Air-fuel ratio control method, device, equipment and vehicle

Abstract

The invention provides an air-fuel ratio control method, device and equipment and a vehicle, and the air-fuel ratio control method comprises the steps that a first air-fuel ratio output by an air-fuel ratio closed-loop control system is adjusted based on an adaptive coefficient, and a second air-fuel ratio is obtained; based on the current working condition, the actual air-fuel ratio and the second air-fuel ratio of the engine, a target self-adaption coefficient corresponding to the current working condition is determined; and based on the target adaptive coefficient, the first air-fuel ratio is adjusted, and a third air-fuel ratio is obtained. The method is used for solving the problem that the deviation between the air-fuel ratio for calculating the fuel injection quantity and the actual air-fuel ratio is large.

Description

Technical Field

[0001] The present application relates to the field of fuel control technology, and in particular to an air-fuel ratio control method, device, equipment and vehicle. Background Art

[0002] Under dynamic conditions, the pressure change in the intake pipe will cause the load change measured by the pressure sensor or mass flow meter to fail to truly reflect the change in the cylinder intake volume. Due to the existence of the injector lag time, the load signal used to determine the injection cycle needs to be predicted in advance. Therefore, the error caused by the lag time between the intake load signal used to calculate the injection volume and the actual load when the intake valve is closed is objectively present. The intake pressure before the intake valve at the moment of intake valve closing cannot be truly reflected by the measured intake pressure.

[0003] At present, the fuel injection amount is usually calculated directly based on the air-fuel ratio output by the air-fuel ratio closed-loop control system. Due to the error of load under dynamic conditions and other reasons, there is a large deviation between the air-fuel ratio used to calculate the fuel injection amount and the actual air-fuel ratio. Summary of the invention

[0004] The present application provides an air-fuel ratio control method, device, equipment and vehicle, which are used to solve the problem of large deviation between the air-fuel ratio used to calculate the injection amount and the actual air-fuel ratio.

[0005] According to a first aspect of an embodiment of the present application, there is provided an air-fuel ratio control method, comprising:

[0006] Based on the adaptive coefficient, adjusting the first air-fuel ratio output by the air-fuel ratio closed-loop control system to obtain a second air-fuel ratio;

[0007] Determining a target adaptive coefficient corresponding to the current operating condition based on the current operating condition of the engine, the actual air-fuel ratio and the second air-fuel ratio;

[0008] Based on the target adaptive coefficient, the first air-fuel ratio is adjusted to obtain a third air-fuel ratio.

[0009] Optionally, determining the target adaptive coefficient corresponding to the current operating condition based on the current operating condition of the engine, the actual air-fuel ratio and the second air-fuel ratio includes:

[0010] Dividing the entire operating condition region based on multiple preset speeds and multiple preset loads to obtain multiple operating condition sub-regions, wherein one of the operating condition sub-regions includes multiple operating conditions, and the operating conditions include speed and load;

[0011] Determining a target operating condition sub-region based on the current operating condition of the engine;

[0012] determining, based on the second air-fuel ratio and the actual air-fuel ratio, a corrected adaptive coefficient corresponding to each critical operating condition in the target operating condition sub-region;

[0013] Based on the corrected adaptive coefficients corresponding to the respective critical operating conditions, a target adaptive coefficient corresponding to the current operating condition is determined.

[0014] Optionally, determining the corrected adaptive coefficient corresponding to each critical operating condition in the target operating condition sub-region based on the second air-fuel ratio and the actual air-fuel ratio includes:

[0015] determining an adaptive coefficient deviation corresponding to the current operating condition based on the second air-fuel ratio and the actual air-fuel ratio;

[0016] Determining the adaptive coefficient deviation corresponding to each critical operating condition in the target operating condition sub-area based on the adaptive coefficient deviation corresponding to the current operating condition;

[0017] Based on the adaptive coefficient deviation corresponding to each of the critical operating conditions and the adaptive coefficient initial value corresponding to each of the critical operating conditions, the corrected adaptive coefficient corresponding to each of the critical operating conditions is obtained.

[0018] Optionally, the current operating condition includes a current speed and a current load;

[0019] The step of determining the adaptive coefficient deviation corresponding to each critical operating condition in the target operating condition sub-area based on the adaptive coefficient deviation corresponding to the current operating condition includes:

[0020] Determine the minimum speed and the maximum speed corresponding to the current load in the target operating condition sub-region, and determine the minimum load and the maximum load corresponding to the current speed in the target operating condition sub-region;

[0021] Determining a first proportionality coefficient based on the minimum rotational speed, the maximum rotational speed and the current rotational speed;

[0022] Determine the minimum load and the maximum load corresponding to the current speed in the target operating condition sub-region;

[0023] determining a second proportionality factor based on the minimum load, the maximum load, and the current load;

[0024] Based on the adaptive coefficient deviation corresponding to the current operating condition, the first proportional coefficient and the second proportional coefficient, the adaptive coefficient deviation corresponding to each critical operating condition in the target operating condition sub-area is determined.

[0025] Optionally, determining the target adaptive coefficient corresponding to the current operating condition based on the corrected adaptive coefficients corresponding to each of the critical operating conditions includes:

[0026] Based on the corrected adaptive coefficients corresponding to each of the critical operating conditions, the first proportional coefficient, and the second proportional coefficient, a target adaptive coefficient corresponding to the current operating condition is determined.

[0027] Optionally, determining the target adaptive coefficient corresponding to the current operating condition based on the current operating condition of the engine, the actual air-fuel ratio and the second air-fuel ratio includes:

[0028] When the engine is in a starting state, a target adaptive coefficient corresponding to the current operating condition is determined based on the current operating condition of the engine, the actual air-fuel ratio, the second air-fuel ratio and a starting correction weight coefficient.

[0029] Optionally, the method further comprises:

[0030] Based on the predicted intake air volume and the standard air-fuel ratio, the basic fuel requirement is obtained;

[0031] Based on the basic fuel demand and the basic fuel compensation coefficient, an initial fuel injection amount is obtained;

[0032] Based on the third air-fuel ratio, the initial fuel injection amount is corrected to obtain a corrected fuel injection amount.

[0033] According to a second aspect of an embodiment of the present application, there is provided an air-fuel ratio control device, comprising:

[0034] An adjustment unit, configured to adjust a first air-fuel ratio output by an air-fuel ratio closed-loop control system based on an adaptive coefficient to obtain a second air-fuel ratio;

[0035] a processing unit, configured to determine a target adaptive coefficient corresponding to the current operating condition based on the current operating condition of the engine, the actual air-fuel ratio and the second air-fuel ratio;

[0036] The correction unit is used to adjust the first air-fuel ratio based on the target adaptive coefficient to obtain a third air-fuel ratio.

[0037] According to a third aspect of an embodiment of the present application, there is provided an electronic device, including a memory and a processor;

[0038] The memory is connected to the processor and is used to store programs;

[0039] The processor is used to implement the air-fuel ratio control method as described in the first aspect by running the program in the memory.

[0040] According to a fourth aspect of an embodiment of the present application, a vehicle is provided, comprising the electronic device as described in the third aspect.

[0041] In the present application, the first air-fuel ratio output by the air-fuel ratio closed-loop control system is adjusted based on the adaptive coefficient, and the injection amount is calculated based on the adjusted first air-fuel ratio (i.e., the second air-fuel ratio). If the deviation between the second air-fuel ratio and the actual air-fuel ratio is large, there is no need to adjust the parameters in the air-fuel ratio closed-loop control system. Only the adaptive coefficient needs to be adjusted. The first air-fuel ratio output by the air-fuel ratio closed-loop control system can be readjusted based on the adjusted adaptive coefficient (i.e., the target adaptive coefficient). The injection amount is calculated based on the readjusted first air-fuel ratio (i.e., the third air-fuel ratio). The air-fuel ratio used to calculate the injection amount is adjusted by adjusting the adaptive coefficient to the target adaptive coefficient. The air-fuel ratio used to calculate the injection amount is adjusted from the second air-fuel ratio to the third air-fuel ratio to reduce the deviation between the air-fuel ratio used to calculate the injection amount and the actual air-fuel ratio.

[0042] In the above process, the most important is the process of determining the target adaptive coefficient. In the present application, based on the current operating condition of the engine, the actual air-fuel ratio and the second air-fuel ratio, the target adaptive coefficient corresponding to the current operating condition is determined, and the current operating condition of the engine and the deviation between the actual air-fuel ratio and the second air-fuel ratio are comprehensively considered, and the adaptive coefficient is adjusted to the target adaptive coefficient. Since the current operating condition of the engine is considered in the process of adjusting the adaptive coefficient, and the change of the operating condition is considered, the adjustment of the adaptive coefficient is more accurate, and the deviation between the actual air-fuel ratio and the second air-fuel ratio is considered in the process of adjusting the adaptive coefficient, which can reduce the deviation between the first air-fuel ratio (i.e., the third air-fuel ratio) and the actual air-fuel ratio after readjustment based on the adjusted adaptive coefficient, and solve the problem of large deviation between the air-fuel ratio used to calculate the injection amount and the actual air-fuel ratio. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0044] Figure 1 A schematic flow chart of an air-fuel ratio control method provided in an embodiment of the present application;

[0045] Figure 2 A system block diagram for adaptively controlling an air-fuel ratio closed-loop control system provided in an embodiment of the present application;

[0046] Figure 3 A schematic diagram of a process of step 102 provided in an embodiment of the present application;

[0047] Figure 4A schematic diagram of a working area division provided in an embodiment of the present application;

[0048] Figure 5 A schematic diagram of a process of step 303 provided in an embodiment of the present application;

[0049] Figure 6 A schematic diagram of a process of step 502 provided in an embodiment of the present application;

[0050] Figure 7 A schematic flow chart of an air-fuel ratio control method provided in an embodiment of the present application;

[0051] Figure 8 This is a schematic diagram of the structure of an air-fuel ratio control device provided in an embodiment of the present application;

[0052] Fig. 9 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0053] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0054] Exemplary Implementation Environment

[0055] The air-fuel ratio control method according to the embodiment of the present application can be executed by an electronic device such as a terminal device or a server. The terminal device can be a user equipment (UE), a mobile device, a user terminal, a terminal, a cellular phone, a cordless phone, a personal digital assistant (PDA), a handheld device, a computing device, a vehicle-mounted device, a wearable device, etc. The server can be an independent physical server, a server cluster composed of multiple physical servers, or a cloud server capable of cloud computing. The method can be implemented by a processor calling a computer-readable program instruction stored in a memory. The present application takes the air-fuel ratio control method executed by a vehicle-mounted device as an example for explanation, but does not limit this.

[0056] Exemplary Methods

[0057] See also Figure 1 In an exemplary embodiment, an air-fuel ratio control method is provided. Figure 1 As shown, the process of the air-fuel ratio control method mainly includes:

[0058] Step 101 : adjusting a first air-fuel ratio output by an air-fuel ratio closed-loop control system based on an adaptive coefficient to obtain a second air-fuel ratio.

[0059] At present, the fuel injection amount is usually calculated directly based on the air-fuel ratio output by the air-fuel ratio closed-loop control system. Due to the error of the load under dynamic conditions and other reasons, the deviation between the air-fuel ratio used to calculate the fuel injection amount and the actual air-fuel ratio is large. In the present application, based on the adaptive coefficient, the first air-fuel ratio output by the air-fuel ratio closed-loop control system is adjusted, and the fuel injection amount is calculated based on the adjusted first air-fuel ratio (i.e., the second air-fuel ratio). If the deviation between the second air-fuel ratio and the actual air-fuel ratio is large, there is no need to adjust the parameters in the air-fuel ratio closed-loop control system. Only the adaptive coefficient needs to be adjusted, and the first air-fuel ratio output by the air-fuel ratio closed-loop control system can be re-adjusted based on the adjusted adaptive coefficient (i.e., the target adaptive coefficient), and the fuel injection amount is calculated based on the re-adjusted first air-fuel ratio (i.e., the third air-fuel ratio). By adjusting the adaptive coefficient to the target adaptive coefficient, the air-fuel ratio used to calculate the fuel injection amount is adjusted, and the air-fuel ratio used to calculate the fuel injection amount is adjusted from the second air-fuel ratio to the third air-fuel ratio to reduce the deviation between the air-fuel ratio used to calculate the fuel injection amount and the actual air-fuel ratio.

[0060] In the above process, the most important is the process of determining the target adaptive coefficient. In the present application, based on the current operating condition of the engine, the actual air-fuel ratio and the second air-fuel ratio, the target adaptive coefficient corresponding to the current operating condition is determined, and the current operating condition of the engine and the deviation between the actual air-fuel ratio and the second air-fuel ratio are comprehensively considered, and the adaptive coefficient is adjusted to the target adaptive coefficient. Since the current operating condition of the engine is considered in the process of adjusting the adaptive coefficient, and the change of the operating condition is considered, the adjustment of the adaptive coefficient is more accurate, and the deviation between the actual air-fuel ratio and the second air-fuel ratio is considered in the process of adjusting the adaptive coefficient, which can reduce the deviation between the first air-fuel ratio (i.e., the third air-fuel ratio) and the actual air-fuel ratio after readjustment based on the adjusted adaptive coefficient, and solve the problem of large deviation between the air-fuel ratio used to calculate the injection amount and the actual air-fuel ratio.

[0061] In some embodiments, Figure 2 As shown, it is a system block diagram for adaptive control of the air-fuel ratio closed-loop control system. Figure 2 The Otto-Smith Controller in the figure is a Smith predictive controller, which is an air-fuel ratio closed-loop control system. Figure 2 The content in the dashed box represents the air-fuel ratio closed-loop control system. Figure 2where s is the complex variable in the Laplace transform, k is the adaptive coefficient, R(s) is the input function, Y(s) is the output function, F(s), D(s), Gm(s) and G(s) are different transfer functions, and L is the delay duration. Figure 2 The air-fuel ratio is not shown.

[0062] Figure 2 where D(s) represents the transfer function of the air-fuel ratio closed-loop control system, and the specific formula of D(s) is as follows:

[0063]

[0064] After being adjusted by the adaptive coefficient k, the transfer function of the system is set as H(s), and the specific formula of H(s) is as follows:

[0065]

[0066] Substituting the specific formula of D(s) into the above specific formula of H(s), the following formula is obtained:

[0067]

[0068] It can be obtained from the above formula that when G m (s) = G(s), the adaptive coefficient k does not need to be corrected to the target adaptive coefficient; when G m (s) > G(s), the denominator of the transfer function H(s) becomes larger, and the adaptive coefficient k should be less than 1; when G m (s) < G(s), the denominator of the transfer function H(s) becomes smaller, and the adaptive coefficient k should be greater than 1.

[0069] Step 102: Determine the target adaptive coefficient corresponding to the current engine condition based on the current engine condition, the actual air-fuel ratio, and the second air-fuel ratio.

[0070] In an exemplary embodiment, the actual air-fuel ratio may refer to the air-fuel ratio actually measured by a sensor. For example, an oxygen sensor may be used as the sensor.

[0071] In some embodiments, the prerequisite conditions for performing the step of correcting the adaptive coefficient to the target adaptive coefficient include, but are not limited to, the following conditions:

[0072] Condition 1

[0073] The fuel injection amount cannot be too small.

[0074] Condition 2

[0075] The fuel temperature cannot be too high.

[0076] Condition 3

[0077] A certain amount of time will pass after starting.

[0078] Condition four

[0079] The engine temperature must not be too low.

[0080] Condition five

[0081] The manual shutdown enable flag is set to 0.

[0082] The adaptive mode has a switch. The enable flag position 0 actually turns the adaptive mode off. Manually turning off the enable flag position 0 actually turns the adaptive mode on. Condition 5 is not a necessary condition.

[0083] Condition six

[0084] The first air-fuel ratio output by the air-fuel ratio closed-loop control system is stable.

[0085] If the first air-fuel ratio output by the air-fuel ratio closed-loop control system is unstable, the correction of the adaptive coefficient cannot solve the problem.

[0086] Condition 7

[0087] The speed and load are within a certain range, which is directly related to the calibration quantity of speed and load. Generally, it is necessary to cover the working conditions of normal operation of the engine.

[0088] Condition 8

[0089] The duty cycle of the carbon canister control is less than a certain limit to prevent the carbon canister correction amount from being too large and affecting the calculation of the adaptive coefficient. That is to say, only within a certain range are the carbon canister and the adaptive air-fuel ratio closed-loop control system allowed to simultaneously correct the first air-fuel ratio output by the system.

[0090] Condition nine

[0091] The closed-loop control of the air-fuel ratio closed-loop control system requires a certain amount of time.

[0092] In some embodiments, Figure 3 As shown, step 102 includes:

[0093] Step 301 : dividing the entire operating condition region based on a plurality of preset speeds and a plurality of preset loads to obtain a plurality of operating condition sub-regions.

[0094] Among them, one operating condition sub-area includes multiple operating conditions, and the operating conditions include speed and load.

[0095] In an exemplary embodiment, Figure 4 The figure shows a schematic diagram of the division of working areas. Figure 4In the coordinate system, the horizontal axis is the speed and the vertical axis is the load. Set 3 speeds, and each speed sets the corresponding 4 loads, with a total of 12 points, namely 11, 12, 13, 21, 22, 23, 31, 32, 33, 41, 42, and 43. These 12 points divide the entire operating area into 20 operating sub-areas, which are A00, A01, A02, A03, A10, A11, A12, A13, A20, A21, A22, A23, A30, A31, A32, A33, A40, A41, A42, and A43. Three straight lines parallel to the vertical axis can be formed according to the three speeds. The speeds on the same straight line are the same. The 4 loads on each straight line may be different or the same, depending on the specific operating conditions. The three speeds are defined according to the speed from slightly less than idling to normal high speed operation, and the four loads corresponding to each speed are defined according to the minimum load at the corresponding speed and the maximum load at the corresponding speed, so Figure 4 The area enclosed by the thick dashed line in the figure covers all operating conditions of normal engine operation. Figure 4 The area enclosed by the thick dashed line covers all operating conditions of the normal operation of the engine. Figure 4 The areas surrounded by thick dotted lines (i.e., A11, A12, A21, A22, A31, and A32) need to consider the correction of the adaptive coefficient, while the operating conditions in the areas outside the areas surrounded by thick dotted lines do not belong to the normal operating conditions of the engine and basically will not appear during the actual operation of the engine. Therefore, the areas outside the areas surrounded by thick dotted lines do not need to consider the correction of the adaptive coefficient.

[0096] Step 302: determine the target operating condition sub-region based on the current operating condition of the engine.

[0097] In some embodiments, the current operating conditions include a current speed and a current load.

[0098] When determining the target operating condition sub-region where the current operating condition of the engine is located, first compare the current speed with the three speeds to determine the region where the current speed is located, and then determine the partial operating condition sub-region where the current operating condition of the engine may be located. Then, based on the current speed, determine the proportional coefficients of the line segments in each operating condition sub-region in the partial operating condition sub-region where the current operating condition of the engine may be located, and then determine the minimum load and maximum load corresponding to the current speed in the partial operating condition sub-region where the current operating condition of the engine may be located, and then determine the target operating condition sub-region where the current operating condition of the engine is located based on the current load and the minimum load and maximum load corresponding to the current speed in the partial operating condition sub-region where the current operating condition of the engine may be located.

[0099] The specific method for calculating the proportional coefficient of the line segments in each working condition sub-area is as follows: Figure 4Taking the line segment formed by midpoint 21 and point 22 as an example, calculate the proportional coefficient of the line segment formed by point 21 and point 22. The speed of any point on the line segment formed by point 21 and point 22 is set to n 2122 , the load is set to L 2122 , the speed of point 21 is set to n 21 , the load is set to L 21 , the speed of point 22 is set to n 22 , the load is set to L 22 , the proportional coefficient of the line segment formed by point 21 and point 22 is set to k 2122 , k 2122 The calculation formula is as follows:

[0100]

[0101] The proportional coefficient of the line segment formed by point 21 and point 22 can be used to express the proportional relationship of the speed on the line segment formed by point 21 and point 22, and can also be used to express the proportional relationship of the load on the line segment formed by point 21 and point 22. The proportional relationship of the speed and the proportional relationship of the load on the line segment formed by point 21 and point 22 are equal.

[0102] L 2122 The calculation formula is as follows:

[0103] L 2122 =L 21 *(1―k 2122 )+L 22 *k 2122

[0104] Similarly, we can calculate Figure 4 The proportional coefficients of the line segment formed by the midpoints 11 and 12, the line segment formed by the midpoints 12 and 13, the line segment formed by the midpoints 22 and 23, the line segment formed by the midpoints 31 and 32, the line segment formed by the midpoints 32 and 33, the line segment formed by the midpoints 41 and 42, and the line segment formed by the midpoints 42 and 43.

[0105] Step 303: Determine the corrected adaptive coefficient corresponding to each critical operating condition in the target operating condition sub-region based on the second air-fuel ratio and the actual air-fuel ratio.

[0106] In an exemplary embodiment, each critical operating condition in the target operating condition sub-region refers to the operating conditions corresponding to each vertex constituting the target operating condition sub-region.

[0107] In some embodiments, Figure 5 As shown, step 303 includes:

[0108] Step 501, based on the second air-fuel ratio and the actual air-fuel ratio, determine the adaptive coefficient deviation corresponding to the current operating condition.

[0109] Based on the adaptive coefficient, the first air-fuel ratio output by the air-fuel ratio closed-loop control system is adjusted, and the injection amount is calculated based on the adjusted first air-fuel ratio (i.e., the second air-fuel ratio). If the deviation between the second air-fuel ratio and the actual air-fuel ratio is large, there is no need to adjust the parameters in the air-fuel ratio closed-loop control system. Only the adaptive coefficient needs to be adjusted. Based on the adjusted adaptive coefficient (i.e., the target adaptive coefficient), the first air-fuel ratio output by the air-fuel ratio closed-loop control system can be readjusted, and the injection amount is calculated based on the readjusted first air-fuel ratio (i.e., the third air-fuel ratio). The air-fuel ratio used to calculate the injection amount is adjusted by adjusting the adaptive coefficient to the target adaptive coefficient. The air-fuel ratio used to calculate the injection amount is adjusted from the second air-fuel ratio to the third air-fuel ratio to reduce the deviation between the air-fuel ratio used to calculate the injection amount and the actual air-fuel ratio.

[0110] Since the adaptive coefficient is only an initial value, the purpose of adding this parameter is to adjust the adaptive coefficient without adjusting the parameters in the air-fuel ratio closed-loop control system, so as to adjust the air-fuel ratio used to calculate the injection amount and reduce the deviation between the air-fuel ratio used to calculate the injection amount and the actual air-fuel ratio. Therefore, there may still be a deviation between the second air-fuel ratio determined based on the adaptive coefficient and the actual air-fuel ratio. In the air-fuel ratio closed-loop control system, if the second air-fuel ratio is used instead of the actual air-fuel ratio for calculation, the deviation between the second air-fuel ratio and the actual air-fuel ratio will cause the inaccuracy of the air-fuel ratio closed-loop control system. Therefore, it is necessary to improve the stability of the air-fuel ratio closed-loop control system by adjusting the adaptive coefficient.

[0111] In the exemplary embodiment, the current operating condition is represented by a, and the adaptive coefficient deviation corresponding to the current operating condition a is represented by Δk a Indicates. Δk a The specific calculation formula is as follows:

[0112]

[0113] Among them, λ act is the actual air-fuel ratio, λ mdl is the second air-fuel ratio, It is used to characterize the deviation between the inverse of the actual air-fuel ratio and the inverse of the second air-fuel ratio. Fun is a one-dimensional table lookup function. For characterization The adjustment ratio corresponding to this deviation can be set to different ratios according to different deviations, and the adjustment efficiency can be adaptively adjusted according to actual conditions.

[0114] Step 502: Determine the adaptive coefficient deviation corresponding to each critical operating condition in the target operating condition sub-area based on the adaptive coefficient deviation corresponding to the current operating condition.

[0115] In some embodiments, the current operating condition includes the current speed and the current load. Figure 6 As shown, step 502 includes:

[0116] Step 601, determining the minimum speed and maximum speed corresponding to the current load in the target operating condition sub-region, and determining the minimum load and maximum load corresponding to the current speed in the target operating condition sub-region.

[0117] In the exemplary embodiment, the current operating condition is represented by a, the target operating condition sub-area is A22, and the critical operating conditions are points 22, 23, 32 and 33. Figure 4 In the figure, three straight lines parallel to the vertical axis can be formed according to the three rotational speeds. The rotational speeds on the same straight line are the same. Therefore, the rotational speeds of points 22 and 32 are the same, the rotational speeds of points 23 and 33 are the same, and the rotational speed of point 22 is n 22 is the minimum speed, the speed n at point 23 23 The target operating condition sub-area is A22, and the minimum load and maximum load corresponding to the current speed in the target operating condition sub-area refer to that in A22, a vertical line is drawn perpendicular to the horizontal axis of the current operating condition a, and the ordinate of the intersection point between the vertical line and the line segment formed by points 22 and 23 is the minimum load, and the ordinate of the intersection point between the vertical line and the line segment formed by points 32 and 33 is the maximum load. Step 602, based on the minimum speed, the maximum speed and the current speed, determine the first proportionality coefficient.

[0118] In an exemplary embodiment, the first proportionality coefficient is used to represent a proportionality coefficient of the difference between the current speed and the minimum speed to the difference between the maximum speed and the minimum speed in the target operating condition sub-region.

[0119] In the exemplary embodiment, the first proportional coefficient is represented by k1. The current speed is n a , the minimum speed is n 22 , the maximum speed is n 23 , the specific calculation formula of k1 is as follows:

[0120]

[0121] Step 603, determining a second proportionality coefficient based on the minimum load, the maximum load and the current load.

[0122] In an exemplary embodiment, the second proportionality coefficient is used to represent a proportionality coefficient of the difference between the current load and the minimum load to the difference between the maximum load and the minimum load in the target operating condition sub-region.

[0123] In the exemplary embodiment, the second proportionality coefficient is represented by k2. a , the minimum load is L min , the maximum load is L max , the specific calculation formula of k2 is as follows:

[0124]

[0125] Step 604 , based on the adaptive coefficient deviation corresponding to the current operating condition, the first proportional coefficient, and the second proportional coefficient, determine the adaptive coefficient deviation corresponding to each critical operating condition in the target operating condition sub-area.

[0126] Based on the adaptive coefficient deviation, the first proportional coefficient and the second proportional coefficient corresponding to the current operating condition, the adaptive coefficient deviation corresponding to each critical operating condition in the target operating condition sub-area is determined. The adaptive coefficient deviation corresponding to each critical operating condition can be accurately determined, thereby ensuring the stability of the air-fuel ratio in the dynamic operating condition to improve emissions and drivability.

[0127] In some embodiments, the adaptive coefficient deviation Δk corresponding to point 22 is obtained based on the proportional relationship of the influence of the current working condition a on the surrounding four points 22, 23, 32 and 33: a22 , the adaptive coefficient deviation Δk corresponding to point 23 a23 , the adaptive coefficient deviation Δk corresponding to point 32 a32 , the adaptive coefficient deviation Δk corresponding to point 33 a33 The specific formula is as follows:

[0128]

[0129] In addition, the matrix interpolation formula can be used to obtain the following formula:

[0130] Δk a =Δk a22 *(1―k1)*(1―k2)+Δk a23 *k1*(1―k2)+Δk a32 *(1―k1)*k2+

[0131] Δk a33 *k1*k2

[0132] Will denote Δk a22 , Δk a23 , Δk a32 , Δk a33 Substitute the three formulas of the proportional relationship between into the matrix interpolation formula to obtain Δk a22 and Δk a The relationship between them is as follows:

[0133]

[0134] Since Δk a The specific calculation formula is as follows:

[0135]

[0136] We can get Δk a22 The calculation formula is as follows:

[0137]

[0138] Then according to the expression Δk a22 , Δk a23 , Δk a32 , Δk a33 The three formulas of the proportional relationship between Δk a23 , Δk a32 , Δk a33 The specific value of .

[0139] Step 503, based on the adaptive coefficient deviation corresponding to each critical operating condition and the adaptive coefficient initial value corresponding to each critical operating condition, obtain the corrected adaptive coefficient corresponding to each critical operating condition.

[0140] Based on the adaptive coefficient deviation corresponding to the current operating condition, the adaptive coefficient deviation corresponding to each critical operating condition in the target operating condition sub-area is determined. Based on the adaptive coefficient deviation corresponding to each critical operating condition and the initial value of the adaptive coefficient corresponding to each critical operating condition, the corrected adaptive coefficient corresponding to each critical operating condition is obtained. The corrected adaptive coefficient corresponding to each critical operating condition can be accurately determined, thereby ensuring the stability of the air-fuel ratio in dynamic operating conditions to improve emissions and drivability.

[0141] In some embodiments, for any critical operating condition, the corrected adaptive coefficient is equal to a difference obtained by subtracting an adaptive coefficient deviation from an initial value of the adaptive coefficient.

[0142] In the exemplary embodiment, the adaptive coefficient deviation corresponding to point 22 is Δk a22 The initial value of the adaptive coefficient corresponding to point 22 is k a22 , the corrected adaptive coefficient corresponding to point 22 is k′ a22 , k′ a22 The calculation formula is as follows:

[0143] k′ a22 =k a22 ―Δk a22

[0144] When the actual air-fuel ratio act Less than the second air-fuel ratio λ mdl hour, It will be positive. In the air-fuel ratio closed-loop control system, the transfer function of the controlled object will be smaller than the actual value. The value input to the controller after the difference will increase accordingly, making the air-fuel ratio closed-loop control system inaccurate. At this time, it is necessary to appropriately reduce the adaptive coefficient to improve the accuracy of the air-fuel ratio closed-loop control system.

[0145] When the actual air-fuel ratio act Greater than the second air-fuel ratio λ mdl hour, It will be negative. In the air-fuel ratio closed-loop control system, the transfer function of the controlled object will be larger than the actual value. After the difference is made, the value input to the controller will be reduced accordingly, making the air-fuel ratio closed-loop control system inaccurate. At this time, it is necessary to appropriately increase the adaptive coefficient to improve the accuracy of the air-fuel ratio closed-loop control system.

[0146] When the actual air-fuel ratio act Equal to the second air-fuel ratio λ mdl When , there is no deviation between the actual air-fuel ratio and the second air-fuel ratio, and there is no need to correct the adaptive coefficient.

[0147] In some embodiments, the initial value of the adaptive coefficient corresponding to each critical condition can be obtained based on the test value of the bench and the experience of the engineer. In an exemplary embodiment, under normal circumstances, the output value and the input value are always consistent, and the initial value of the adaptive coefficient corresponding to each critical condition can be set to 1. In an exemplary embodiment, the default value when the ECU (Electronic Control Unit) is powered off or reset can also be set.

[0148] Step 304 : determining a target adaptive coefficient corresponding to the current operating condition based on the corrected adaptive coefficients corresponding to each critical operating condition.

[0149] Based on the second air-fuel ratio and the actual air-fuel ratio, the corrected adaptive coefficient corresponding to each critical operating condition in the target operating condition sub-area is determined. Based on the corrected adaptive coefficient corresponding to each critical operating condition, the target adaptive coefficient corresponding to the current operating condition is determined. The target adaptive coefficient corresponding to the current operating condition can be accurately determined, thereby ensuring the stability of the air-fuel ratio in the dynamic operating condition to improve emissions and drivability.

[0150] In some embodiments, step 304 includes: determining a target adaptive coefficient corresponding to the current operating condition based on the corrected adaptive coefficient, the first proportional coefficient, and the second proportional coefficient corresponding to each critical operating condition.

[0151] In the exemplary embodiment, the current operating condition is represented by a, the target operating condition sub-area is A22, the critical operating conditions of each key operating condition are points 22, 23, 32 and 33, and the modified adaptive coefficient corresponding to point 22 is k′ a22, the corrected adaptive coefficient corresponding to point 23 is k′ a23 , the corrected adaptive coefficient corresponding to point 32 is k′ a32 , the corrected adaptive coefficient corresponding to point 33 is k′ a33 , draw a vertical line perpendicular to the horizontal axis in the current working condition a in A22, the intersection of the vertical line and the line segment formed by points 22 and 23 is point a1, the ordinate of point a1 is the minimum load, the intersection of the vertical line and the line segment formed by points 32 and 33 is point a2, the ordinate of point a2 is the maximum load, and the adaptive coefficients of points a1 and a2 are set to k a1 and k a2 , the target adaptive coefficient corresponding to the current working condition a is set to k a , according to the linear interpolation method, the following formula can be obtained:

[0152] k a1 = k′ a22 *(1―k1)+k′ a23 *k1

[0153] k a2 = k′ a32 *(1―k1)+k′ a33 *k1

[0154] In addition, use k a1 and k a2 Indicates point k a , we have the following formula:

[0155] k a =k a1 *(1―k2)+k a12 *k2

[0156] The matrix difference formula can be derived from the above three formulas, as follows:

[0157] k a = k′ a22 *(1―k1)*(1―k2)+k′ a23 *k1*(1―k2)+k′ a32 *(1―k1)*k2+k′ a33 *k1*k2

[0158] In some embodiments, step 102 includes: when the engine is in a starting state, determining a target adaptive coefficient corresponding to the current operating condition based on the current operating condition of the engine, the actual air-fuel ratio, the second air-fuel ratio and the starting correction weight coefficient.

[0159] The main calculation is the impact of starting on the adaptive coefficient. The specific formula is as follows:

[0160] k′adp =(k adp ―1)*[k strt +(1―mode)*(1―k strt )]+1

[0161] Among them, k′ adp is the adaptive coefficient after startup correction, that is, the target adaptive coefficient corresponding to the current working condition, k adp is the adaptive coefficient before starting correction, i.e., the adaptive coefficient before starting correction calculated based on the current working condition of the engine, the actual air-fuel ratio, and the second air-fuel ratio, k strt is the starting correction weight coefficient, mode is the current mode of the engine, and has only two values, 1 for starting state and 0 for non-starting state.

[0162] Assuming the engine is in the starting state, that is, mode = 1, the above formula can be simplified to:

[0163] k′ adp =(k adp ―1)*k strt +1

[0164] Then we can calibrate k strt , correct the adaptive coefficient at startup.

[0165] If the engine is not in the starting state, that is, mode = 0, the above formula can be simplified to:

[0166] k′ adp =k adp

[0167] The adaptation coefficients remain unchanged.

[0168] The impact of starting on the adaptive coefficient is fully considered to ensure the stability of the air-fuel ratio under dynamic conditions to improve emissions and drivability.

[0169] In other embodiments, step 102 includes: when the engine is in a non-starting state, directly determining a target adaptive coefficient corresponding to the current operating condition based on the current operating condition of the engine, the actual air-fuel ratio and the second air-fuel ratio, without considering the effect of starting on the adaptive coefficient.

[0170] Step 103: adjusting the first air-fuel ratio based on the target adaptive coefficient to obtain a third air-fuel ratio.

[0171] In some embodiments, Figure 7 As shown, the air-fuel ratio control method further includes:

[0172] Step 701, based on the predicted intake air amount and the standard air-fuel ratio, obtain the basic fuel demand.

[0173] In an exemplary embodiment, the predicted intake air amount is divided by the standard air-fuel ratio to obtain the basic fuel requirement.

[0174] Step 702: Obtain an initial fuel injection amount based on a basic fuel demand and a basic fuel compensation coefficient.

[0175] In the exemplary embodiment, the basic fuel compensation coefficient is calculated by looking up the engine speed and the intake air volume, and its main function is to eliminate the deviation of the injection amount calculation caused by inaccurate prediction of the intake air volume, injector linearization, and oil dilution. The basic fuel demand is multiplied by the basic fuel compensation coefficient to obtain the initial injection amount.

[0176] Step 703: Based on the third air-fuel ratio, the initial fuel injection amount is corrected to obtain a corrected fuel injection amount.

[0177] In the exemplary embodiment, the third air-fuel ratio is limited to upper and lower limits to prevent the injection amount from being too rich or too lean.

[0178] In an exemplary embodiment, the initial injection amount is corrected based on the third air-fuel ratio to obtain the corrected injection amount. The third air-fuel ratio can be added to the oil film compensation coefficient minus 1 to obtain a total coefficient, and the initial injection amount is multiplied by the total coefficient to obtain the corrected injection amount.

[0179] In summary, in the present application, the first air-fuel ratio output by the air-fuel ratio closed-loop control system is adjusted based on the adaptive coefficient, and the injection amount is calculated based on the adjusted first air-fuel ratio (i.e., the second air-fuel ratio). If the deviation between the second air-fuel ratio and the actual air-fuel ratio is large, there is no need to adjust the parameters in the air-fuel ratio closed-loop control system. Only the adaptive coefficient needs to be adjusted. The first air-fuel ratio output by the air-fuel ratio closed-loop control system can be re-adjusted based on the adjusted adaptive coefficient (i.e., the target adaptive coefficient), and the injection amount is calculated based on the re-adjusted first air-fuel ratio (i.e., the third air-fuel ratio). The air-fuel ratio used to calculate the injection amount is adjusted by adjusting the adaptive coefficient to the target adaptive coefficient. The air-fuel ratio used to calculate the injection amount is adjusted from the second air-fuel ratio to the third air-fuel ratio to reduce the deviation between the air-fuel ratio used to calculate the injection amount and the actual air-fuel ratio.

[0180] In the above process, the most important is the process of determining the target adaptive coefficient. In the present application, based on the current operating condition of the engine, the actual air-fuel ratio and the second air-fuel ratio, the target adaptive coefficient corresponding to the current operating condition is determined, and the current operating condition of the engine and the deviation between the actual air-fuel ratio and the second air-fuel ratio are comprehensively considered, and the adaptive coefficient is adjusted to the target adaptive coefficient. Since the current operating condition of the engine is considered in the process of adjusting the adaptive coefficient, and the change of the operating condition is considered, the adjustment of the adaptive coefficient is more accurate, and the deviation between the actual air-fuel ratio and the second air-fuel ratio is considered in the process of adjusting the adaptive coefficient, which can reduce the deviation between the first air-fuel ratio (i.e., the third air-fuel ratio) and the actual air-fuel ratio after readjustment based on the adjusted adaptive coefficient, and solve the problem of large deviation between the air-fuel ratio used to calculate the injection amount and the actual air-fuel ratio.

[0181] Exemplary Devices

[0182] Accordingly, the embodiment of the present application also provides an air-fuel ratio control device, such as Figure 8 As shown, the air-fuel ratio control device includes:

[0183] An adjusting unit 801 is used to adjust a first air-fuel ratio output by an air-fuel ratio closed-loop control system based on an adaptive coefficient to obtain a second air-fuel ratio;

[0184] The processing unit 802 is used to determine a target adaptive coefficient corresponding to the current operating condition based on the current operating condition of the engine, the actual air-fuel ratio and the second air-fuel ratio;

[0185] The correction unit 803 is used to adjust the first air-fuel ratio based on the target adaptive coefficient to obtain a third air-fuel ratio.

[0186] The air-fuel ratio control device provided in this embodiment belongs to the same application concept as the air-fuel ratio control method provided in the above embodiments of this application, and can execute the air-fuel ratio control method provided in any of the above embodiments of this application, and has the corresponding functional modules and beneficial effects of executing the air-fuel ratio control method. For technical details not fully described in this embodiment, please refer to the specific processing content of the air-fuel ratio control method provided in the above embodiments of this application, and will not be repeated here.

[0187] The functions implemented by the above adjustment unit 801, processing unit 802 and correction unit 803 may be implemented by the same or different processors, respectively, and the embodiment of the present application is not limited thereto.

[0188] It should be understood that the units in the above devices can be implemented in the form of a processor calling software. For example, the device includes a processor, the processor is connected to a memory, and instructions are stored in the memory. The processor calls the instructions stored in the memory to implement any of the above methods or realize the functions of each unit of the device, wherein the processor can be a general-purpose processor, such as a CPU or a microprocessor, etc., and the memory can be a memory in the device or a memory outside the device. Alternatively, the units in the device can be implemented in the form of hardware circuits, and the functions of some or all units can be realized by designing the hardware circuits. The hardware circuit can be understood as one or more processors; for example, in one implementation, the hardware circuit is an ASIC, and the functions of some or all of the above units are realized by designing the logical relationship of the components in the circuit; for another example, in another implementation, the hardware circuit can be implemented by PLD, taking FPGA as an example, which can include a large number of logic gate circuits, and the connection relationship between the logic gate circuits is configured by the configuration file, so as to realize the functions of some or all of the above units. All units of the above devices can be implemented in the form of a processor calling software, or in the form of hardware circuits, or in part by a processor calling software, and the remaining part is implemented in the form of hardware circuits.

[0189] In an embodiment of the present application, a processor is a circuit with the ability to process signals. In one implementation, the processor may be a circuit with the ability to read and run instructions, such as a CPU, a microprocessor, a GPU, or a DSP; in another implementation, the processor may implement certain functions through the logical relationship of a hardware circuit, and the logical relationship of the hardware circuit is fixed or reconfigurable, such as a hardware circuit implemented by an ASIC or PLD, such as an FPGA. In a reconfigurable hardware circuit, the process of the processor loading a configuration document to implement the hardware circuit configuration can be understood as the process of the processor loading instructions to implement the functions of some or all of the above units. In addition, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as an NPU, TPU, DPU, etc.

[0190] It can be seen that each unit in the above device can be one or more processors (or processing circuits) configured to implement the above method, such as: CPU, GPU, NPU, TPU, DPU, microprocessor, DSP, ASIC, FPGA, or a combination of at least two of these processor forms.

[0191] In addition, all or part of the units in the above device can be integrated together, or can be implemented independently. In one implementation, these units are integrated together and implemented in the form of a SOC. The SOC may include at least one processor for implementing any of the above methods or implementing the functions of each unit of the device. The type of the at least one processor may be different, for example, including a CPU and an FPGA, a CPU and an artificial intelligence processor, a CPU and a GPU, etc.

[0192] Exemplary Electronic Devices

[0193] An embodiment of the present application provides an electronic device, see Fig. 9 As shown, the device includes:

[0194] Memory 200 and processor 210;

[0195] The memory 200 is connected to the processor 210 and is used to store programs;

[0196] The processor 210 is used to implement the air-fuel ratio control method disclosed in any of the above embodiments by running the program stored in the memory 200.

[0197] Specifically, the electronic device may further include: a bus, a communication interface 220 , an input device 230 and an output device 240 .

[0198] The processor 210, the memory 200, the communication interface 220, the input device 230 and the output device 240 are connected to each other via a bus.

[0199] A bus may include a pathway that transfers information between components of a computer system.

[0200] The processor 210 may be a general-purpose processor, such as a general-purpose central processing unit (CPU), a microprocessor, etc., or an application-specific integrated circuit (ASIC), or one or more integrated circuits for controlling the execution of the program of the scheme of the present invention. It may also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components.

[0201] The processor 210 may include a main processor, and may also include a baseband chip, a modem, and the like.

[0202] The memory 200 stores a program for executing the technical solution of the present invention, and may also store an operating system and other key services. Specifically, the program may include a program code, and the program code includes a computer operation instruction. More specifically, the memory 200 may include a read-only memory (ROM), other types of static storage devices that can store static information and instructions, a random access memory (RAM), other types of dynamic storage devices that can store information and instructions, a disk storage, a flash, and the like.

[0203] The input device 230 may include a device for receiving data and information input by a user, such as a keyboard, a mouse, a camera, a scanner, a light pen, a voice input device, a touch screen, a pedometer, or a gravity sensor.

[0204] Output device 240 may include devices that allow information to be output to a user, such as a display screen, printer, speaker, etc.

[0205] The communication interface 220 may include any transceiver or the like to communicate with other devices or communication networks, such as Ethernet, Radio Access Network (RAN), Wireless Local Area Network (WLAN), etc.

[0206] The processor 210 executes the program stored in the memory 200 and calls other devices, which can be used to implement each step of any air-fuel ratio control method provided in the above embodiments of the present application.

[0207] Example Vehicles

[0208] Correspondingly, an embodiment of the present application also provides a vehicle, including the electronic device provided in any of the above embodiments of the present application.

[0209] For technical details not fully described in this embodiment, please refer to the specific contents of the electronic device provided in the above embodiments of the present application, and will not be repeated here.

[0210] Exemplary computer program products and storage media

[0211] In addition to the above-mentioned methods and devices, an embodiment of the present application may also be a computer program product, which includes computer program instructions, which, when executed by a processor, enable the processor to execute the steps of the air-fuel ratio control method according to various embodiments of the present application described in any of the above embodiments of this specification.

[0212] The computer program product may be written in any combination of one or more programming languages ​​to write program codes for performing the operations of the embodiments of the present application, including object-oriented programming languages, such as Java, C++, etc., and conventional procedural programming languages, such as "C" language or similar programming languages. The program code may be executed entirely on the user computing device, partially on the user device, as an independent software package, partially on the user computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0213] In addition, the embodiment of the present application may also be a storage medium on which a computer program is stored. The computer program is executed by a processor to execute the steps of the air-fuel ratio control method according to various embodiments of the present application described in any of the above embodiments of this specification, and specifically the following steps may be implemented:

[0214] Step 101 : adjusting a first air-fuel ratio output by an air-fuel ratio closed-loop control system based on an adaptive coefficient to obtain a second air-fuel ratio.

[0215] Step 102, based on the current operating condition of the engine, the actual air-fuel ratio and the second air-fuel ratio, determine the target adaptive coefficient corresponding to the current operating condition.

[0216] Step 103: adjusting the first air-fuel ratio based on the target adaptive coefficient to obtain a third air-fuel ratio.

[0217] For the aforementioned method embodiments, for the sake of simplicity, they are all described as a series of action combinations, but those skilled in the art should be aware that the present application is not limited by the order of the actions described, because according to the present application, some steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also be aware that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily required by the present application.

[0218] It should be noted that each embodiment in this specification is described in a progressive manner, and each embodiment focuses on the differences from other embodiments, and the same or similar parts between the embodiments can be referred to each other. For the device embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0219] The steps in the methods of each embodiment of the present application can be adjusted in order, combined and deleted according to actual needs, and the technical features recorded in each embodiment can be replaced or combined.

[0220] The modules and sub-modules in the devices and terminals in the various embodiments of the present application can be combined, divided and deleted according to actual needs.

[0221] In the several embodiments provided in the present application, it should be understood that the disclosed terminals, devices and methods can be implemented in other ways. For example, the terminal embodiments described above are only schematic, for example, the division of modules or submodules is only a logical function division, and there may be other division methods in actual implementation, for example, multiple submodules or modules can be combined or integrated into another module, 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 an indirect coupling or communication connection through some interfaces, devices or modules, which can be electrical, mechanical or other forms.

[0222] The modules or submodules described as separate components may or may not be physically separated, and the components of the modules or submodules may or may not be physical modules or submodules, that is, they may be located in one place, or they may be distributed on multiple network modules or submodules. Some or all of the modules or submodules may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0223] In addition, each functional module or submodule in each embodiment of the present application may be integrated into one processing module, or each module or submodule may exist physically separately, or two or more modules or submodules may be integrated into one module. The above-mentioned integrated modules or submodules may be implemented in the form of hardware or in the form of software functional modules or submodules.

[0224] Professionals may further appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the composition and steps of each example have been generally described in the above description according to function. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians may use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0225] The steps of the method or algorithm described in conjunction with the embodiments disclosed herein may be implemented directly by hardware, software units executed by a processor, or a combination of the two. The software units may be placed in a random access memory (RAM), a memory, a read-only memory (ROM), an electrically programmable ROM, an electrically erasable programmable ROM, a register, a hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.

[0226] Finally, it should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0227] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An air-fuel ratio control method, characterized in that: include: Based on the adaptive coefficient, adjusting the first air-fuel ratio output by the air-fuel ratio closed-loop control system to obtain a second air-fuel ratio; Determining a target adaptive coefficient corresponding to the current operating condition based on the current operating condition of the engine, the actual air-fuel ratio and the second air-fuel ratio; Based on the target adaptive coefficient, the first air-fuel ratio is adjusted to obtain a third air-fuel ratio.

2. The air-fuel ratio control method according to claim 1, characterized in that: The step of determining a target adaptive coefficient corresponding to the current operating condition based on the current operating condition of the engine, the actual air-fuel ratio, and the second air-fuel ratio includes: Dividing the entire operating condition region based on multiple preset speeds and multiple preset loads to obtain multiple operating condition sub-regions, wherein one of the operating condition sub-regions includes multiple operating conditions, and the operating conditions include speed and load; Determining a target operating condition sub-region based on the current operating condition of the engine; determining, based on the second air-fuel ratio and the actual air-fuel ratio, a corrected adaptive coefficient corresponding to each critical operating condition in the target operating condition sub-region; Based on the corrected adaptive coefficients corresponding to the respective critical operating conditions, a target adaptive coefficient corresponding to the current operating condition is determined.

3. The air-fuel ratio control method according to claim 2, characterized in that: The determining, based on the second air-fuel ratio and the actual air-fuel ratio, of the corrected adaptive coefficient corresponding to each critical operating condition in the target operating condition sub-region comprises: determining an adaptive coefficient deviation corresponding to the current operating condition based on the second air-fuel ratio and the actual air-fuel ratio; Determining the adaptive coefficient deviation corresponding to each critical operating condition in the target operating condition sub-area based on the adaptive coefficient deviation corresponding to the current operating condition; Based on the adaptive coefficient deviation corresponding to each of the critical operating conditions and the adaptive coefficient initial value corresponding to each of the critical operating conditions, the corrected adaptive coefficient corresponding to each of the critical operating conditions is obtained.

4. The air-fuel ratio control method according to claim 3, characterized in that: The current operating condition includes the current speed and the current load; The step of determining the adaptive coefficient deviation corresponding to each critical operating condition in the target operating condition sub-area based on the adaptive coefficient deviation corresponding to the current operating condition includes: Determine the minimum speed and the maximum speed corresponding to the current load in the target operating condition sub-region, and determine the minimum load and the maximum load corresponding to the current speed in the target operating condition sub-region; Determining a first proportionality coefficient based on the minimum rotational speed, the maximum rotational speed and the current rotational speed; determining a second proportionality factor based on the minimum load, the maximum load, and the current load; Based on the adaptive coefficient deviation corresponding to the current operating condition, the first proportional coefficient and the second proportional coefficient, the adaptive coefficient deviation corresponding to each critical operating condition in the target operating condition sub-area is determined.

5. The air-fuel ratio control method according to claim 4, characterized in that: The determining, based on the corrected adaptive coefficients corresponding to the respective critical operating conditions, the target adaptive coefficient corresponding to the current operating condition comprises: Based on the corrected adaptive coefficients corresponding to each of the critical operating conditions, the first proportional coefficient, and the second proportional coefficient, a target adaptive coefficient corresponding to the current operating condition is determined.

6. The air-fuel ratio control method according to claim 1, characterized in that: The step of determining a target adaptive coefficient corresponding to the current operating condition based on the current operating condition of the engine, the actual air-fuel ratio, and the second air-fuel ratio includes: When the engine is in a starting state, a target adaptive coefficient corresponding to the current operating condition is determined based on the current operating condition of the engine, the actual air-fuel ratio, the second air-fuel ratio and a starting correction weight coefficient.

7. The air-fuel ratio control method according to claim 1, characterized in that: The method further comprises: Based on the predicted intake air volume and the standard air-fuel ratio, the basic fuel requirement is obtained; Based on the basic fuel demand and the basic fuel compensation coefficient, an initial fuel injection amount is obtained; Based on the third air-fuel ratio, the initial fuel injection amount is corrected to obtain a corrected fuel injection amount.

8. An air-fuel ratio control device, characterized in that: include: An adjustment unit, configured to adjust a first air-fuel ratio output by an air-fuel ratio closed-loop control system based on an adaptive coefficient to obtain a second air-fuel ratio; a processing unit, configured to determine a target adaptive coefficient corresponding to the current operating condition based on the current operating condition of the engine, the actual air-fuel ratio and the second air-fuel ratio; The correction unit is used to adjust the first air-fuel ratio based on the target adaptive coefficient to obtain a third air-fuel ratio.

9. An electronic device, characterized in that: including memory and processor; The memory is connected to the processor and is used to store programs; The processor is used to implement the air-fuel ratio control method as described in any one of claims 1 to 7 by running the program in the memory.

10. A vehicle, characterized in that: Comprising the electronic device as claimed in claim 9.

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