignition angle efficiency, current retardation angle and current intake density to obtain a target opening adjustment coefficient;

[0065] It should be noted that, as Figure 2As shown, the low-pressure exhaust gas recirculation (EGR) system in the embodiment includes an air filter, a mixing valve, a supercharger compressor, a throttle valve, an engine, a supercharger turbine, a catalyst, a particulate trap, an EGR cooler, an EGR valve, an EGR temperature sensor, an EGR differential pressure sensor, a flow meter, and a linear oxygen sensor. The supercharger compressor compresses fresh air for supercharging; the supercharger turbine controls the working efficiency of the turbine by controlling the opening degree of the exhaust gas bypass valve of the supercharger, so as to achieve different supercharging capabilities; wherein the low-pressure EGR system has the following additional components compared with the non-low-pressure EGR system: the EGR cooler, the EGR temperature sensor, the EGR valve, the EGR differential pressure sensor, the mixing valve, the flow meter, and the oxygen sensor; wherein the flow meter is installed between the air filter and the mixing valve, and is used to detect the fresh air flow entering the engine; the mixing valve is used to adjust the pressure at the outlet of the EGR valve, to increase the pressure difference across the EGR valve, and to increase the EGR rate; the oxygen sensor is installed between the compressor and the throttle valve, close to the throttle valve, and is used to detect the mixture flow entering the cylinder; the EGR cooler is used to cool the exhaust gas, so as to facilitate the increase of the exhaust gas flow and the decrease of the exhaust gas temperature; the EGR valve throttles the flow of the exhaust gas entering the cylinder; the EGR temperature sensor is used to detect the temperature of the exhaust gas entering the EGR valve; and the EGR differential pressure sensor is used to detect the pressure at the inlet and outlet of the EGR valve.

[0066] It can be understood that the current ignition angle efficiency refers to the ignition angle efficiency in the current sampling period, the current retardation angle refers to the current engine knock retardation angle, the current intake density refers to the current actual intake density of the engine, and the target opening degree adjustment coefficient refers to the multiplicative correction coefficient of the final mixing valve opening degree change rate. .

[0067] In specific implementation, the multiplicative correction coefficient of the final mixing valve opening degree change rate is obtained by calculation according to at least one of the ignition angle efficiency in the current sampling period, the current engine knock retardation angle, and the current actual intake density of the engine.

[0068] In a feasible implementation, the step S10 can include steps A11-A13:

[0069] Step A11, obtaining an ignition angle efficiency difference value according to a historical ignition angle efficiency and a current ignition angle efficiency;

[0070] It can be understood that the historical ignition angle efficiency refers to the ignition angle efficiency in the last sampling period, and the ignition angle efficiency difference value refers to the difference between the ignition angle efficiency in the current sampling period and the ignition angle efficiency in the last sampling period.

[0071] In specific implementation, the ignition angle efficiency difference value is obtained by difference calculation of the ignition angle efficiency in the last sampling period and the ignition angle efficiency in the current sampling period.

[0072] Step A12, compare the ignition angle efficiency difference value with the preset efficiency difference value to obtain an ignition angle efficiency difference comparison result;

[0073] It can be understood that the preset efficiency difference value refers to a critical value of the ignition angle efficiency difference for judging power demand, and the embodiment takes -0.2 as an example. The ignition angle efficiency difference comparison result refers to the comparison result of the ignition angle efficiency difference value and the preset efficiency difference value.

[0074] In a specific implementation, the difference between the ignition angle efficiency in the current sampling period and the ignition angle efficiency in the last sampling period is compared with the critical value of the ignition angle efficiency difference for judging power demand to obtain the comparison result of the ignition angle efficiency difference value and the preset efficiency difference value, that is, the ignition angle efficiency difference comparison result.

[0075] In a feasible implementation, step A12 can include steps B121-B124:

[0076] Step B121, when the ignition angle efficiency difference comparison result is that the ignition angle efficiency difference value is greater than or equal to the preset efficiency difference value, obtain the maximum retardation angle and the maximum intake density;

[0077] It can be understood that the maximum retardation angle refers to the maximum allowable retardation angle of the engine, and the maximum intake density refers to the maximum intake density of the engine.

[0078] In a specific implementation, when the ignition angle efficiency difference comparison result is that the difference between the ignition angle efficiency in the current sampling period and the ignition angle efficiency in the last sampling period is greater than or equal to the critical value of the ignition angle efficiency difference for judging power demand, it indicates that the power demand is large at this time, and then the maximum allowable retardation angle of the engine and the maximum intake density of the engine are obtained.

[0079] Step B122, obtain a target retardation angle ratio according to the current retardation angle and the maximum retardation angle;

[0080] It can be understood that the target retardation angle ratio refers to the ratio of the difference between the engine knock retardation angle and the maximum allowable retardation angle to the maximum allowable retardation angle.

[0081] In a specific implementation, the difference between the current engine knock retardation angle and the maximum allowable retardation angle of the engine is calculated to obtain the difference between the engine knock retardation angle and the maximum allowable retardation angle, and then the difference between the engine knock retardation angle and the maximum allowable retardation angle and the maximum allowable retardation angle are calculated to obtain the ratio of the difference between the engine knock retardation angle and the maximum allowable retardation angle to the maximum allowable retardation angle, that is, the target retardation angle ratio.

[0082] Step B123: Obtain the target intake density ratio based on the extreme intake density and the current intake density;

[0083] It is understandable that the target intake air density ratio refers to the ratio of the engine's current actual intake air density to its maximum intake air density.

[0084] In practice, the engine's maximum intake air density and the engine's current actual intake air density are calculated to obtain the ratio of the engine's current actual intake air density to the maximum intake air density, which is the target intake air density ratio.

[0085] Step B124: When the target retardation angle ratio is greater than or equal to the preset retardation angle ratio and the target intake air density ratio is less than or equal to the preset intake air density ratio, the target opening adjustment coefficient is determined as the second opening adjustment coefficient, and the second opening adjustment coefficient is less than the first opening adjustment coefficient.

[0086] It is understood that the preset delay angle ratio refers to a pre-set critical value used to determine the magnitude of the delay angle ratio. In this embodiment, -0.6 is used as an example. The preset intake density ratio refers to a pre-set critical value used to determine the magnitude of the intake density ratio. In this embodiment, 0.92 is used as an example. The second opening adjustment coefficient refers to a pre-set mixing valve opening adjustment coefficient. In this embodiment, 0 is used as an example.

[0087] In practice, when the ratio of the difference between the engine knock delay angle and the maximum permissible delay angle to the maximum permissible delay angle is greater than or equal to a pre-set critical value used to determine the magnitude of the delay angle ratio, and the ratio of the engine's current actual intake air density to the maximum intake air density is less than or equal to a pre-set critical value used to determine the magnitude of the intake air density ratio, 0 is taken as the final mixing valve opening adjustment coefficient.

[0088] It should be noted that if both conditions are met simultaneously, i) the change in ignition angle efficiency Not lower than the preset value, which is 0.25 in this example; ii) Engine knock retardation angle and maximum allowable retardation angle. (This example uses 10° to ensure that the knock delay angle is not too large, which could lead to excessive loss of engine power.) and with the maximum permissible delay angle ratio iii) The actual intake air density of the engine is not less than the preset value, which is -0.6 in this example; With maximum intake density ratio The value should not exceed the preset value; in this example, it is set to 0.92. Therefore, r3 = 0 to meet the power requirements.

[0089] Step A13, when the ignition angle efficiency difference comparison result is that the ignition angle efficiency difference value is less than the preset efficiency difference value, determining that the target opening degree adjustment coefficient is a first opening degree adjustment coefficient.

[0090] It can be understood that the first opening degree adjustment coefficient refers to a pre-set mixed valve opening degree adjustment coefficient, and the embodiment takes 1 as an example.

[0091] In a specific implementation, when the ignition angle efficiency difference comparison result is that the difference between the ignition angle efficiency in the current sampling period and the ignition angle efficiency in the last sampling period is less than the ignition angle efficiency difference threshold value for judging power demand, 1 is taken as the final mixed valve opening degree adjustment coefficient.

[0092] It should be noted that when the ignition angle efficiency change amount (the difference between the ignition angle efficiency in the current sampling period and the ignition angle efficiency in the last sampling period, and the sampling period is 10 ms in the embodiment) is less than a preset value, which is -0.2 in the embodiment, the ignition angle efficiency difference value is less than the preset efficiency difference value. At this time, the power demand is not large, and at this time, the mixed valve opening degree control stability is preferentially met.

[0093] In a feasible implementation, step S10 can include steps B11-B15.

[0094] Step B11, obtaining a target ignition angle efficiency ratio according to a historical ignition angle efficiency, a current ignition angle efficiency, and a basic ignition angle efficiency;

[0095] It can be understood that the basic ignition angle efficiency refers to a pre-set ignition angle efficiency in a basic sampling period, and the target ignition angle efficiency ratio refers to a ratio of the ignition angle efficiency difference to the basic ignition angle efficiency.

[0096] In a specific implementation, the difference between the ignition angle efficiency in the current sampling period and the ignition angle efficiency in the last sampling period is calculated to obtain the difference between the ignition angle efficiency in the current sampling period and the ignition angle efficiency in the last sampling period, and the difference between the ignition angle efficiency in the current sampling period and the ignition angle efficiency in the last sampling period is calculated with the pre-set ignition angle efficiency in the basic sampling period to obtain the ratio of the ignition angle efficiency difference to the basic ignition angle efficiency, that is, the target ignition angle efficiency ratio.

[0097] Step B12, determining a corresponding ignition angle efficiency correction coefficient according to the target ignition angle efficiency ratio and a current engine speed;

[0098] It can be understood that the current engine speed refers to the size of the current engine speed, and the ignition angle efficiency correction coefficient refers to a correction coefficient corresponding to the target ignition angle efficiency ratio and the current engine speed.

[0099] ​In a specific implementation, the correction factor is calculated according to the ratio of the ignition angle efficiency difference to the basic ignition angle efficiency and the size of the current engine speed, to obtain the correction factor corresponding to the target ignition angle efficiency ratio and the current engine speed.

[0100] Step B13, the retard angle correction factor is determined according to the target retard angle ratio corresponding to the current retard angle;

[0101] It can be understood that the retard angle correction factor refers to the correction factor corresponding to the target retard angle ratio.

[0102] In a specific implementation, the correction factor is calculated according to the difference between the engine knock retard angle corresponding to the current retard angle and the maximum allowed retard angle and the ratio of the maximum allowed retard angle, to obtain the correction factor corresponding to the target retard angle ratio, that is, the retard angle correction factor.

[0103] Step B14, the intake density correction factor is determined according to the target intake density ratio corresponding to the current intake density;

[0104] It can be understood that the intake density correction factor refers to the correction factor corresponding to the target intake density ratio.

[0105] In a specific implementation, the correction factor is calculated according to the ratio of the current actual intake density of the engine to the maximum intake density, to obtain the correction factor corresponding to the target intake density ratio, that is, the intake density correction factor.

[0106] Step B15, the opening adjustment factor of the mixing valve is calculated according to the ignition angle efficiency correction factor, the retard angle correction factor and the intake density correction factor, to obtain the target opening adjustment factor.

[0107] It can be understood that the correction factors corresponding to the target ignition angle efficiency ratio and the current engine speed, the target retard angle ratio and the target intake density ratio are summarized and calculated, to obtain the final multiplication correction factor of the mixing valve opening change rate. ).

[0108] It should be noted that in other cases, the power performance control is optimized, the influence of engine knock deterioration is improved, and the mixing valve control precision is optimized.

[0109]

[0110] Wherein, is the correction factor determined based on the ignition angle efficiency change and the basic ignition angle efficiency ratio, the ignition efficiency ratio and the engine speed n, Based on Determined correction factor Based on Determined correction factor.

[0111] It should be noted that in terms of ignition efficiency ratio The smaller the value, the smaller the change in ignition efficiency requirement, and therefore the smaller the increase in power requirement. In this case, response mixing valve opening control can be prioritized, so the larger the correction coefficient r3, the better. When the value is too large, it indicates a greater change in ignition efficiency requirements, thus leading to a greater increase in power demand. In this case, prioritizing power demand should be considered, therefore a smaller correction coefficient r3 is preferable. This example demonstrates different engine speeds n... -1, When the value is not less than 0.95, different ignition efficiency ratios can be adjusted. Get This ensures that the difference between the engine's target torque and actual torque is controlled within ±5 Nm for no more than 0.5 seconds during the transition from fully open to partially open mixing valve.

[0112] Understandably, similarly, to avoid a ratio between engine speed n and ignition efficiency... Too frequent fluctuations lead to If the adjustment is too large, causing the correction coefficient r3 to change too much, resulting in excessive fluctuations in the mixing valve opening control and poor mixing valve control stability, the following measures are taken: If the engine speed n fluctuation (the difference between the engine speed in the current sampling period and the engine speed in the previous sampling period, with a sampling period of 10ms in this example) does not exceed the preset value (±40rpm in this example) and the ignition efficiency ratio is... Fluctuation (ignition efficiency ratio during this sampling period) Compared with the ignition efficiency in the previous sampling period When the sampling period (10ms in this example) does not exceed the preset value (±0.08 in this example), the correction coefficient r3 will not be updated.

[0113] It should be understood that after calibration Then, by fixing different engine speeds n, tests were conducted. When it is not less than 0.95, adjust. Determine This ensures that the difference between the engine's target torque and actual torque remains within ±5 Nm for no more than 0.5 seconds during the transition from fully open to partially open mixing valve. After calibration... and Then, by fixing different engine speeds n, the test was conducted when... -1, adjust Determine , to ensure that the difference between the engine target torque and the actual torque during the transition from full opening to non-full opening of the hybrid valve is controlled within ±5 Nm for a continuous time of no more than 0.5 s. Then, during the transition from full opening to non-full opening of the hybrid valve, the final hybrid valve opening rate of change : . wherein is a learning update coefficient, and the default value is 0, which can be saved after the vehicle is powered off.

[0114] Step S20, calculating the opening rate of change of the hybrid valve according to the target opening adjustment coefficient, the current opening rate of change, and the learning correction coefficient, to obtain a target opening rate of change;

[0115] It can be understood that the learning correction coefficient refers to a parameter for continuously adjusting and optimizing engine operation, and the target opening rate of change refers to the final hybrid valve opening rate of change.

[0116] In a specific implementation, the final hybrid valve opening rate of change is calculated according to the multiplication correction coefficient of the final hybrid valve opening rate of change, the current hybrid valve opening rate of change, and the learning correction coefficient.

[0117] Step S30, controlling the opening of the hybrid valve according to the target opening rate of change.

[0118] It can be understood that the opening of the engine hybrid valve is controlled according to the final hybrid valve opening rate of change, that is, based on the ignition angle efficiency and the knocking condition, the air volume condition, the engine power demand and the engine safety protection (to avoid intensifying knocking) are optimized to control the hybrid valve opening rate of change, to realize precise control of the hybrid valve.

[0119] The embodiment calculates the opening adjustment coefficient of the hybrid valve according to at least one of the current ignition angle efficiency, the current retardation angle, and the current intake density, to obtain a target opening adjustment coefficient; calculates the opening rate of change of the hybrid valve according to the target opening adjustment coefficient, the current opening rate of change, and the learning correction coefficient, to obtain a target opening rate of change; and controls the opening of the hybrid valve according to the target opening rate of change. By determining the hybrid valve opening adjustment coefficient based on the ignition angle efficiency and the knocking condition, and the air volume condition, and then determining the final hybrid valve opening rate of change according to the hybrid valve opening adjustment coefficient, the hybrid valve target opening rate of change is optimized during the request of the hybrid valve to enter the non-full opening process, to further improve the engine power demand and the engine safety protection.

[0120] Based on the first embodiment of the present application, in the second embodiment of the present application, the same or similar contents as the above-mentioned first embodiment can be referred to the above introduction, and will not be described in detail. On this basis, please refer to Figure 3 , the step S20 of the hybrid valve opening control method further includes steps S21-S23:

[0121] Step S21, when the hybrid valve state, the supercharger state, the intake pressure change rate, the request torque change rate, and the engine mileage all satisfy the preset coefficient updating condition, obtaining the engine torque difference, the target retardation spark angle, the exhaust gas circulation proportion difference, and the opening change rate ratio;

[0122] It can be understood that the hybrid valve state refers to the current operating state of the hybrid valve, the supercharger state refers to the current operating state of the supercharger, the intake pressure change rate refers to the engine target intake pressure change rate, the request torque change rate refers to the engine request torque change rate, the engine mileage refers to the engine mileage corresponding to the learning coefficient which is not updated, the engine torque difference refers to the difference between the engine target torque and the actual torque, the target retardation spark angle refers to the retardation spark angle after knock occurs in the engine, the exhaust gas circulation proportion difference refers to the difference between the target EGR rate and the actual EGR rate, and the opening change rate ratio refers to the ratio of The preset coefficient updating condition refers to the condition for updating the learning correction coefficient which is preset.

[0123] In a specific implementation, when the current operating state of the hybrid valve, the current operating state of the supercharger, the engine target intake pressure change rate, the engine request torque change rate, and the engine mileage corresponding to the learning coefficient which is not updated all satisfy the condition for updating the learning correction coefficient which is preset, it indicates that the updating of the learning correction coefficient is activated, and then the difference between the engine target torque and the actual torque, the retardation spark angle after knock occurs in the engine, the difference between the target EGR rate and the actual EGR rate, and the ratio of are obtained.

[0124] It should be noted that the updating of the learning coefficient The updating purpose is to improve the power response and the EGR rate response accuracy in the control process, and the updating method needs to be activated when the following conditions (the engine is in a large transient state) are met at the same time: the hybrid valve is in the full opening to non-full opening transition process; the supercharger is in the closed loop control activated state; the absolute value of the engine target intake pressure change rate exceeds the preset value, which is 25 kPa / 10 ms in this example; the absolute value of the engine request torque change rate exceeds the preset value, which is 30 Nm / 10 ms in this example. The engine mileage corresponding to the learning coefficient which is not updated exceeds the preset value, which is 20,000 kilometers in this example.

[0125] In a feasible implementation, step S21 can include steps A211-A212 after step S21:

[0126] Step A211: When the engine torque difference is greater than the torque difference threshold, the target retardation ignition angle is less than or equal to the ignition angle threshold, the exhaust gas recirculation ratio difference is greater than the ratio difference threshold, and the opening change rate ratio is less than or equal to the change rate ratio threshold, the difference is calculated based on the initial learning correction coefficient and the second update coefficient to obtain the updated learning correction coefficient, wherein the second update coefficient is less than the first update coefficient.

[0127] It is understood that in this embodiment, the second update coefficient is 0.02, which is used to update the learning correction coefficient.

[0128] It should be noted that in the second case of this embodiment, the torque response is poor, the engine knock intensity is weak, and the EGR rate response is poor: the difference between the engine target torque and the actual torque exceeds ±5Nm for more than 0.7s; the ignition angle is delayed by no more than 2° after the engine knocks; the difference between the target EGR rate and the actual EGR rate exceeds the preset value, which is ±0.15 in this example. If the ratio does not exceed a preset value, in this example, it is -15% / 10ms. Then, the torque response accuracy can be improved by appropriately adjusting the opening of the mixing valve. .

[0129] Step A212: Calculate the opening change rate of the mixing valve based on the target opening adjustment coefficient, the current opening change rate, and the updated learning correction coefficient to obtain the target opening change rate.

[0130] In practice, the final mixing valve opening change rate is calculated based on the multiplication correction coefficient of the final mixing valve opening change rate, the current mixing valve opening change rate, and the updated learning correction coefficient.

[0131] In one possible implementation, steps B211-B212 may be included after step S21:

[0132] Step B211: When the engine torque difference is greater than the torque difference threshold, the target delayed ignition angle is greater than the ignition angle threshold, the exhaust gas recirculation ratio difference is less than or equal to the ratio difference threshold, and the opening change rate ratio is less than or equal to the change rate ratio threshold, the updated learning correction coefficient is calculated based on the initial learning correction coefficient and the third update coefficient, and the third update coefficient is less than the second update coefficient.

[0133] It is understood that in this embodiment, the third update coefficient is 0.01, which is used to update the learning correction coefficient.

[0134] It should be noted that in the third case of the present embodiment, the torque response is poor, the engine knock intensity is strong, and the EGR rate response is good: the continuous time when the difference between the engine target torque and the actual torque exceeds ±5 Nm is more than 0.7 s; the continuous time when the retardation angle of the engine after knock exceeds 6 °C is more than 0.1 s; the difference between the target EGR rate and the actual EGR rate does not exceed the preset value ±0.1; The ratio of the target EGR rate and the actual EGR rate does not exceed the preset value, and the present example takes -15% / 10 ms. Then, based on the engine knock protection angle, it is necessary to accelerate the mixed valve to non-full opening, reduce the engine charging capacity, and reduce the risk of knock, , wherein is the self-learning correction coefficient obtained by the last learning.

[0135] Step B212, calculate the opening rate of the mixed valve according to the target opening adjustment coefficient, the current opening rate, and the updated learning correction coefficient to obtain the target opening rate.

[0136] In a specific implementation, the final mixed valve opening rate is calculated according to the multiplication correction coefficient of the final mixed valve opening rate, the current mixed valve opening rate, and the updated learning correction coefficient.

[0137] In a feasible implementation, step S21 can include steps C211-C212:

[0138] Step C211, when the engine torque difference is greater than the torque difference threshold, the target retardation angle is greater than the ignition angle threshold, the exhaust gas circulation ratio difference is greater than the ratio difference threshold, and the opening rate ratio is less than or equal to the change rate ratio threshold, calculate the updated learning correction coefficient according to the initial learning correction coefficient and the fourth update coefficient, and the fourth update coefficient is greater than the first update coefficient

[0139] It can be understood that in the present embodiment, the fourth update coefficient is 0.06, which is used to update the learning correction coefficient.

[0140] It should be noted that in the fourth case of the present embodiment, the torque response is poor, the engine knock intensity is strong, and the EGR rate response is poor: the continuous time when the difference between the engine target torque and the actual torque exceeds ±5 Nm is more than 0.7 s; the continuous time when the retardation angle of the engine after knock exceeds 6 °C is more than 0.1 s; the difference between the target EGR rate and the actual EGR rate exceeds the preset value, and the present example takes ±0.15; The ratio of the target EGR rate and the actual EGR rate does not exceed the preset value, and the present example takes -15% / 10 ms. Then, based on the engine knock protection angle, it is necessary to accelerate the mixed valve to non-full opening, reduce the engine charging capacity, and reduce the risk of knock, .

[0141] Step C212, calculating the opening rate of the mixture valve according to the target opening adjustment coefficient, the current opening rate and the updated learning correction coefficient to obtain a target opening rate.

[0142] In a specific implementation, the final mixture valve opening rate is calculated according to a multiplication correction coefficient of the final mixture valve opening rate, the current mixture valve opening rate and the updated learning correction coefficient.

[0143] In a feasible implementation, after step S21, steps D211~D212 can be included:

[0144] Step D211, when the engine torque difference is less than or equal to the torque difference threshold, the target retardation ignition angle is less than or equal to the ignition angle threshold, the exhaust gas circulation ratio difference is less than or equal to the ratio difference threshold and the opening rate ratio is less than or equal to the rate ratio threshold, calculating the updated learning correction coefficient according to the initial learning correction coefficient and a fifth update coefficient, the fifth update coefficient being greater than the fourth update coefficient;

[0145] It can be understood that in the present embodiment, the fourth update coefficient is 0.08, which is used to update the learning correction coefficient.

[0146] It should be noted that in the fifth case in the present embodiment, the torque response is good, the engine knock intensity is weak and the EGR rate response is good: the difference between the target engine torque and the actual engine torque is not more than ±5 Nm; the retardation ignition angle after the engine knock is not more than 2℃; the difference between the target EGR rate and the actual EGR rate is not more than a preset value ±0.1; the ratio of the target opening rate and the actual opening rate is not more than a preset value, which is -15% / 10 ms in the present embodiment, so the torque response accuracy needs to be further improved, .

[0147] Step D212, calculating the opening rate of the mixture valve according to the target opening adjustment coefficient, the current opening rate and the updated learning correction coefficient to obtain a target opening rate.

[0148] In a specific implementation, the final mixture valve opening rate is calculated according to a multiplication correction coefficient of the final mixture valve opening rate, the current mixture valve opening rate and the updated learning correction coefficient.

[0149] Step S22, when the engine torque difference is greater than the torque difference threshold, the target retardation ignition angle is less than or equal to the ignition angle threshold, the exhaust gas circulation ratio difference is less than or equal to the ratio difference threshold and the opening rate ratio is less than or equal to the rate ratio threshold, calculating the updated learning correction coefficient according to the initial learning correction coefficient and a first update coefficient;

[0150] It can be understood that the torque difference threshold refers to a critical value for judging the size of the torque difference, the ignition angle threshold refers to a critical value for judging the size of the retarded ignition angle, and the proportion difference threshold refers to a critical value for judging the size of the exhaust gas recirculation proportion difference. In this embodiment, the first update coefficient is 0.05, which is used to update the learning correction coefficient. The updated learning correction coefficient refers to the updated correction learning coefficient .

[0151] It should be noted that in the first case of this embodiment, the torque response is poor, the engine knock intensity is weak, and the EGR rate response is good: the difference between the engine target torque and the actual torque exceeds ±5 Nm for more than 0.7 s; the retarded ignition angle does not exceed 2 °C after the engine knocks; and the difference between the target EGR rate and the actual EGR rate does not exceed the preset value ±0.1; The ratio of the target EGR rate to the actual EGR rate does not exceed the preset value, which is -15% / 10 ms in this example. Therefore, the torque response accuracy needs to be further improved, wherein is the self-learning correction coefficient obtained by the last learning.

[0152] In step S23, the opening rate change of the hybrid valve is calculated according to the target opening adjustment coefficient, the current opening rate change, and the updated learning correction coefficient, to obtain the target opening rate change.

[0153] In specific implementation, the final hybrid valve opening rate change is calculated according to the multiplication correction coefficient of the final hybrid valve opening rate change, the current hybrid valve opening rate change, and the updated learning correction coefficient.

[0154] It should be noted that in the sixth case of this embodiment, the torque response is good, the engine knock intensity is weak, and the EGR rate response is poor: the difference between the engine target torque and the actual torque does not exceed ±5 Nm; the retarded ignition angle does not exceed 2 °C after the engine knocks; and the difference between the target EGR rate and the actual EGR rate exceeds the preset value, which is ±0.15 in this example; The ratio of the target EGR rate to the actual EGR rate does not exceed the preset value, which is -15% / 10 ms in this example. Therefore, the torque response accuracy can be improved by appropriately adjusting the hybrid valve opening rate change, .

[0155] In specific implementation, in the seventh case of this embodiment, the torque response is good, the engine knock intensity is strong, and the EGR rate response is good: the difference between the engine target torque and the actual torque does not exceed ±5 Nm; the retarded ignition angle exceeds 6 °C for more than 0.1 s after the engine knocks; and the difference between the target EGR rate and the actual EGR rate does not exceed the preset value ±0.1; The ratio of the torque difference to the torque difference threshold value is not more than a preset value, and the ratio of the torque difference to the torque difference threshold value in this example is -15% / 10ms. Then, the engine knock protection angle is needed to speed up the entering of the hybrid valve to non-full opening, reduce the engine charging capacity, and reduce the risk of knock, .

[0156] It should be noted that in the eighth case in this embodiment, the torque response is better, the engine knock intensity is strong, and the EGR rate response is poor: the difference between the engine target torque and the actual torque is not more than ±5 Nm; the continuous time of the retarded ignition angle exceeding 6°C after the engine knock is more than 0.1s; the difference between the target EGR rate and the actual EGR rate exceeds a preset value, which is ±0.15 in this example; The ratio of the torque difference to the torque difference threshold value is not more than a preset value, and the ratio of the torque difference to the torque difference threshold value in this example is -15% / 10ms. Then, the engine knock protection angle is needed to speed up the entering of the hybrid valve to non-full opening, reduce the engine charging capacity, and reduce the risk of knock, .

[0157] In other cases, If the learning coefficient is updated, the current driving cycle will not be updated.

[0158] In this embodiment, when the hybrid valve state, the supercharger state, the intake pressure change rate, the requested torque change rate, and the engine mileage all meet the preset coefficient update condition, the engine torque difference, the target retarded ignition angle, the exhaust gas recirculation rate difference, and the opening change rate ratio are obtained; when the engine torque difference is greater than the torque difference threshold value, the target retarded ignition angle is less than or equal to the ignition angle threshold value, the exhaust gas recirculation rate difference is less than or equal to the rate difference threshold value, and the opening change rate ratio is less than or equal to the change rate ratio threshold value, the difference value is calculated according to the initial learning correction coefficient and the first update coefficient to obtain an updated learning correction coefficient; and the opening change rate of the hybrid valve is calculated according to the target opening adjustment coefficient, the current opening change rate, and the updated learning correction coefficient to obtain a target opening change rate. In this way, the accuracy of calculating the opening change rate of the hybrid valve is improved.

[0159] For example, in order to facilitate understanding of the implementation process of the hybrid valve opening control method obtained after the above-mentioned embodiment one, please refer to Figure 4 , Figure 4 A brief flowchart of a hybrid valve opening control method is provided, specifically: based on the ignition angle efficiency and the knock situation, the air volume situation, the engine power demand is improved, and the engine safety protection (avoiding knock intensification) is controlled and optimized to the hybrid valve opening change rate.

[0160] It should be noted that the above examples are only used to understand the present application and do not limit the hybrid valve opening control method of the present application. More simple transformations based on this technical concept are within the protection scope of the present application.

[0161] The application also provides a hybrid valve opening degree control device, which comprises: Figure 5

[0162] a calculation module 10, configured to calculate an opening degree adjustment coefficient of a hybrid valve according to at least one of a current ignition angle efficiency, a current retard angle and a current intake density, to obtain a target opening degree adjustment coefficient;

[0163] the calculation module 10 is further configured to calculate a target opening degree change rate of the hybrid valve according to the target opening degree adjustment coefficient, a current opening degree change rate and a learning correction coefficient, to obtain a target opening degree change rate;

[0164] a control module 20, configured to control the opening degree of the hybrid valve according to the target opening degree change rate.

[0165] Optionally, the calculation module 10 is further configured to:

[0166] obtain an ignition angle efficiency difference value according to a historical ignition angle efficiency and a current ignition angle efficiency;

[0167] compare the ignition angle efficiency difference value with a preset efficiency difference value to obtain an ignition angle efficiency difference comparison result;

[0168] when the ignition angle efficiency difference comparison result is that the ignition angle efficiency difference value is less than the preset efficiency difference value, determine that the target opening degree adjustment coefficient is a first opening degree adjustment coefficient.

[0169] Optionally, the calculation module 10 is further configured to:

[0170] when the ignition angle efficiency difference comparison result is that the ignition angle efficiency difference value is greater than or equal to the preset efficiency difference value, obtain an extreme value retard angle and an extreme value intake density;

[0171] obtain a target retard angle ratio according to a current retard angle and the extreme value retard angle;

[0172] obtain a target intake density ratio according to the extreme value intake density and a current intake density;

[0173] when the target retard angle ratio is greater than or equal to a preset retard angle ratio and the target intake density ratio is less than or equal to a preset intake density ratio, determine that the target opening degree adjustment coefficient is a second opening degree adjustment coefficient, and the second opening degree adjustment coefficient is less than the first opening degree adjustment coefficient.

[0174] Optionally, the calculation module 10 is further configured to:

[0175] obtain a target ignition angle efficiency ratio according to a historical ignition angle efficiency, a current ignition angle efficiency and a basic ignition angle efficiency; ​

[0176] determining a corresponding ignition angle efficiency correction coefficient according to the target ignition angle efficiency ratio and the current engine speed;

[0177] determining a retard angle correction coefficient according to a target retard angle ratio corresponding to the current retard angle;

[0178] determining an intake density correction coefficient according to a target intake density ratio corresponding to the current intake density;

[0179] calculating an opening adjustment coefficient of the hybrid valve according to the ignition angle efficiency correction coefficient, the retard angle correction coefficient and the intake density correction coefficient, to obtain a target opening adjustment coefficient.

[0180] Optionally, the calculation module 10 is further configured to:

[0181] when the hybrid valve state, the supercharger state, the intake pressure change rate, the request torque change rate and the engine mileage all satisfy a preset coefficient updating condition, obtaining an engine torque difference, a target retard ignition angle, an exhaust gas circulation proportion difference and an opening change rate ratio;

[0182] when the engine torque difference is greater than a torque difference threshold, the target retard ignition angle is less than or equal to an ignition angle threshold, the exhaust gas circulation proportion difference is less than or equal to a proportion difference threshold, and the opening change rate ratio is less than or equal to a change rate ratio threshold, performing difference calculation according to an initial learning correction coefficient and a first updating coefficient to obtain an updated learning correction coefficient;

[0183] calculating an opening change rate of the hybrid valve according to the target opening adjustment coefficient, a current opening change rate and the updated learning correction coefficient, to obtain a target opening change rate.

[0184] Optionally, the calculation module 10 is further configured to:

[0185] when the engine torque difference is greater than a torque difference threshold, the target retard ignition angle is less than or equal to an ignition angle threshold, the exhaust gas circulation proportion difference is greater than a proportion difference threshold, and the opening change rate ratio is less than or equal to a change rate ratio threshold, performing difference calculation according to an initial learning correction coefficient and a second updating coefficient to obtain an updated learning correction coefficient, the second updating coefficient being less than the first updating coefficient;

[0186] calculating an opening change rate of the hybrid valve according to the target opening adjustment coefficient, a current opening change rate and the updated learning correction coefficient, to obtain a target opening change rate.

[0187] Optionally, the calculation module 10 is further configured to:

[0188] When the engine torque difference is greater than the torque difference threshold, the target retardation ignition angle is greater than the ignition angle threshold, the exhaust gas recirculation ratio difference is less than or equal to the ratio difference threshold, and the opening rate ratio value is less than or equal to the rate ratio threshold, the updated learning correction coefficient is calculated according to the initial learning correction coefficient and a third update coefficient, and the third update coefficient is less than the second update coefficient.

[0189] The opening rate of the hybrid valve is calculated according to the target opening adjustment coefficient, the current opening rate, and the updated learning correction coefficient, and the target opening rate is obtained.

[0190] Optionally, the calculation module 10 is further configured to:

[0191] When the engine torque difference is greater than the torque difference threshold, the target retardation ignition angle is greater than the ignition angle threshold, the exhaust gas recirculation ratio difference is greater than the ratio difference threshold, and the opening rate ratio value is less than or equal to the rate ratio threshold, the updated learning correction coefficient is calculated according to the initial learning correction coefficient and a fourth update coefficient, and the fourth update coefficient is greater than the first update coefficient.

[0192] The opening rate of the hybrid valve is calculated according to the target opening adjustment coefficient, the current opening rate, and the updated learning correction coefficient, and the target opening rate is obtained.

[0193] Optionally, the calculation module 10 is further configured to:

[0194] When the engine torque difference is less than or equal to the torque difference threshold, the target retardation ignition angle is less than or equal to the ignition angle threshold, the exhaust gas recirculation ratio difference is less than or equal to the ratio difference threshold, and the opening rate ratio value is less than or equal to the rate ratio threshold, the updated learning correction coefficient is calculated according to the initial learning correction coefficient and a fifth update coefficient, and the fifth update coefficient is greater than the fourth update coefficient.

[0195] The opening rate of the hybrid valve is calculated according to the target opening adjustment coefficient, the current opening rate, and the updated learning correction coefficient, and the target opening rate is obtained.

[0196] The hybrid valve opening control device provided in the application adopts the hybrid valve opening control method in the above embodiments, and can solve the technical problem of how to optimize the target opening rate of the hybrid valve during the process of entering the non-full opening process, so as to further improve the power and engine safety protection in the control process. Compared with the prior art, the hybrid valve opening control device provided in the application has the same beneficial effects as the hybrid valve opening control method provided in the above embodiments, and other technical features in the hybrid valve opening control device are the same as the features disclosed in the above embodiments, which will not be repeated here.

[0197] The application provides a hybrid valve opening degree control device, which comprises at least one processor and a memory connected with the at least one processor; the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the hybrid valve opening degree control method in the embodiment one.

[0198] Reference will now be made to the drawings, in which Figure 6 which shows a structural diagram of a hybrid valve opening degree control device suitable for implementing the embodiments of the application. The hybrid valve opening degree control device in the embodiments of the application can include, but is not limited to, mobile terminals such as mobile phones, notebook computers, digital broadcast receivers, PDAs (Personal Digital Assistant), PADs (Portable Application Description), PMPs (Portable Media Player), vehicle-mounted terminals (for example, vehicle-mounted navigation terminals), and the like, and fixed terminals such as digital TVs, desktop computers, and the like. Figure 6 The hybrid valve opening degree control device shown is only an example, and should not bring any limitation to the functions and use range of the embodiments of the application.

[0199] As Figure 6As shown, the hybrid valve opening degree control device can include a processing device 1001 (e.g., a central processing unit, a graphics processing unit, etc.) that can perform various appropriate actions and processes according to programs stored in a read only memory (ROM) 1002 or programs loaded from a storage device 1003 into a random access memory (RAM) 1004. Various programs and data required for the operation of the hybrid valve opening degree control device are also stored in the RAM 1004. The processing device 1001, the ROM 1002, and the RAM 1004 are connected to each other through a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Generally, the following systems can be connected to the I / O interface 1006: input devices 1007 including, for example, a touch screen, a touch pad, a keyboard, a mouse, an image sensor, a microphone, an accelerometer, a gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), a speaker, a vibrator, etc.; the storage device 1003 including, for example, a magnetic tape, a hard disk, etc.; and a communication device 1009. The communication device 1009 can allow the hybrid valve opening degree control device to communicate wirelessly or by wire with other devices to exchange data. Although the hybrid valve opening degree control device is shown as having various systems, it should be understood that all of the shown systems are not required to be implemented or possessed. More or fewer systems can be alternatively implemented or possessed.

[0200] In particular, the processes described above with reference to the flowcharts can be implemented as a computer software program according to embodiments of the present disclosure. For example, embodiments of the present disclosure include a computer program product comprising a computer program carried on a computer readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network by a communication device, or installed from the storage device 1003, or installed from the ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the methods of embodiments of the present disclosure are performed.

[0201] The hybrid valve opening degree control device provided by the present disclosure adopts the hybrid valve opening degree control method in the above embodiments, and can solve the technical problem of how to optimize the change rate of the hybrid valve target opening degree during the process of the hybrid valve request entering the non-full opening, so as to further improve the power performance and engine safety protection in the control process. Compared with the prior art, the hybrid valve opening degree control device provided by the present disclosure has the same beneficial effects as the hybrid valve opening degree control method provided by the above embodiments, and other technical features in the hybrid valve opening degree control device are the same as the features disclosed in the previous embodiment method, which will not be repeated here.

[0202] It should be understood that various aspects of the disclosure can be implemented in hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials or characteristics can be combined in any appropriate manner in any one or more embodiments or examples.

[0203] The above description is merely illustrative of the application and is not intended to limit the scope of the application. Any variations and modifications that can be made by any person skilled in the art within the spirit and scope of the application are intended to be encompassed by the application. Therefore, the scope of the application should be determined by the scope of the claims.

[0204] The application provides a computer-readable storage medium having stored thereon computer-readable program instructions (i.e., a computer program) for executing the hybrid valve opening degree control method in the above-described embodiments.

[0205] The computer-readable storage medium provided by the application may, for example, be a U disk, but is not limited to an electric, magnetic, optical, electromagnetic, infrared, or semiconductor system, system, or device, or any combination of the above. More specific examples of the computer-readable storage medium can include, but are not limited to, an electric connection having one or more conductive wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM 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 appropriate combination of the above. In the present embodiment, the computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium can be transmitted by any appropriate medium, including but not limited to an electric wire, an optical cable, an RF (Radio Frequency), etc., or any appropriate combination of the above.

[0206] The above-described computer-readable storage medium can be included in the hybrid valve opening degree control device; or can exist separately and not be assembled into the hybrid valve opening degree control device.

[0207] The computer readable storage medium described above carries one or more programs, when the one or more programs are executed by the hybrid valve opening degree control device, the hybrid valve opening degree control device is caused to: calculate an opening degree adjustment coefficient of the hybrid valve according to at least one of a current ignition angle efficiency, a current retard angle, and a current intake density, to obtain a target opening degree adjustment coefficient; calculate an opening degree change rate of the hybrid valve according to the target opening degree adjustment coefficient, a current opening degree change rate, and a learning correction coefficient, to obtain a target opening degree change rate; and control the opening degree of the hybrid valve according to the target opening degree change rate.

[0208] Computer program code for carrying out operations of the present application can be written in any combination of one or more programming languages, including an object oriented programming language such as Java, Smalltalk, C++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code can execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the latter scenario, the remote computer can be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or the connection can be made to an external computer (for example, through the Internet using an Internet Service Provider).

[0209] The flow diagrams and the block diagrams in the drawings are illustrations of architectures, functionalities, and operations of possible implementations of systems, methods, and computer program products according to various embodiments of present application. In this regard, each block in the flow diagrams or block diagrams can represent a module, a segment, or a portion of code, which comprises one or more executable instructions for implementing the specified logical functions. It should also be noted that in some alternative implementations, the functions noted in the blocks can occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently or the blocks may

[0210] The modules involved in the embodiments of the present application can be implemented in the form of software or in the form of hardware. In some cases, the name of the module does not constitute a limitation on the module itself.

[0211] The readable storage medium provided by the application is a computer readable storage medium, which stores computer readable program instructions (i.e. computer programs) for executing the mixed valve opening degree control method described above, and can solve the technical problem of how to optimize the mixed valve target opening degree change rate when the mixed valve requests to enter the non-full opening process, so as to further improve the power and engine safety protection in the control process. Compared with the prior art, the computer readable storage medium provided by the application has the same beneficial effects as the mixed valve opening degree control method provided by the above-mentioned embodiments, and will not be repeated here.

[0212] The application also provides a computer program product, which comprises a computer program, and the computer program is executed by a processor to realize the steps of the mixed valve opening degree control method as described above.

[0213] The computer program product provided by the application can solve the technical problem of how to optimize the mixed valve target opening degree change rate when the mixed valve requests to enter the non-full opening process, so as to further improve the power and engine safety protection in the control process. Compared with the prior art, the computer program product provided by the application has the same beneficial effects as the mixed valve opening degree control method provided by the above-mentioned embodiments, and will not be repeated here.

[0214] The above-mentioned is only part of the embodiments of the application, and does not limit the patent scope of the application, and any equivalent structural transformation, direct / indirect application in other related technical fields made by using the content of the application specification and drawings under the technical concept of the application are included in the patent protection scope of the application.

Claims

1. A hybrid valve opening degree control method characterized by, The hybrid valve opening degree control method comprises: calculating an opening degree adjustment coefficient of the hybrid valve according to at least one of a current ignition angle efficiency, a current retardation angle and a current intake density, to obtain a target opening degree adjustment coefficient; calculating a target opening degree change rate of the hybrid valve according to the target opening degree adjustment coefficient, a current opening degree change rate and a learning correction coefficient, to obtain a target opening degree change rate; controlling the opening degree of the hybrid valve according to the target opening degree change rate; calculating a target opening degree change rate of the hybrid valve according to the target opening degree adjustment coefficient, a current opening degree change rate and an initial learning correction coefficient, to obtain a target opening degree change rate, comprising: when the hybrid valve state, the supercharger state, the intake pressure change rate, the requested torque change rate and the engine mileage all satisfy a preset coefficient updating condition, obtaining an engine torque difference, a target retardation ignition angle, an exhaust gas recirculation ratio difference and an opening degree change rate ratio; when the engine torque difference is greater than a torque difference threshold value, the target retardation ignition angle is less than or equal to an ignition angle threshold value, the exhaust gas recirculation ratio difference is less than or equal to a ratio difference threshold value and the opening degree change rate ratio is less than or equal to a change rate ratio threshold value, performing difference calculation according to an initial learning correction coefficient and a first updating coefficient to obtain an updated learning correction coefficient; calculating a target opening degree change rate of the hybrid valve according to the target opening degree adjustment coefficient, a current opening degree change rate and the updated learning correction coefficient.

2. The method of claim 1, wherein, The step of calculating an opening degree adjustment coefficient of the hybrid valve according to at least one of a current ignition angle efficiency, a current retardation angle and a current intake density, to obtain a target opening degree adjustment coefficient, comprises: obtaining an ignition angle efficiency difference value according to a historical ignition angle efficiency and a current ignition angle efficiency; comparing the ignition angle efficiency difference value with a preset efficiency difference value to obtain an ignition angle efficiency difference comparison result; when the ignition angle efficiency difference comparison result is that the ignition angle efficiency difference value is less than the preset efficiency difference value, determining that the target opening degree adjustment coefficient is a first opening degree adjustment coefficient.

3. The method of claim 2, wherein, The step of comparing the ignition angle efficiency difference value with a preset efficiency difference value to obtain an ignition angle efficiency difference comparison result, further comprises: when the ignition angle efficiency difference comparison result is that the ignition angle efficiency difference value is greater than or equal to the preset efficiency difference value, obtaining an extreme retardation angle and an extreme intake density; obtaining a target retardation angle ratio according to a current retardation angle and the extreme retardation angle; obtaining a target intake density ratio according to the extreme intake density and a current intake density; when the target retardation angle ratio is greater than or equal to a preset retardation angle ratio and the target intake density ratio is less than or equal to a preset intake density ratio, determining that the target opening degree adjustment coefficient is a second opening degree adjustment coefficient, and the second opening degree adjustment coefficient is less than the first opening degree adjustment coefficient.

4. The method of claim 1, wherein, The step of calculating an opening degree adjustment coefficient of the hybrid valve according to at least one of a current ignition angle efficiency, a current retardation angle and a current intake density, to obtain a target opening degree adjustment coefficient, comprises: obtaining a target ignition angle efficiency ratio according to a historical ignition angle efficiency, a current ignition angle efficiency and a basic ignition angle efficiency; Determine a corresponding ignition angle efficiency correction coefficient according to the target ignition angle efficiency ratio and a current engine speed; Determine a retardation angle correction coefficient according to a target retardation angle ratio corresponding to a current retardation angle; Determine an intake density correction coefficient according to a target intake density ratio corresponding to a current intake density; Calculate an opening adjustment coefficient of the hybrid valve according to the ignition angle efficiency correction coefficient, the retardation angle correction coefficient and the intake density correction coefficient, to obtain a target opening adjustment coefficient.

5. The method of claim 1, wherein, After the step of obtaining the engine torque difference, the target retarded ignition angle, the exhaust gas circulation ratio difference and the opening change rate ratio when the hybrid valve state, the supercharger state, the intake pressure change rate, the requested torque change rate and the engine mileage all satisfy the preset coefficient updating condition, the method further comprises: When the engine torque difference is greater than a torque difference threshold, the target retarded ignition angle is less than or equal to an ignition angle threshold, the exhaust gas circulation ratio difference is greater than a ratio difference threshold and the opening change rate ratio is less than or equal to a change rate ratio threshold, perform difference calculation according to an initial learning correction coefficient and a second updating coefficient to obtain an updated learning correction coefficient, the second updating coefficient being less than the first updating coefficient; Calculate the opening change rate of the hybrid valve according to the target opening adjustment coefficient, the current opening change rate and the updated learning correction coefficient, to obtain a target opening change rate.

6. The method of claim 1, wherein, After the step of obtaining the engine torque difference, the target retarded ignition angle, the exhaust gas circulation ratio difference and the opening change rate ratio when the hybrid valve state, the supercharger state, the intake pressure change rate, the requested torque change rate and the engine mileage all satisfy the preset coefficient updating condition, the method further comprises: When the engine torque difference is greater than a torque difference threshold, the target retarded ignition angle is greater than an ignition angle threshold, the exhaust gas circulation ratio difference is less than or equal to a ratio difference threshold and the opening change rate ratio is less than or equal to a change rate ratio threshold, perform calculation according to an initial learning correction coefficient and a third updating coefficient to obtain an updated learning correction coefficient, the third updating coefficient being less than the second updating coefficient; Calculate the opening change rate of the hybrid valve according to the target opening adjustment coefficient, the current opening change rate and the updated learning correction coefficient, to obtain a target opening change rate.

7. The method of claim 1, wherein, After the step of obtaining the engine torque difference, the target retarded ignition angle, the exhaust gas circulation ratio difference and the opening change rate ratio when the hybrid valve state, the supercharger state, the intake pressure change rate, the requested torque change rate and the engine mileage all satisfy the preset coefficient updating condition, the method further comprises: When the engine torque difference is greater than a torque difference threshold, the target retarded ignition angle is greater than an ignition angle threshold, the exhaust gas circulation ratio difference is greater than a ratio difference threshold and the opening change rate ratio is less than or equal to a change rate ratio threshold, perform calculation according to an initial learning correction coefficient and a fourth updating coefficient to obtain an updated learning correction coefficient, the fourth updating coefficient being greater than the first updating coefficient; Calculate the opening change rate of the hybrid valve according to the target opening adjustment coefficient, the current opening change rate and the updated learning correction coefficient, to obtain a target opening change rate.

8. The method of claim 1, wherein, The step of obtaining the engine torque difference, the target retarded spark angle, the exhaust gas recirculation ratio difference, and the opening change rate ratio after the step of obtaining the engine torque difference, the target retarded spark angle, the exhaust gas recirculation ratio difference, and the opening change rate ratio when the hybrid valve state, the supercharger state, the intake air pressure change rate, the requested torque change rate, and the engine mileage all satisfy the preset coefficient update condition further comprises: The initial learning correction coefficient and the fifth update coefficient are used for difference calculation to obtain the updated learning correction coefficient when the engine torque difference is less than or equal to the torque difference threshold, the target retarded spark angle is less than or equal to the spark angle threshold, the exhaust gas recirculation ratio difference is less than or equal to the ratio difference threshold, and the opening change rate ratio is less than or equal to the change rate ratio threshold; The target opening change rate of the hybrid valve is calculated according to the target opening adjustment coefficient, the current opening change rate, and the updated learning correction coefficient.

9. A hybrid valve opening control device characterized by comprising: The device comprises: The calculation module is configured to calculate the opening adjustment coefficient of the hybrid valve according to at least one of the current spark angle efficiency, the current retardation angle, and the current intake air density to obtain the target opening adjustment coefficient; The calculation module is further configured to calculate the opening change rate of the hybrid valve according to the target opening adjustment coefficient, the current opening change rate, and the learning correction coefficient to obtain the target opening change rate; The control module is configured to control the opening of the hybrid valve according to the target opening change rate; The calculation module is further configured to obtain the engine torque difference, the target retarded spark angle, the exhaust gas recirculation ratio difference, and the opening change rate ratio when the hybrid valve state, the supercharger state, the intake air pressure change rate, the requested torque change rate, and the engine mileage all satisfy the preset coefficient update condition; The initial learning correction coefficient and the first update coefficient are used for difference calculation to obtain the updated learning correction coefficient when the engine torque difference is greater than the torque difference threshold, the target retarded spark angle is less than or equal to the spark angle threshold, the exhaust gas recirculation ratio difference is less than or equal to the ratio difference threshold, and the opening change rate ratio is less than or equal to the change rate ratio threshold; The target opening change rate of the hybrid valve is calculated according to the target opening adjustment coefficient, the current opening change rate, and the updated learning correction coefficient.

10. A hybrid valve opening control apparatus characterized by comprising: The device comprises a memory, a processor, and a computer program stored on the memory and executable on the processor, and the computer program is configured to implement the steps of the hybrid valve opening control method according to any one of claims 1 to 8.

11. A storage medium, characterized by The storage medium is a computer readable storage medium, and the storage medium stores a computer program, and the computer program is executed by the processor to implement the steps of the hybrid valve opening control method according to any one of claims 1 to 8.

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