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

Abstract

This application provides an engine control method, device, vehicle, and computer-readable storage medium, relating to the field of vehicle control technology. The method includes determining whether the vehicle's engine meets a first preset condition, where the engine output torque remains constant while the engine speed changes; and, if the engine meets the first preset condition, reducing the engine torque boundary value. By actively limiting the engine torque boundary value when the engine output torque remains constant while the engine speed changes, this application can proactively prevent engine pre-ignition and / or knocking problems.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and more specifically, to an engine control method, apparatus, vehicle, and computer-readable storage medium in the field of vehicle control technology. Background Technology

[0002] With the rapid development of the automotive industry, especially the widespread application of high-efficiency combustion technologies such as turbocharging and direct injection, modern engines, while improving fuel efficiency and power output, also face a serious problem: pre-ignition and knocking. These two abnormal combustion phenomena not only reduce engine performance but can also lead to serious mechanical damage and even safety hazards. Therefore, preventing pre-ignition and knocking in engines has become an urgent problem to be solved. Summary of the Invention

[0003] This application provides an engine control method, device, vehicle, and computer-readable storage medium. By actively limiting the engine torque boundary value when the engine output torque remains constant and the engine speed changes, this application can prevent engine pre-ignition and / or knocking problems in advance.

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

[0005] Based on the above technical solution, this application embodiment, when the engine output torque remains constant but the engine speed changes, timely reduces the engine torque boundary value to prevent knocking and / or pre-ignition during engine operation. On the one hand, it can effectively reduce the peak combustion pressure of the engine, avoid abnormal combustion, and thus protect the engine hardware from damage, which is beneficial to extending the engine's service life. On the other hand, it can effectively reduce sudden changes in engine load, making the vehicle's acceleration and deceleration process smoother, which is beneficial to improving driving comfort.

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

[0007] When the engine is running, the system checks whether the vehicle has a history of engine knocking and / or pre-ignition. If such a history is stored, the system determines whether the engine meets a first preset condition. This allows the system to reduce the engine torque threshold if it is determined that the engine has knocked and / or pre-ignited, and the engine output torque remains constant while the engine speed changes. Conversely, if it is determined that the engine has not knocked and / or pre-ignited, and the engine output torque remains constant while the engine speed changes, the engine torque threshold is not reduced. This not only solves the problem of engine pre-ignition and / or knocking but also reduces the problem of uneven gear shifting.

[0008] In one possible implementation, the step of determining whether the vehicle's engine meets the first preset condition when the historical records are stored includes: obtaining the total number of times the engine experiences knocking and / or pre-ignition from the historical records when the historical records are stored; and performing the step of determining whether the vehicle's engine meets the first preset condition when the total number of occurrences exceeds a threshold number.

[0009] By comparing the total number of detections with a threshold, it is determined whether there have been false positives in the detection of engine knock and / or pre-ignition. If the total number of detections is less than or equal to the threshold, it indicates a false positive. In this case, if the engine output torque remains constant but the engine speed changes, the engine torque threshold will not be lowered. If the total number of detections is greater than the threshold, it indicates no false positives and engine knock and / or pre-ignition have been detected multiple times in the past. In this case, if the engine output torque remains constant but the engine speed changes, the engine torque threshold will be lowered. This not only solves the problem of engine pre-ignition and / or knock, but also reduces the problems of uneven gear shifting and high engine fuel consumption.

[0010] In one possible implementation, reducing the engine torque boundary value when the engine meets the first preset condition includes: if the engine meets the first preset condition and a second preset condition, determining the target torque range based on the engine's maximum external airflow torque; wherein the second preset condition includes at least one of the following: the engine speed is within a first speed range, the engine's relative intake air volume is greater than an intake air volume threshold, the engine flywheel torque is greater than a torque threshold, the engine intake air temperature is greater than or equal to a first temperature threshold, and the ambient temperature is greater than a second temperature threshold; 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 within the target torque range and maintaining it for a first preset duration.

[0011] By introducing a second preset condition, and under the condition that the first and second preset conditions are met, the target torque range is determined based on the maximum external airflow torque of the engine, 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 not only effectively prevents the engine from pre-ignition and / or knocking, but also maximizes the engine's performance output while ensuring safety.

[0012] In one possible implementation, determining the target torque range based on the engine's maximum external airflow torque includes: obtaining a coefficient range for reducing the maximum external airflow torque; using the product of the maximum external airflow torque and the maximum value of the coefficient range as the maximum value of the target torque range; and using the product of the maximum external airflow 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 maximum external airflow torque and the coefficient range as the target torque value to indicate the reduction of the engine torque boundary value, the extent of the reduction of the engine torque boundary value can be precisely controlled.

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

[0015] When the engine meets the first and second preset conditions, by adjusting the engine torque boundary value to any torque value in the target torque range and maintaining it for the first preset duration, and then delaying it for the second preset duration, and after the second preset duration is reached, if the engine is determined to meet the third preset condition, the engine ignition advance angle is delayed by a preset angle and maintained for the third preset duration, which can significantly enhance the effect of preventing engine pre-ignition and knocking, and is conducive to improving the reliability and working efficiency of the engine.

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

[0017] 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 a series mode and a direct drive mode; the engine is idling.

[0018] Secondly, an engine control device is provided, the engine control device comprising:

[0019] The condition judgment module is used to determine whether the vehicle's engine meets a first preset condition; wherein, the first preset condition is that the engine output torque remains constant while the engine speed changes.

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

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

[0022] The recording and acquisition unit is used to detect whether, while the engine is running, there is a historical record of the engine experiencing knocking and / or pre-ignition.

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

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

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

[0026] An interval construction unit is used to determine the target torque interval based on the maximum external air path torque of the engine if the engine meets the first preset condition and the engine meets the second preset condition; wherein the second preset condition includes at least one of the following: the engine speed is in a first speed interval, the engine relative intake volume is greater than the intake volume threshold, the engine flywheel end torque is greater than the torque threshold, the engine intake temperature is greater than or equal to a first temperature threshold, and the ambient temperature is greater than a 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 duration.

[0028] In one possible implementation, the interval construction unit is specifically used to obtain a coefficient interval for reducing the maximum external air path torque; the product of the maximum external air 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 air path 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 one possible implementation, the engine control module further includes:

[0030] The ignition control unit is configured to, after the torque adjustment unit adjusts the engine torque boundary value to any torque value within the target torque range and maintains it for a first preset duration, delay for a second preset duration; if the engine meets a third preset condition, postpone the engine ignition advance angle by a preset angle and maintain it for the third preset duration; wherein, the third preset condition includes at least one of the following: the engine speed is within a second speed range, the engine intake air temperature is greater than or equal to a first temperature threshold, the engine coolant temperature is greater than or equal to a coolant temperature threshold, and the engine relative intake air volume is greater than an intake air volume threshold; the second speed range includes the first speed range; and the first preset duration > the third preset duration > the second preset duration.

[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; and 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 a series mode and a direct drive mode.

[0032] Thirdly, a vehicle is provided, including 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, causing the vehicle to perform the engine control method of the first aspect or any possible implementation thereof.

[0033] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to execute the engine control method in the first aspect or any possible implementation thereof.

[0034] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the engine control method of the first aspect or any possible implementation thereof. Attached Figure Description

[0035] Figure 1 A schematic flowchart of an engine control method provided in an embodiment of this application is shown;

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

[0037] Figure 3 Another exemplary schematic diagram showing the limitation of engine torque boundary values ​​according to an embodiment of this application is shown;

[0038] Figure 4 This paper shows a schematic diagram of the structure of an engine control device according to an embodiment of the present application;

[0039] Figure 5 A schematic diagram of the structure of a vehicle provided in an embodiment of this application is shown. Detailed Implementation

[0040] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0041] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting 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 that feature.

[0042] With the rapid development of the automotive industry, especially the widespread application of high-efficiency combustion technologies such as turbocharging and direct injection, modern engines, while improving fuel efficiency and power output, also face a serious problem: pre-ignition and knocking. These two abnormal combustion phenomena not only reduce engine performance but can also lead to serious mechanical damage and even safety hazards.

[0043] Pre-ignition refers to the phenomenon where the air-fuel mixture spontaneously combusts at a hot spot in the cylinder before the spark plug ignites it. Pre-ignition typically occurs under high-load conditions, especially in turbocharged engines. Because pre-ignition occurs early in the compression stroke, combustion pressure and temperature rise rapidly, resulting in peak cylinder pressures far exceeding those during normal combustion. This exerts tremendous impact on critical components such as the piston, connecting rod, and valves, potentially leading to engine damage in severe cases.

[0044] Knocking occurs when unburned air-fuel mixture spontaneously combusts before the flame can propagate properly after spark plug ignition, creating multiple combustion centers and causing a rapid increase in pressure and temperature within the combustion chamber. Knocking results in a metallic knocking sound from the engine (commonly known as "cylinder knock") and causes engine vibration, power loss, and increased fuel consumption. Prolonged knocking can also lead to overheating of components such as the piston top, cylinder walls, and exhaust valves, potentially causing melting or cracking.

[0045] To prevent engine pre-ignition and knocking, embodiments of this application provide an engine control method, device, vehicle, and computer-readable storage medium. By actively limiting the engine torque boundary value when the engine output torque remains constant and the engine speed changes, this application can prevent engine pre-ignition and / or knocking problems in advance.

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

[0047] Figure 1 A schematic flowchart of an engine control method provided in an embodiment of this application is shown, such as... Figure 1 As shown, the engine control method provided in this application embodiment is applied to the vehicle's engine management system (EMS). The engine control method includes the following solutions:

[0048] S210: Determine whether the vehicle's engine meets the first preset condition;

[0049] S220: Reduce the engine torque boundary value when the engine meets the first preset condition.

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

[0051] A torque sensor monitors the engine's output torque in real time and transmits the torque data to the engine management system. The engine management system then uses the torque data from the torque sensor to determine whether the engine's output torque remains stable. Similarly, a speed sensor monitors the engine speed in real time and transmits the speed data to the engine management system. The engine management system then uses the speed data from the speed sensor to determine whether the engine speed has changed significantly.

[0052] To ensure the accuracy of the judgment, the engine management system sets a time window (e.g., 1 second) during which it continuously monitors changes in engine output torque and engine speed. If, within this time window, the engine output torque remains stable while the engine speed changes significantly, the engine is considered to have met the first preset condition.

[0053] For example, regarding the stability assessment of engine output torque: the engine management system calculates the average torque value of the engine output torque within a time window and determines whether the torque fluctuation range of the average torque value is less than a 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 be stable. Regarding the assessment of engine speed changes: the engine management system calculates the magnitude of engine speed changes within a time window and determines whether the magnitude of the change exceeds a preset magnitude threshold. If the magnitude of the speed change exceeds the preset magnitude threshold, the preset magnitude threshold is considered to have changed significantly. Therefore, when the engine management system determines that the engine output torque remains stable and the engine speed has changed significantly, the engine is considered to have met the first preset condition.

[0054] The first preset conditions include at least one of the following: 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 the parking gear or neutral gear, etc.

[0055] If the engine is determined not to meet the first preset condition, meaning that knocking and / or pre-ignition will not occur during engine operation, the engine torque boundary value will remain unchanged, and the engine will operate normally. If the engine is determined not to meet the first preset condition, meaning that knocking and / or pre-ignition will not occur during engine operation, and if the engine is determined to meet the first preset condition, meaning that knocking and / or pre-ignition will occur during engine operation, the engine torque boundary value will be reduced. This prevents knocking and / or pre-ignition from occurring during engine operation, improving engine safety and performance, enhancing the driving experience, and extending engine lifespan. Specifically, reducing the engine torque boundary value means lowering it to a lower limit torque value (also known as the target torque value indicating a reduction in the engine torque boundary value). In other words, the engine torque boundary value is adjusted to the lower limit torque value, which is less than the engine torque boundary value. By adjusting the engine torque boundary value to the lower limit torque value, knocking and / or pre-ignition can be avoided during engine operation.

[0056] The purpose of setting a lower limit torque value is to prevent the engine torque threshold from dropping too much, while ensuring safe engine operation and maintaining sufficient power output, even when engine knocking and / or pre-ignition are already avoided. The lower limit torque value is obtained by reducing the engine's maximum external airflow torque based on a calibrated torque reduction coefficient, i.e., lower limit torque value = torque reduction coefficient × maximum external airflow torque, where 0 < torque reduction coefficient < 1.

[0057] like Figure 2 As shown, Figure 2 This diagram illustrates an exemplary embodiment of the present application's method for limiting engine torque boundary values. H represents a vehicle shift event, i.e., a gear shift; G represents engine knock and / or pre-ignition; F1 represents the maximum available engine torque; and F2 represents the engine torque requested by the driver. The maximum available engine torque is limited by the engine torque boundary value. Scenario A represents the situation before and after engine knock and / or pre-ignition, without preventing engine knock and / or pre-ignition. Scenario B represents the execution of the engine control strategy S210-S220, which, upon triggering a vehicle shift event, reduces the engine torque boundary value, thereby reducing both the driver-requested engine torque and the maximum available engine torque, thus preventing engine knock and / or pre-ignition in advance.

[0058] When the engine output torque remains constant but the engine speed changes, the pressure and temperature distribution within the engine combustion chamber alters, increasing the risk of pre-ignition and / or knocking. Therefore, this embodiment addresses this issue by promptly reducing the engine torque boundary value when the engine output torque remains constant but the engine speed changes. This effectively reduces peak combustion pressure, preventing abnormal combustion and protecting the engine hardware from damage. Furthermore, it effectively reduces sudden changes in engine load, resulting in smoother acceleration and deceleration, thus improving driving comfort.

[0059] The engine control method provided in this 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 knocking under high load conditions, especially when the engine speed changes rapidly. By reducing the engine torque threshold value when the engine output torque remains constant but the engine speed changes, these problems can be effectively prevented, ensuring the safe operation of the engine under high load conditions.

[0061] For hybrid vehicles: In hybrid vehicles, the coordinated work between the engine and the electric motor is very important. By reducing the engine torque threshold when the engine output torque remains constant but the engine speed changes, it can be ensured that the engine is always in good working condition, avoiding pre-ignition and / or knocking caused by sudden load changes, while optimizing fuel economy and emissions performance.

[0062] For high-performance vehicles: High-performance vehicles are typically equipped with large-displacement engines or high-performance turbocharged systems. These vehicles experience high engine loads during high-speed or aggressive driving, making them prone to pre-ignition and / or knocking. By reducing the engine torque threshold when engine speed changes while maintaining a constant output torque, the safety and reliability of the engine under high-performance conditions can be ensured.

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

[0064] S110: While the engine is running, check if there is a history of engine knock and / or pre-ignition stored. If yes, execute S210; otherwise, continue to execute S110.

[0065] S210: Determine whether the vehicle's engine meets the first preset condition. If yes, execute S220; otherwise, continue executing S210.

[0066] S220: Reduces the engine torque threshold.

[0067] If the first preset condition is vehicle gear shifting, that is, when the vehicle shifts gears, S210-S220 is executed, thereby reducing the engine torque boundary value. This can achieve the effect of simultaneously reducing engine output torque and engine speed, and can prevent engine pre-ignition and / or knocking in advance. However, it may cause the vehicle to shift gears unevenly.

[0068] To prevent engine pre-ignition and / or knocking and reduce shifting roughness, after the vehicle is ready for road use (including usage during factory testing, sales, and after purchase), the engine is continuously monitored for pre-ignition and / or knocking. If pre-ignition and / or knocking are detected, the issue is stored as a historical record. While the engine is running, the system checks if this historical record exists. If it does, steps S210-S220 are executed. This ensures that if engine knocking and / or pre-ignition are confirmed, and the engine output torque remains constant while the engine speed changes, the engine torque threshold is lowered. Conversely, if no knocking and / or pre-ignition are confirmed, and the engine output torque remains constant while the engine speed changes, the engine torque threshold is not lowered. This not only addresses pre-ignition and / or knocking but also reduces shifting roughness.

[0069] like Figure 3 As shown, Figure 3 Another exemplary schematic diagram illustrating the limitation of engine torque boundary values ​​according to an embodiment of this application is shown. Scenario C indicates that after the first detection of engine knock and / or pre-ignition, each time the engine runs, if a vehicle shift event is triggered, the engine torque boundary value is reduced, thereby reducing both the engine torque requested by the driver and the maximum available engine torque, thus preventing engine knock and / or pre-ignition. Figure 2 The engine control strategy shown can avoid engine knocking and / or pre-ignition because it is prevented in advance. The engine will hardly have knocking and / or pre-ignition problems, but there will be uneven shifting problems with each gear shift. Figure 3 The engine control strategy shown cannot avoid the first occurrence of engine knock and / or pre-ignition, but subsequent occurrences of engine knock and / or pre-ignition can be avoided. That is, before the engine knock and / or pre-ignition problem occurs, the shifting is very smooth, which can reduce the problem of uneven shifting.

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

[0071] S110: With the engine running, check if there is a history of engine knock and / or pre-ignition stored. If yes, proceed to S120; otherwise, continue to S110.

[0072] S120: Obtain the total number of times engine knock and / or pre-ignition occurred from historical records;

[0073] S130: Determine if the total number of times is greater than the threshold. If yes, execute S210; otherwise, continue to execute S120.

[0074] S210: Determine whether the vehicle's engine meets the first preset condition. If yes, execute S220; otherwise, continue executing S210.

[0075] S220: Reduces the engine torque threshold.

[0076] Directly reducing the engine torque threshold to prevent pre-ignition and / or knocking will worsen the engine's operating point, thus sacrificing fuel efficiency and increasing fuel consumption. To minimize fuel consumption, this embodiment of the application, during engine operation and upon detecting a stored history of engine knocking and / or pre-ignition, does not immediately reduce the engine torque threshold to prevent pre-ignition and / or knocking. Instead, it retrieves the total number of times engine knocking and / or pre-ignition occurred from the historical records, where the total number of occurrences equals the number of times knocking occurred alone, the number of times pre-ignition occurred alone, and the number of times both knocking and pre-ignition occurred simultaneously.

[0077] By comparing the total number of detections with a threshold, it is determined whether there has been a false alarm in the detection of engine knock and / or pre-ignition. If the total number of detections is less than or equal to the threshold, it indicates a false alarm. In this case, if the engine output torque remains constant but the engine speed changes, the engine torque threshold value will not be reduced. If the total number of detections is greater than the threshold, it indicates no false alarm and engine knock and / or pre-ignition have been detected multiple times in the past. In this case, if the engine output torque remains constant but the engine speed changes, the engine torque threshold value will be reduced. This not only solves the problem of engine pre-ignition and / or knock, but also reduces the problems of uneven gear shifting and high engine fuel consumption.

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

[0079] If the engine meets the first preset condition, and if the engine meets the second preset condition, the target torque range is determined based on the maximum external airflow torque of the engine.

[0080] Adjust the engine torque boundary value to any torque value within the target torque range and maintain it for the first preset duration.

[0081] The second preset condition includes at least one of the following: the engine speed is within a first speed range (e.g., range [1000rpm, 3750rpm]), the engine relative intake volume is greater than the intake volume threshold (e.g., 100%), the engine flywheel torque is greater than the torque threshold (e.g., 100N / m), the engine intake temperature is greater than or equal to a first temperature threshold (e.g., 30℃), and the ambient temperature is greater than a second temperature threshold (e.g., 0℃).

[0082] The specific process for reducing the engine torque boundary value is as follows: When the engine meets the first preset condition, it is then determined whether the engine meets the second preset condition to determine whether the engine is under high temperature or high load conditions. If the second preset condition is not met, it means that the engine is not under high temperature or high load conditions, 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 under high temperature or high load conditions, and the probability of engine knock and / or pre-ignition is high. Then, the target torque range is calculated further using the engine's maximum external airflow torque. The maximum value of the target torque range is less than the engine torque boundary value, that is, any torque value in the target torque range is less than the engine torque boundary value, and any torque value in the target torque range is the aforementioned lower limit torque value. Then, the engine torque boundary value is adjusted to any torque value in the target torque range and maintained for a first preset duration. For example, the engine torque boundary value is adjusted to the minimum value in the target torque range and maintained for a first preset duration (e.g., 1.8s), that is, the engine torque boundary value remains at the minimum value in the target torque range for 1.8s.

[0083] By introducing a second preset condition, and under the condition that the first and second preset conditions are met, the target torque range is determined based on the maximum external airflow torque of the engine, 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 not only effectively prevents the engine from pre-ignition and / or knocking, but also maximizes the engine's performance output while ensuring safety.

[0084] In one possible implementation, determining the target torque range based on the engine's maximum external airflow torque includes the following steps:

[0085] Obtain the coefficient range used to reduce the maximum external air path torque;

[0086] The maximum value of the target torque range is obtained by multiplying the maximum external airflow torque by the maximum value of the coefficient range.

[0087] The product of the maximum external airflow torque and the minimum value of the coefficient range is taken as the minimum value of the target torque range.

[0088] The coefficient range used to reduce the maximum external airflow torque is obtained by pre-calibrating the engine. The maximum value of the coefficient range is less than 1, and the minimum value is greater than 0. The torque reduction coefficient mentioned above is any value within the coefficient range. For example, if the coefficient range is [0.1, 0.2], and the maximum external airflow torque = X N / m, then the maximum value of the target torque range = 0.2X, and the minimum value of the target torque range = 0.1X, that is, the target torque range is [0.1X, 0.2X]. If the maximum external airflow torque is different at different times, the determined target torque range will be different, and thus the lower limit torque value will also be different.

[0089] By using the torsion value in the target torque range determined by the maximum external airflow torque and coefficient range as the target torque value to indicate the reduction of the engine torque boundary value, the reduction range of the engine torque boundary value can be precisely controlled, and the dynamic adjustment of the engine torque boundary value can be achieved.

[0090] In one possible implementation, after adjusting the engine torque boundary value to any torque value within the target torque range and maintaining it for a first preset duration, the engine control method further includes the following steps:

[0091] If the engine meets the third preset condition after a second preset time delay, the engine ignition advance angle is delayed by a preset angle and maintained for the third preset time.

[0092] The third preset condition includes at least one of the following: engine speed is within the second speed range (e.g., range [1000rpm, 4000rpm]), engine intake air temperature is greater than or equal to the first temperature threshold (e.g., 30℃), engine coolant temperature is greater than or equal to the coolant temperature threshold (e.g., 80℃), and engine relative intake air volume is greater than the intake air volume threshold (e.g., 100%). The second speed range includes the first speed range, and the first preset duration (e.g., 1.8s) > the third preset duration (e.g., 1.5s) > the second preset duration (e.g., 0.3s).

[0093] If the engine meets the first and second preset conditions, the engine torque boundary value is adjusted to any torque value within the target torque range. After maintaining this for a first preset duration, the second preset duration is continued. After the second preset duration is reached, it is determined whether the engine meets the third preset condition to assess whether the engine is under extreme high load or extreme high temperature conditions, which could significantly increase the risk of engine knocking and / or pre-ignition. If the third preset condition is not met, it indicates that the engine is not under extreme high load or extreme high temperature conditions, and the risk of engine knocking and / or pre-ignition will not significantly increase. In other words, reducing the engine torque boundary value can prevent engine knocking and / or pre-ignition. If the third preset condition is met, it indicates that the engine is under extreme high load or extreme high temperature conditions, which could significantly increase the risk of engine knocking and / or pre-ignition. After reducing the engine torque boundary value, the engine ignition advance angle is further delayed by a preset angle (e.g., 1.5°), and this is maintained for the third preset duration to further prevent engine knocking and / or pre-ignition.

[0094] When the engine meets the first and second preset conditions, by adjusting the engine torque boundary value to any torque value in the target torque range and maintaining it for the first preset duration, and then delaying it for the second preset duration, and after the second preset duration is reached, if the engine is determined to meet the third preset condition, the engine ignition advance angle is delayed by a preset angle and maintained for the third preset duration, which can significantly enhance the effect of preventing engine pre-ignition and knocking, and is conducive 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 this application is applied to the engine management system of a vehicle. The engine control method includes the following solutions:

[0097] S110: With the engine running, check if there is a history of engine knock and / or pre-ignition stored. If yes, proceed to S120; otherwise, continue to S110.

[0098] S120: Obtain the total number of times engine knock and / or pre-ignition occurred from historical records;

[0099] S130: Determine if the total number of times is greater than the threshold. If yes, execute S210; otherwise, continue to execute S120.

[0100] S210: Determine whether the vehicle's engine meets the first preset condition. If yes, execute S221; otherwise, continue executing S210. The first preset condition is that the engine output torque remains constant while the engine speed changes.

[0101] S221: Determine whether the engine meets the second preset condition. If yes, execute S222; otherwise, continue to execute S221. The second preset condition includes at least one of the following: engine speed is in the first speed range, engine relative intake air volume is greater than the intake air volume threshold, engine flywheel torque is greater than the torque threshold, engine intake air temperature is greater than or equal to the first temperature threshold, and ambient temperature is greater than the second temperature threshold.

[0102] S222: Obtain the coefficient range used to reduce the maximum external air path torque, multiply the maximum external air path torque by the maximum value of the coefficient range, and take the maximum value of the target torque range by multiplying the maximum external air path torque by the minimum value of the coefficient range, thus obtaining the target torque range; wherein, the maximum value of the target torque range is less than the engine torque boundary value.

[0103] S223: Adjust the engine torque boundary value to any torque value in the target torque range and maintain it for the first preset duration;

[0104] S224: Delay for the second preset duration;

[0105] S225: Determine whether the engine meets the third preset condition. If yes, execute S226; otherwise, continue to execute S225. The third preset condition includes at least one of the following: engine speed is in the second speed range, engine intake air temperature is greater than or equal to the first temperature threshold, engine coolant temperature is greater than or equal to the coolant temperature threshold, and engine relative intake air volume is greater than the intake air volume threshold. The second speed range includes the first speed range.

[0106] S226: Delay the engine ignition advance angle by a preset angle and maintain it for a third preset duration; wherein, the first preset duration > the third preset duration > the second preset duration.

[0107] In this embodiment, when the engine meets the first and second preset conditions, the engine torque boundary value is adjusted to any torque value within the target torque range. After maintaining this value for a first preset duration, the second preset duration is delayed. After the second preset duration is reached, if the engine is determined to meet the third preset condition, the engine ignition advance angle is delayed by a preset angle and maintained for the third preset duration. This achieves the following: if pre-ignition and knocking problems are detected in the engine during operation, by first reducing the engine torque boundary value and then waiting for a certain period of time before delaying the engine ignition advance angle, the effect of preventing pre-ignition and knocking in the engine can be significantly enhanced, protecting the engine hardware from damage. This also helps to improve the reliability and working efficiency of the engine.

[0108] The following are embodiments of the apparatus described in this application, which can be used to execute the embodiments of the method described in this application. For details not disclosed in the apparatus embodiments of this application, please refer to the embodiments of the method described in this application.

[0109] Figure 4 This application provides a schematic diagram of the structure of an engine control device according to an embodiment of the present application. Figure 4 As shown, the engine control device 400 includes:

[0110] The condition judgment module 410 is used to determine whether the vehicle's engine meets a first preset condition; wherein, the first preset condition is that the engine output torque remains constant while 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 one possible implementation, the engine control device 400 further includes:

[0113] The recording and acquisition unit is used to detect whether, while the engine is running, there is a historical record of the engine experiencing knocking and / or pre-ignition.

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

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

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

[0117] An interval construction unit is used to determine the target torque interval based on the maximum external air path torque of the engine if the engine meets the first preset condition and the engine meets the second preset condition; wherein the second preset condition includes at least one of the following: the engine speed is in a first speed interval, the engine relative intake volume is greater than the intake volume threshold, the engine flywheel end torque is greater than the torque threshold, the engine intake temperature is greater than or equal to a first temperature threshold, and the ambient temperature is greater than a 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 duration.

[0119] In one possible implementation, the interval construction unit is specifically used to obtain a coefficient interval for reducing the maximum external air path torque; the product of the maximum external air 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 air path 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 one possible implementation, the engine control module 420 further includes:

[0121] The ignition control unit is configured to, after the torque adjustment unit adjusts the engine torque boundary value to any torque value within the target torque range and maintains it for a first preset duration, delay for a second preset duration; if the engine meets a third preset condition, postpone the engine ignition advance angle by a preset angle and maintain it for the third preset duration; wherein, the third preset condition includes at least one of the following: the engine speed is within a second speed range, the engine intake air temperature is greater than or equal to a first temperature threshold, the engine coolant temperature is greater than or equal to a coolant temperature threshold, and the engine relative intake air volume is greater than an intake air volume threshold; the second speed range includes the first speed range; and the first preset duration > the third preset duration > the second preset duration.

[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; and 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 a series mode and a direct drive mode.

[0123] It should be noted that the engine control device provided in the above embodiments is only illustrated by the division of the above functional modules when executing the engine control method. In practical 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 and the engine control method embodiments provided in the above embodiments belong to the same concept. Therefore, for details not disclosed in the device embodiments of this application, please refer to the embodiments of the engine control method of this application, which will not be repeated here.

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

[0125] Figure 5 This application provides a schematic diagram of the structure of a vehicle according to an embodiment of the present application. Figure 5 As shown, the vehicle 500 includes a memory 501 and a processor 502. The memory 501 stores 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] This embodiment can divide the vehicle into functional modules according to the above method example. For example, each function can be assigned to a separate module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0127] When each functional module is divided according to its corresponding function, the vehicle may include: a condition judgment module, an engine control module, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced from the functional description of the corresponding functional module, and will not be repeated here.

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

[0129] When using integrated units, the vehicle may include a processing module and a storage module. The processing module is used to control and manage the vehicle's movements. The storage module is used to support the vehicle in executing relevant program code and data.

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

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

[0132] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement an engine control method as described in the above embodiment.

[0133] In addition, the vehicle provided in the embodiments of this application may specifically be a chip, component or module. The vehicle may include a connected processor and a memory. The memory is used to store instructions. When the vehicle is running, the processor may call and execute the instructions to make the chip execute an engine control method in the above embodiments.

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

[0135] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. 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.

[0136] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0137] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. An engine control method, characterized in that, The engine control method includes: Determine whether the vehicle's engine meets a first preset condition; wherein the first preset condition is that the engine output torque remains constant while the engine speed changes. If the engine meets the first preset condition, and the engine meets the second preset condition, a target torque range is determined based on the maximum external airflow torque of the engine. The second preset condition includes at least one of the following: the engine speed is within a first speed range, the engine relative intake volume is greater than an intake volume threshold, the engine flywheel torque is greater than a torque threshold, the engine intake temperature is greater than or equal to a first temperature threshold, and the ambient temperature is greater than a second temperature threshold. 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 within the target torque range and maintained for a first preset duration.

2. The engine control method according to claim 1, characterized in that, The engine control method further includes: While the engine is running, it is detected whether there is a historical record of the engine experiencing knocking and / or pre-ignition. If the historical records are stored, the step of determining whether the vehicle's engine meets the first preset condition is performed.

3. The engine control method according to claim 2, characterized in that, The step of determining whether the vehicle's engine meets the first preset condition when the historical records are stored includes: If the historical records are stored, the total number of times the engine experienced knocking and / or pre-ignition is obtained from the historical records; If the total number of attempts exceeds the threshold, the step of determining whether the vehicle's engine meets the first preset condition is executed.

4. The engine control method according to claim 1, characterized in that, The step of determining the target torque range based on the maximum external airflow torque of the engine includes: Obtain a coefficient range for reducing the maximum external air path torque; wherein the maximum value of the coefficient range is less than 1, and the minimum value of the coefficient range is greater than 0; The product of the maximum external air path torque and the maximum value of the coefficient range is taken as the maximum value of the target torque range; The product of the maximum external air path torque and the minimum value of the coefficient range is taken as the minimum value of the target torque range.

5. The engine control method according to claim 1, characterized in that, After adjusting the engine torque boundary value to any torque value within the target torque range and maintaining it for a first preset duration, the engine control method further includes: If the engine meets the third preset condition after a second preset time delay, the engine ignition advance angle is delayed by a preset angle and maintained for the third preset time. The third preset condition includes at least one of the following: the engine speed is in the second speed range, the engine intake air temperature is greater than or equal to the first temperature threshold, the engine coolant temperature is greater than or equal to the coolant temperature threshold, and the engine relative intake air volume is greater than the intake air volume threshold. The second speed range includes the first speed range, and the first preset duration > the third preset duration > the second preset duration.

6. The engine control method according to any one of claims 1 to 5, characterized in that, The first preset condition includes at least one: Shifting gears in the vehicle; 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 a series mode and a direct drive mode; The engine is idling.

7. An engine control device, characterized in that, The engine control unit includes: The condition judgment module is used to determine whether the vehicle's engine meets a first preset condition; wherein, the first preset condition is that the engine output torque remains constant while the engine speed changes. An engine control module is configured to, when the engine meets the first preset condition, and if the engine meets the second preset condition, determine a target torque range based on the maximum external airflow torque of the engine; wherein the second preset condition includes at least one of the following: the engine speed is within a first speed range, the engine relative intake volume is greater than an intake volume threshold, the engine flywheel torque is greater than a torque threshold, the engine intake temperature is greater than or equal to a first temperature threshold, and the ambient temperature is greater than a second temperature threshold; the maximum value of the target torque range is less than an engine torque boundary value; the engine torque boundary value is adjusted to any torque value within the target torque range, and maintained for a first preset duration.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the engine control method as described in any one of claims 1 to 6.

9. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor is configured to call and run the executable program code from the memory, causing the vehicle to perform the engine control method as described in any one of claims 1 to 6.

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