Engine control method and device, vehicle and computer readable storage medium

Abstract

The invention provides an engine control method and device, a vehicle and a computer readable storage medium, and relates to the technical field of vehicle control, the method comprises the steps that whether an engine of the vehicle meets a first preset condition or not is judged, and the first preset condition is the condition that the output torque of the engine is kept unchanged and the rotating speed of the engine is changed; and under the condition that the engine meets the first preset condition, the engine torque boundary value is reduced. According to the method, the engine torque boundary value of the engine is actively limited under the conditions that the output torque of the engine is kept unchanged and the rotating speed of the engine is changed, so that the problem of preignition or knocking of the engine can be avoided in advance.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and more specifically, to an engine control method, device, vehicle and computer-readable storage medium in the field of vehicle control technology. Background Art

[0002] With the rapid development of the automobile industry, especially the widespread application of high-efficiency combustion technologies such as turbocharging and direct injection, modern engines are facing a serious problem while improving fuel efficiency and power output, namely pre-ignition and knock. These two abnormal combustion phenomena will not only reduce engine performance, but may also cause serious mechanical damage and even cause safety hazards. Therefore, how to prevent pre-ignition and knock in the engine has become an urgent problem to be solved. Summary of the invention

[0003] Embodiments of the present application provide an engine control method, device, vehicle and computer-readable storage medium. The present application can prevent the engine from having pre-ignition and / or knock problems in advance by actively limiting the engine torque boundary value of the engine when the engine output torque remains unchanged and the engine speed changes.

[0004] In a first aspect, an engine control method is provided, which includes: determining whether the engine of a vehicle satisfies a first preset condition; wherein the first preset condition is a condition in which the engine output torque remains unchanged and the engine speed changes; and when the engine satisfies the first preset condition, reducing the engine torque boundary value.

[0005] Based on the above technical solution, when the engine output torque remains unchanged but the engine speed changes, the embodiment of the present application can prevent knock and / or pre-ignition during engine operation in advance by timely reducing the engine torque boundary value. On the one hand, it can effectively reduce the engine combustion pressure peak and avoid abnormal combustion, thereby protecting the engine hardware from damage and helping to extend the service life of the engine. On the other hand, it can effectively reduce the sudden change of engine load, making the vehicle acceleration and deceleration process smoother, which is conducive to improving driving comfort.

[0006] In one possible implementation, the engine control method further includes: when the engine is running, detecting whether a historical record of knock and / or pre-ignition of the engine is stored; if the historical record is stored, executing the step of determining whether the vehicle's engine meets a first preset condition.

[0007] When the engine is running, it is detected whether the vehicle has stored a historical record of engine knock and / or pre-ignition. If a historical record is stored, a step is performed to determine whether the vehicle's engine meets a first preset condition, thereby achieving the goal of reducing the engine torque boundary value if it is determined that the engine has experienced knock and / or pre-ignition, and the engine output torque remains unchanged but the engine speed changes; and not reducing the engine torque boundary value if it is determined that the engine has not experienced knock and / or pre-ignition, and the engine output torque remains unchanged but the engine speed changes. This can not only solve the problem of engine pre-ignition and / or knock, but also reduce the problem of uneven gear shifting in the vehicle.

[0008] In one possible implementation, when the historical records are stored, executing the step of determining whether the engine of the vehicle meets the first preset condition includes: when the historical records are stored, obtaining the total number of times the engine experiences knock and / or pre-ignition from the historical records; and when the total number is greater than a number threshold, executing the step of determining whether the engine of the vehicle meets the first preset condition.

[0009] By comparing the total number of times with the number threshold, it is determined whether there is a misjudgment in the detection of engine knock and / or pre-ignition. If the total number of times is less than or equal to the number threshold, it indicates that a misjudgment has occurred. When it is determined that the engine output torque remains unchanged but the engine speed changes, the engine torque boundary value is not lowered; if the total number of times is greater than the number threshold, it indicates that there is no misjudgment, and the engine knock and / or pre-ignition have been detected many times in the past. When it is determined that the engine output torque remains unchanged but the engine speed changes, the engine torque boundary value is lowered, which not only solves the problem of engine pre-ignition and / or knock, but also reduces the problems of vehicle uneven gear shifting and high engine fuel consumption.

[0010] In a possible implementation, when the engine satisfies the first preset condition, reducing the engine torque boundary value includes: when the engine satisfies the first preset condition, if the engine satisfies the second preset condition, determining the target torque range according to the engine's maximum outgoing gas path torque; wherein the second preset condition includes at least one of the engine speed being in the first speed range, the engine relative intake volume being greater than the intake volume threshold, the engine flywheel end torque being greater than the torque threshold, the engine intake temperature being greater than or equal to the first temperature threshold, and the ambient temperature being greater than the second temperature threshold, and the maximum value of the target torque range is less than the engine torque boundary value; adjusting the engine torque boundary value to any torque value in the target torque range, and maintaining it for a first preset time length.

[0011] By introducing the second preset condition, and when the first preset condition and the second preset condition are met, the target torque range is determined according to the engine's maximum outgoing gas path torque, and the engine torque boundary value is adjusted to any torque value in the target torque range and maintained for a certain period of time. This can not only effectively prevent the engine from having pre-ignition and / or knock problems, but also maximize the engine's performance output while ensuring safety.

[0012] In one possible implementation, determining the target torque range based on the external maximum gas circuit torque of the engine includes: obtaining a coefficient range for reducing the external maximum gas circuit torque; taking the product of the external maximum gas circuit torque and the maximum value of the coefficient range as the maximum value of the target torque range; taking the product of the external maximum gas circuit torque and the minimum value of the coefficient range as the minimum value of the target torque range; wherein the maximum value of the coefficient range is less than 1, and the minimum value of the coefficient range is greater than 0.

[0013] By using the torsion value in the target torque range determined by the external maximum gas path torque and the coefficient range as the target torque value indicating the reduction of the engine torque boundary value, the reduction range of the engine torque boundary value can be accurately controlled.

[0014] In one possible implementation, after adjusting the engine torque boundary value to any torque value in the target torque range and maintaining it for a first preset time, the engine control method further includes: delaying for a second preset time, and if the engine meets a third preset condition, delaying the engine ignition advance angle by a preset angle and maintaining it for a third preset time; wherein the third preset condition includes at least one of the engine speed being in the second speed range, the engine intake temperature being greater than or equal to the first temperature threshold, the engine water temperature being greater than or equal to the water temperature threshold, and the engine relative intake volume being greater than the intake volume threshold, the second speed range includes the first speed range, and the first preset time > the third preset time > the second preset time.

[0015] When the engine meets the first preset condition and the second preset condition, by adjusting the engine torque boundary value to any torque value in the target torque range, and maintaining the first preset time, continuing to delay the second preset time, after the second preset time is reached, if it is determined that the engine meets the third preset condition, the engine ignition advance angle is postponed by the preset angle, and maintained for the third preset time, the effect of preventing the engine from pre-ignition and knock can be significantly enhanced, which is beneficial to improving the reliability and working efficiency of the engine.

[0016] In a possible implementation, the first preset condition includes at least one of: a vehicle shifting gears;

[0017] The first mode is switched to the second mode; wherein the first mode is one of the series mode and the direct drive mode, and the second mode is the other of the series mode and the direct drive mode; and the engine is running at idle speed.

[0018] In a second aspect, an engine control device is provided, the engine control device comprising:

[0019] A condition judgment module, used to judge whether the engine of the vehicle meets a first preset condition; wherein the first preset condition is a condition that the engine output torque remains unchanged and the engine speed changes;

[0020] The engine control module is used to reduce the engine torque boundary value when the engine meets the first preset condition.

[0021] In a possible implementation, the engine control device further includes:

[0022] A record acquisition unit, used for detecting whether a historical record of knock and / or pre-ignition of the engine is stored when the engine is running;

[0023] The control trigger unit is used to execute the step of determining whether the engine of the vehicle meets the first preset condition when the historical record is stored.

[0024] In one possible implementation, the control trigger unit is specifically used to obtain the total number of times the engine experiences knock and / or pre-ignition from the historical records when the historical records are stored; and when the total number is greater than a threshold number, execute the step of determining whether the vehicle's engine meets the first preset condition.

[0025] In a possible implementation, the engine control module includes:

[0026] an interval construction unit, for determining the target torque interval according to the maximum outgoing gas path torque of the engine if the engine satisfies the second preset condition when the engine satisfies the first preset condition; wherein the second preset condition includes at least one of the following: the engine speed is in the first speed interval, the engine relative air intake volume is greater than the air intake volume threshold, the engine flywheel end torque is greater than the torque threshold, the engine intake temperature is greater than or equal to the first temperature threshold, and the ambient temperature is greater than the second temperature threshold, and the maximum value of the target torque interval is less than the engine torque boundary value;

[0027] The torque adjustment unit is used to adjust the engine torque boundary value to any torque value in the target torque range and maintain it for a first preset time length.

[0028] In one possible implementation, the interval construction unit is specifically used to obtain a coefficient interval for reducing the external maximum gas circuit torque; the product of the external maximum gas circuit torque and the maximum value of the coefficient interval is used as the maximum value of the target torque interval; the product of the external maximum gas circuit torque and the minimum value of the coefficient interval is used as the minimum value of the target torque interval; wherein the maximum value of the coefficient interval is less than 1, and the minimum value of the coefficient interval is greater than 0.

[0029] In a possible implementation, the engine control module further includes:

[0030] An ignition control unit is used to delay for a second preset time after the torque adjustment unit adjusts the engine torque boundary value to any torque value in the target torque range and maintains the first preset time. If the engine meets a third preset condition, the engine ignition advance angle is postponed by a preset angle and maintained for a third preset time; wherein the third preset condition includes at least one of the engine speed being in the second speed range, the engine intake temperature being greater than or equal to the first temperature threshold, the engine water temperature being greater than or equal to the water temperature threshold, and the engine relative intake volume being greater than the intake volume threshold; the second speed range includes the first speed range, and the first preset time>the third preset time>the second preset time.

[0031] In one possible implementation, the first preset condition includes at least one of: vehicle gear shifting; switching from a first mode to a second mode; the engine idling; wherein the first mode is one of a series mode and a direct drive mode, and the second mode is the other of the series mode and the direct drive mode.

[0032] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the engine control method in the first aspect or any possible implementation of the first aspect.

[0033] In a fourth aspect, a computer program product is provided, which includes: a computer program code, which, when executed on a computer, enables the computer to execute the engine control method in the first aspect or any possible implementation of the first aspect.

[0034] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the engine control method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 A schematic flow chart of an engine control method provided in an embodiment of the present application is shown;

[0036] Figure 2 An exemplary schematic diagram of limiting the engine torque boundary value according to an embodiment of the present application is shown;

[0037] Figure 3 Another exemplary schematic diagram of limiting the engine torque boundary value according to an embodiment of the present application is shown;

[0038] Figure 4 A schematic diagram of the structure of an engine control device provided in an embodiment of the present application is shown;

[0039] Figure 5 A schematic structural diagram of a vehicle provided in an embodiment of the present application is shown. DETAILED DESCRIPTION

[0040] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0041] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0042] With the rapid development of the automobile industry, especially the widespread application of high-efficiency combustion technologies such as turbocharging and direct injection, modern engines are facing a serious problem while improving fuel efficiency and power output, namely pre-ignition and knock. These two abnormal combustion phenomena will not only reduce engine performance, but may also cause serious mechanical damage and even cause safety hazards.

[0043] Pre-ignition refers to the phenomenon that the mixture ignites prematurely at a hot spot in the cylinder before the spark plug ignites. Pre-ignition usually occurs under high-load conditions, especially in turbocharged engines. Because pre-ignition occurs in the early stage of the compression stroke, the combustion pressure and temperature rise rapidly, causing the peak pressure in the cylinder to be much higher than the pressure during normal combustion, which has a great impact on key components such as the piston, connecting rod, and valve, and in severe cases can cause engine damage.

[0044] Knocking refers to the spontaneous combustion of some unburned mixture before the normal flame propagation after the spark plug ignites, forming multiple combustion centers, causing the pressure and temperature in the combustion chamber to rise sharply. Knocking can cause the engine to make a metallic knocking sound (commonly known as "knocking"), and cause problems such as engine vibration, power reduction, and increased fuel consumption. Long-term knocking can also cause overheating of components such as the piston top, cylinder wall, and exhaust valve, and even cause melting damage or rupture.

[0045] In order to prevent the phenomenon of pre-ignition and knock in the engine, the embodiments of the present application provide an engine control method, device, vehicle and computer-readable storage medium. The present application can avoid the problem of pre-ignition and / or knock in the engine in advance by actively limiting the engine torque boundary value of the engine when the engine output torque remains unchanged and the engine speed changes.

[0046] The following is an embodiment of an engine control method provided in this application specification.

[0047] Figure 1 A schematic flow chart of an engine control method provided by an embodiment of the present application is shown, such as Figure 1 As shown, the engine control method provided in the embodiment of the present application is applied to the engine management system (EMS) of the vehicle, and the above engine control method includes the following schemes:

[0048] S210: Determine whether the engine of the vehicle meets a first preset condition;

[0049] S220: When the engine meets the first preset condition, reduce the engine torque boundary value.

[0050] In an exemplary embodiment, the first preset condition refers to the condition that the engine output torque remains unchanged and the engine speed changes. Specifically, when the engine output torque remains basically constant within a certain period of time, but the engine speed changes significantly, the engine is considered to meet the first preset condition.

[0051] The torque sensor monitors the engine output torque in real time and transmits the torque data to the engine management system, which determines whether the engine output torque remains stable based on the torque data from the torque sensor. The speed sensor monitors the engine speed in real time and transmits the speed data to the engine management system, which determines whether the engine speed has changed significantly based on the speed data from the speed sensor.

[0052] To ensure the accuracy of the judgment, the engine management system sets a time window (such as 1 second) during which the changes in the engine output torque and engine speed are continuously monitored. If the engine output torque remains stable and the engine speed changes significantly within the time window, it is considered that the engine meets the first preset condition.

[0053] For example, for the judgment of the stability of the engine output torque: the engine management system will calculate the torque average value of the engine output torque within the time window, and judge whether the torque fluctuation range of the torque average value is less than the preset torque fluctuation range threshold; if the torque fluctuation range is less than the preset torque fluctuation range threshold, the engine output torque is considered to remain stable. For the judgment of the change of the engine speed: the engine management system will calculate the change amplitude of the engine speed within the time window, and judge whether the change amplitude exceeds the preset change amplitude threshold. If the speed change amplitude exceeds the preset change amplitude threshold, it is considered that the preset change amplitude threshold has changed significantly. Therefore, when the engine management system determines that the engine output torque remains stable and the engine speed has changed significantly, it is considered that the engine meets the first preset condition.

[0054] The first preset condition includes: at least one of vehicle gear shifting, switching from the first mode to the second mode, and engine idling; wherein the first mode is one of the series mode and the direct drive mode, and the second mode is the other of the series mode and the direct drive mode, that is, switching from the first mode to the second mode includes switching from the direct drive mode to the series mode and switching from the series module to the direct drive module; vehicle gear shifting includes upshifting, downshifting, switching from a forward gear to a reverse gear, switching from a forward gear to a parking gear or a neutral gear, and so on.

[0055] If it is determined that the engine does not meet the first preset condition, it means that knock and / or pre-ignition will not occur during the operation of the engine, then the engine torque boundary value is kept unchanged and the engine is controlled to run normally; if it is determined that the engine does not meet the first preset condition, it means that knock and / or pre-ignition will not occur during the operation of the engine; if it is determined that the engine meets the first preset condition, it means that knock and / or pre-ignition will occur during the operation of the engine, and then the engine torque boundary value is reduced, thereby preventing knock and / or pre-ignition during the operation of the engine in advance, which not only improves the safety and performance of the engine, but also improves the driving experience and prolongs the service life of the engine. Among them, reducing the engine torque boundary value specifically reduces the engine torque boundary value to a lower limit torque value (that is, it can also be called a target torque value indicating the reduction of the engine torque boundary value), that is, adjusting the engine torque boundary value to a lower limit torque value, and the lower limit torque value is less than the engine torque boundary value. By adjusting the engine torque boundary value to the lower limit torque value, knock and / or pre-ignition of the engine can be avoided during the operation of the engine.

[0056] The purpose of setting the lower limit torque value is to ensure that the engine torque boundary value is prevented from decreasing too much when the knock and / or pre-ignition phenomenon of the engine has been avoided, so as to ensure the safe operation of the engine and maintain the engine with sufficient power output. Among them, the lower limit torque value is obtained by reducing the maximum outgoing gas path torque of the engine according to the calibrated torque reduction coefficient, that is, the lower limit torque value = torque reduction coefficient × the maximum outgoing gas path torque of the engine, 0 < torque reduction coefficient < 1.

[0057] like Figure 2 As shown, Figure 2 An exemplary schematic diagram of limiting the engine torque boundary value in an embodiment of the present application is shown, H indicates that a vehicle shift event is triggered, i.e., the vehicle shifts gears, G indicates that the engine has knock and / or pre-ignition, F1 indicates the maximum available torque of the engine, and F2 indicates the engine torque requested by the driver, and the maximum available torque of the engine is limited by the engine torque boundary value. Scenario A indicates that before and after the engine has knock and / or pre-ignition, the engine is not prevented from knocking and / or pre-ignition, and scenario B indicates that the engine control strategy of S210-S220 is executed, and when the vehicle shift event is triggered, the engine torque boundary value is reduced, so that the engine torque requested by the driver and the maximum available torque of the engine are both reduced, thereby preventing the engine from knocking and / or pre-ignition in advance.

[0058] When the engine output torque remains unchanged but the engine speed changes, the pressure and temperature distribution in the engine combustion chamber will change, increasing the risk of engine pre-ignition and / or knock. Therefore, when the engine output torque remains unchanged but the engine speed changes, the embodiment of the present application can effectively reduce the engine combustion pressure peak and avoid abnormal combustion, thereby protecting the engine hardware from damage by timely reducing the engine torque boundary value. On the other hand, it can effectively reduce the sudden change of engine load, making the vehicle acceleration and deceleration process smoother, which is conducive to improving driving comfort.

[0059] The engine control method provided in the embodiment of the present application is applicable to various types of engines and vehicles, and has broad application prospects, especially in turbocharged engines, hybrid vehicles and high-performance vehicles.

[0060] For turbocharged engines: Turbocharged engines are prone to pre-ignition and detonation under high load conditions, especially when the speed changes rapidly. By reducing the engine torque boundary value when the engine output torque remains unchanged but the engine speed changes, these problems can be effectively prevented and the safe operation of the engine under high load conditions can be ensured.

[0061] For hybrid models: In hybrid models, the coordinated work between the engine and the electric motor is very important. By reducing the engine torque boundary value when the engine output torque remains unchanged but the engine speed changes, it can ensure that the engine is always in a good working condition, avoid pre-ignition and / or knock caused by sudden load changes, and optimize fuel economy and emission performance.

[0062] For high-performance vehicles: High-performance vehicles are usually equipped with large-displacement engines or high-performance turbocharger systems. When these high-performance vehicles are driving at high speeds or intensely, the engine load is large and pre-ignition and / or knocking are prone to occur. By reducing the engine torque boundary value when the engine output torque remains unchanged but the engine speed changes, the safety and reliability of the engine under high-performance conditions can be ensured.

[0063] In a possible implementation, the engine control method further includes the following steps:

[0064] S110: When the engine is running, detecting whether there is a history record of engine knock and / or pre-ignition, if yes, executing S210, if no, continuing to execute S110;

[0065] S210: Determine whether the engine of the vehicle meets the first preset condition, if yes, execute S220, if no, continue to execute S210;

[0066] S220: Reduce the engine torque boundary value.

[0067] If the first preset condition is vehicle gear shifting, that is, when the vehicle shifts gears, S210-S220 are executed to reduce the engine torque boundary value, which can achieve the effect of reducing the engine output torque and engine speed at the same time, and can prevent the engine from pre-ignition and / or knock in advance, but the problem of uneven vehicle gear shifting may occur.

[0068] In order to prevent the engine from premature combustion and / or knocking and reduce the problem of uneven gear shifting in the vehicle, after the vehicle can be put on the road normally (including the use during the factory test, the use during the sale of the vehicle, and the use after the vehicle is purchased by the customer), if the engine is in a running state, it is detected in real time whether the engine has premature combustion and / or knocking. If it is detected that the engine has premature combustion and / or knocking, the problem of premature combustion and / or knocking in the engine is stored to form a historical record of premature combustion and / or knocking in the engine. When the engine is running, it is detected whether the vehicle has stored a historical record of engine knocking and / or premature combustion. If the historical record is stored, S210-S220 is executed, so that if it is determined that the engine has experienced knocking and / or premature combustion, and it is determined that the engine output torque remains unchanged but the engine speed changes, the engine torque boundary value is reduced. If it is determined that the engine has not experienced knocking and / or premature combustion, and it is determined that the engine output torque remains unchanged but the engine speed changes, the engine torque boundary value is not reduced, which can not only solve the problem of premature combustion and / or knocking in the engine, but also reduce the problem of uneven gear shifting in the vehicle.

[0069] like Figure 3 As shown, Figure 3 Another exemplary schematic diagram of limiting the engine torque boundary value in an embodiment of the present application is shown. Scenario C indicates that after the first detection of engine knock and / or pre-ignition, each time the engine is running, if a vehicle shift event is triggered, the engine torque boundary value is reduced, so that the driver's requested engine torque and the maximum available engine torque are reduced, thereby avoiding engine knock and / or pre-ignition. Among them, Figure 2 The engine control strategy shown can avoid knock and / or pre-ignition in the engine. Since advance prevention is performed, the engine will hardly have knock and / or pre-ignition problems, but there will be a problem of uneven gear shifting at each gear shift. Figure 3 The engine control strategy shown cannot avoid the first occurrence of knock and / or pre-ignition in the engine, but the second and subsequent occurrences of knock and / or pre-ignition in the engine can be avoided. That is, before the engine has knock and / or pre-ignition problems, the gear shifting is very smooth, which can reduce the problem of uneven gear shifting.

[0070] In a possible implementation, the engine control method further includes the following steps:

[0071] S110: When the engine is running, detecting whether there is a history record of engine knock and / or pre-ignition, if yes, executing S120, if no, continuing to execute S110;

[0072] S120: Obtaining a total number of engine knock and / or pre-ignition occurrences from historical records;

[0073] S130: Determine whether the total number of times is greater than the number threshold, if so, execute S210, if not, continue to execute S120;

[0074] S210: Determine whether the engine of the vehicle meets the first preset condition, if yes, execute S220, if no, continue to execute S210;

[0075] S220: Reduce the engine torque boundary value.

[0076] By directly reducing the engine torque boundary value to avoid engine pre-ignition and / or knock, the engine operating point will be deteriorated, thereby sacrificing the engine's fuel consumption, that is, resulting in increased fuel consumption. In order to reduce fuel consumption as much as possible, during the operation of the engine, when the embodiment of the present application detects that there is a historical record of engine knock and / or pre-ignition, the engine torque boundary value will not be immediately reduced to avoid engine pre-ignition and / or knock, but the total number of engine knock and / or pre-ignition is obtained from the historical record, where the total number = the number of times only knock occurs + the number of times only pre-ignition occurs + the number of times knock and pre-ignition occur at the same time.

[0077] By comparing the total number of times with the number threshold, it is determined whether there is a misjudgment in the detection of engine knock and / or pre-ignition. If the total number of times is less than or equal to the number threshold, it indicates that a misjudgment has occurred. When it is determined that the engine output torque remains unchanged but the engine speed changes, the engine torque boundary value is not lowered; if the total number of times is greater than the number threshold, it indicates that there is no misjudgment, and the engine knock and / or pre-ignition have been detected many times in the past. When it is determined that the engine output torque remains unchanged but the engine speed changes, the engine torque boundary value is lowered, which not only solves the problem of engine pre-ignition and / or knock, but also reduces the problems of vehicle uneven gear shifting and high engine fuel consumption.

[0078] In a possible implementation, when the engine satisfies the first preset condition, reducing the engine torque boundary value includes the following steps:

[0079] When the engine satisfies the first preset condition, if the engine satisfies the second preset condition, determining the target torque range according to the maximum outgoing gas path torque of the engine;

[0080] The engine torque boundary value is adjusted to any torque value in the target torque range and maintained for a first preset time length.

[0081] Among them, the second preset condition includes at least one of the engine speed being in a first speed range (for example, the range [1000rpm, 3750rpm]), the engine relative intake volume being greater than an intake volume threshold (for example, 100%), the engine flywheel end torque being greater than a torque threshold (for example, 100N / m), the engine intake temperature being greater than or equal to a first temperature threshold (for example, 30°C), and the ambient temperature being greater than a second temperature threshold (for example, 0°C).

[0082] The specific process of reducing the engine torque boundary value is as follows: when determining that the engine meets the first preset condition, further determine whether the engine meets the second preset condition to determine whether the engine is in a high temperature or high load condition. If the second preset condition is not met, it means that the engine is not in a high temperature or high load condition, and the probability of engine knock and / or pre-ignition is low; if the second preset condition is met, it means that the engine is in a high temperature or high load condition, and the probability of engine knock and / or pre-ignition is high, then further calculate the target torque interval through the engine's external maximum gas path torque, the maximum value of the target torque interval is less than the engine torque boundary value, that is, any torque value in the target torque interval is less than the engine torque boundary value, and any torque value in the target torque interval is the above-mentioned lower limit torque value, and then adjust the engine torque boundary value to any torque value in the target torque interval, and keep the first preset time. For example, adjust the engine torque boundary value to the minimum value in the target torque interval, and keep the first preset time (for example, 1.8s), that is, the engine torque boundary value is always kept as the minimum value in the target torque interval within 1.8s.

[0083] By introducing the second preset condition, and when the first preset condition and the second preset condition are met, the target torque range is determined according to the engine's maximum outgoing gas path torque, and the engine torque boundary value is adjusted to any torque value in the target torque range and maintained for a certain period of time. This can not only effectively prevent the engine from having pre-ignition and / or knock problems, but also maximize the engine's performance output while ensuring safety.

[0084] In a possible implementation, determining the target torque range according to the maximum outgoing gas path torque of the engine includes the following steps:

[0085] Obtaining a coefficient range for reducing the maximum outgoing gas path torque;

[0086] The product of the maximum outgoing gas path torque and the maximum value of the coefficient interval is taken as the maximum value of the target torque interval;

[0087] The product of the maximum outgoing gas path torque and the minimum value of the coefficient interval is taken as the minimum value of the target torque interval.

[0088] The coefficient interval used to reduce the maximum external gas path torque is obtained by calibrating the engine in advance. The maximum value of the coefficient interval is less than 1, and the minimum value of the coefficient interval is greater than 0. The above torque reduction coefficient is any value in the coefficient interval. For example, the coefficient interval is [0.1, 0.2], the maximum external gas path torque = XN / m, then the maximum value of the target torque interval = 0.2X, the minimum value of the target torque interval = 0.1X, that is, the target torque interval is [0.1X, 0.2X]. Among them, if the maximum external gas path torque at different times is different, the determined target torque interval is different, and the lower limit torque value obtained is also different.

[0089] By using the torsion value in the target torque range determined by the external maximum gas path torque and the coefficient range as the target torque value indicating the reduction of the engine torque boundary value, the reduction range of the engine torque boundary value can be accurately controlled, and dynamic adjustment of the engine torque boundary value can be achieved.

[0090] In a possible implementation, after the engine torque boundary value is adjusted to any torque value in the target torque range and maintained for a first preset time, the engine control method further includes the following steps:

[0091] Delaying the second preset time length, if the engine meets the third preset condition, delaying the engine ignition advance angle by a preset angle and maintaining the third preset time length;

[0092] Among them, the third preset condition includes at least one of the engine speed being in the second speed range (for example, the range [1000rpm, 4000rpm]), the engine intake temperature being greater than or equal to the first temperature threshold (for example, 30°C), the engine water temperature being greater than or equal to the water temperature threshold (for example, 80°C), and the engine relative intake volume being greater than the intake volume threshold (for example, 100%), the second speed range includes the first speed range, the first preset time length (for example, 1.8s)>the third preset time length (for example, 1.5s)>the second preset time length (for example, 0.3s).

[0093] When the engine meets the first preset condition and the second preset condition, the engine torque boundary value is adjusted to any torque value in the target torque range, and after the first preset time is maintained, the second preset time is continued to be delayed. After the second preset time is reached, it is determined whether the engine meets the third preset condition to determine whether the engine is in an extremely high load or extremely high temperature condition, thereby causing a significant increase in the risk of engine knock and / or pre-ignition. If the third preset condition is not met, it means that the engine is not in an extremely high load or extremely high temperature condition, and the risk of engine knock and / or pre-ignition will not be significantly increased, that is, the engine knock and / or pre-ignition can be avoided by reducing the engine torque boundary value; if the third preset condition is met, it means that the engine is in an extremely high load or extremely high temperature condition, which will cause a significant increase in the risk of engine knock and / or pre-ignition. After reducing the engine torque boundary value, the engine ignition advance angle is continued to be delayed, that is, the engine ignition advance angle is delayed by a preset angle (for example, 1.5°), and the third preset time is maintained, thereby further avoiding the engine knock and / or pre-ignition.

[0094] When the engine meets the first preset condition and the second preset condition, by adjusting the engine torque boundary value to any torque value in the target torque range, and maintaining the first preset time, continuing to delay the second preset time, after the second preset time is reached, if it is determined that the engine meets the third preset condition, the engine ignition advance angle is postponed by the preset angle, and maintained for the third preset time, the effect of preventing the engine from pre-ignition and knock can be significantly enhanced, which is beneficial to improving the reliability and working efficiency of the engine.

[0095] The following is another embodiment of an engine control method provided in this application specification.

[0096] The engine control method provided in the embodiment of the present application is applied to the engine management system of a vehicle. The engine control method includes the following schemes:

[0097] S110: When the engine is running, detecting whether there is a history record of engine knock and / or pre-ignition, if yes, executing S120, if no, continuing to execute S110;

[0098] S120: Obtaining a total number of engine knock and / or pre-ignition occurrences from historical records;

[0099] S130: Determine whether the total number of times is greater than the number threshold, if so, execute S210, if not, continue to execute S120;

[0100] S210: Determine whether the engine of the vehicle satisfies a first preset condition, if yes, execute S221, if no, continue to execute S210; wherein the first preset condition is a condition that the engine output torque remains unchanged and the engine speed changes;

[0101] S221: Determine whether the engine meets the second preset condition, if yes, execute S222, if no, continue to execute S221; wherein the second preset condition includes at least one of the engine speed being in the first speed range, the engine relative air intake being greater than the air intake threshold, the engine flywheel end torque being greater than the torque threshold, the engine intake temperature being greater than or equal to the first temperature threshold, and the ambient temperature being greater than the second temperature threshold;

[0102] S222: Obtaining a coefficient interval for reducing the maximum external gas path torque, taking the product of the maximum external gas path torque and the maximum value of the coefficient interval as the maximum value of the target torque interval, and taking the product of the maximum external gas path torque and the minimum value of the coefficient interval as the minimum value of the target torque interval, to obtain the target torque interval; wherein the maximum value of the target torque interval is less than the engine torque boundary value;

[0103] S223: adjusting the engine torque boundary value to any torque value in the target torque range, and maintaining the first preset time length;

[0104] S224: Delay for a second preset time length;

[0105] S225: Determine whether the engine meets the third preset condition, if yes, execute S226, if no, continue to execute S225; wherein the third preset condition includes at least one of the engine speed being in the second speed range, the engine intake temperature being greater than or equal to the first temperature threshold, the engine water temperature being greater than or equal to the water temperature threshold, and the engine relative intake volume being greater than the intake volume threshold, and the second speed range includes the first speed range;

[0106] S226: delaying the engine ignition advance angle by a preset angle and maintaining it for a third preset time; wherein the first preset time>the third preset time>the second preset time.

[0107] In the embodiment of the present application, when the engine satisfies the first preset condition and the second preset condition, the engine torque boundary value is adjusted to any torque value in the target torque range, and after maintaining the first preset time, the second preset time is continued to be delayed. After the second preset time is reached, if it is determined that the engine satisfies the third preset condition, the engine ignition advance angle is postponed by the preset angle and maintained for the third preset time. This achieves that during engine operation, if it is detected that the engine has had problems with premature ignition and knock in the past, the engine torque boundary value can be first lowered, and then the engine ignition advance angle can be postponed after a certain period of time. This can not only significantly enhance the effect of preventing the engine from premature ignition and knock and protect the engine hardware from damage, but also help to improve the reliability and working efficiency of the engine.

[0108] The following is an embodiment of the device of the present application, which can be used to execute the embodiment of the method of the present application. For details not disclosed in the embodiment of the device of the present application, please refer to the embodiment of the method of the present application.

[0109] Figure 4 A schematic diagram of the structure of an engine control device provided in an embodiment of the present application is shown. Figure 4 As shown, the engine control device 400 includes:

[0110] The condition judgment module 410 is used to judge whether the engine of the vehicle meets a first preset condition; wherein the first preset condition is a condition that the engine output torque remains unchanged and the engine speed changes;

[0111] The engine control module 420 is used to reduce the engine torque boundary value when the engine meets the first preset condition.

[0112] In a possible implementation, the engine control device 400 further includes:

[0113] A record acquisition unit, used for detecting whether a historical record of knock and / or pre-ignition of the engine is stored when the engine is running;

[0114] The control trigger unit is used to execute the step of determining whether the engine of the vehicle meets the first preset condition when the historical record is stored.

[0115] In one possible implementation, the control trigger unit is specifically used to obtain the total number of times the engine experiences knock and / or pre-ignition from the historical records when the historical records are stored; and when the total number is greater than a threshold number, execute the step of determining whether the vehicle's engine meets the first preset condition.

[0116] In a possible implementation, the engine control module 420 includes:

[0117] an interval construction unit, for determining the target torque interval according to the maximum outgoing gas path torque of the engine if the engine satisfies the second preset condition when the engine satisfies the first preset condition; wherein the second preset condition includes at least one of the following: the engine speed is in the first speed interval, the engine relative air intake volume is greater than the air intake volume threshold, the engine flywheel end torque is greater than the torque threshold, the engine intake temperature is greater than or equal to the first temperature threshold, and the ambient temperature is greater than the second temperature threshold, and the maximum value of the target torque interval is less than the engine torque boundary value;

[0118] The torque adjustment unit is used to adjust the engine torque boundary value to any torque value in the target torque range and maintain it for a first preset time length.

[0119] In one possible implementation, the interval construction unit is specifically used to obtain a coefficient interval for reducing the external maximum gas circuit torque; the product of the external maximum gas circuit torque and the maximum value of the coefficient interval is used as the maximum value of the target torque interval; the product of the external maximum gas circuit torque and the minimum value of the coefficient interval is used as the minimum value of the target torque interval; wherein the maximum value of the coefficient interval is less than 1, and the minimum value of the coefficient interval is greater than 0.

[0120] In a possible implementation, the engine control module 420 further includes:

[0121] An ignition control unit is used to delay for a second preset time after the torque adjustment unit adjusts the engine torque boundary value to any torque value in the target torque range and maintains the first preset time. If the engine meets a third preset condition, the engine ignition advance angle is postponed by a preset angle and maintained for a third preset time; wherein the third preset condition includes at least one of the engine speed being in the second speed range, the engine intake temperature being greater than or equal to the first temperature threshold, the engine water temperature being greater than or equal to the water temperature threshold, and the engine relative intake volume being greater than the intake volume threshold; the second speed range includes the first speed range, and the first preset time>the third preset time>the second preset time.

[0122] In one possible implementation, the first preset condition includes at least one of: vehicle gear shifting; switching from a first mode to a second mode; the engine idling; wherein the first mode is one of a series mode and a direct drive mode, and the second mode is the other of the series mode and the direct drive mode.

[0123] It should be noted that the engine control device provided in the above embodiment only uses the division of the above functional modules as an example when executing the engine control method. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the engine control device provided in the above embodiment and the engine control method embodiment belong to the same concept. Therefore, for details not disclosed in the device embodiment of the present application, please refer to the above-mentioned engine control method embodiment of the present application, which will not be repeated here.

[0124] The serial numbers of the above-mentioned embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0125] Figure 5 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application is shown. Figure 5 As shown, the vehicle 500 includes: a memory 501 and a processor 502, wherein the memory 501 stores an executable program code 5011, and the processor 502 is used to call and execute the executable program code 5011 to perform an engine control method.

[0126] In this embodiment, the functional modules of the vehicle can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0127] In the case of dividing each functional module according to each function, the vehicle may include: a condition judgment module, an engine control module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0128] The vehicle provided in this embodiment is used to execute the above-mentioned engine control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0129] In the case of an integrated unit, the vehicle may include a processing module and a storage module. The processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing relevant program codes and data.

[0130] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits described in conjunction with the disclosure of this application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0131] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is run on a computer, the computer executes the above-mentioned related method steps to implement an engine control method in the above-mentioned embodiment.

[0132] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement an engine control method in the above-mentioned embodiment.

[0133] In addition, the vehicle provided in the embodiments of the present application may specifically be a chip, component or module, and the vehicle may include a connected processor and memory; wherein the memory is used to store instructions, and when the vehicle is running, the processor may call and execute instructions so that the chip executes an engine control method in the above embodiments.

[0134] Among them, the vehicle, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the corresponding engine control method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding engine control method provided above, and will not be repeated here.

[0135] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0136] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0137] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. An engine control method, characterized in that: The engine control method comprises: Determining whether the engine of the vehicle meets a first preset condition; wherein the first preset condition is a condition that the engine output torque remains unchanged and the engine speed changes; When the engine meets the first preset condition, the engine torque boundary value is reduced.

2. The engine control method according to claim 1, characterized in that: The engine control method further includes: When the engine is running, detecting whether a historical record of knock and / or pre-ignition of the engine is stored; In the case where the historical records are stored, the step of determining whether the engine of the vehicle satisfies a first preset condition is performed.

3. The engine control method according to claim 2, characterized in that: In the case where the historical records are stored, the step of determining whether the engine of the vehicle meets the first preset condition comprises: In the case where the historical records are stored, obtaining the total number of times knock and / or pre-ignition of the engine occurs from the historical records; In the case where the total number of times is greater than the number threshold, the step of determining whether the engine of the vehicle satisfies the first preset condition is performed.

4. The engine control method according to claim 1, characterized in that: When the engine satisfies the first preset condition, reducing the engine torque boundary value includes: In the case where the engine satisfies the first preset condition, if the engine satisfies the second preset condition, the target torque range is determined according to the maximum outgoing gas path torque of the engine; wherein the second preset condition includes at least one of the engine speed being in the first speed range, the engine relative air intake being greater than the air intake threshold, the engine flywheel end torque being greater than the torque threshold, the engine intake temperature being greater than or equal to the first temperature threshold, and the ambient temperature being greater than the second temperature threshold, and the maximum value of the target torque range is less than the engine torque boundary value; The engine torque boundary value is adjusted to any torque value in the target torque range and maintained for a first preset time period.

5. The engine control method according to claim 4, characterized in that: Determining the target torque range according to the maximum outgoing gas path torque of the engine comprises: Obtaining a coefficient interval for reducing the maximum external gas path torque; wherein the maximum value of the coefficient interval is less than 1, and the minimum value of the coefficient interval is greater than 0; The product of the maximum external gas path torque and the maximum value of the coefficient interval is used as the maximum value of the target torque interval; The product of the maximum external gas path torque and the minimum value of the coefficient interval is used as the minimum value of the target torque interval.

6. The engine control method according to claim 4, characterized in that: After adjusting the engine torque boundary value to any torque value in the target torque range and maintaining the first preset time, the engine control method further includes: Delaying for a second preset time length, if the engine meets a third preset condition, delaying the engine ignition advance angle by a preset angle and maintaining the third preset time length; Among them, the third preset condition includes at least one of the engine speed being in the second speed range, the engine intake temperature being greater than or equal to the first temperature threshold, the engine water temperature being greater than or equal to the water temperature threshold, and the engine relative intake volume being greater than the intake volume threshold, the second speed range includes the first speed range, and the first preset time length>the third preset time length>the second preset time length.

7. The engine control method according to any one of claims 1 to 6, characterized in that: The first preset condition includes at least one of: Vehicle gear shifting; Switching from a first mode to a second mode; wherein the first mode is one of a series mode and a direct drive mode, and the second mode is the other of the series mode and the direct drive mode; The engine is running at idle speed.

8. An engine control device, characterized in that: The engine control device comprises: A condition judgment module, used to judge whether the engine of the vehicle meets a first preset condition; wherein the first preset condition is a condition that the engine output torque remains unchanged and the engine speed changes; The engine control module is used to reduce the engine torque boundary value when the engine meets the first preset condition.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed, the engine control method according to any one of claims 1 to 7 is implemented.

10. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor is used to call and run the executable program code from the memory so that the vehicle executes the engine control method as described in any one of claims 1 to 7.

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