Engine control method, control device, vehicle and program product

Abstract

The invention discloses an engine control method, an engine control device, a vehicle and a computer program product. After inferior fuel oil enters the engine, the ignition angle of the engine can be adaptively adjusted in order to avoid early burning and explosion during ignition. Therefore, the vehicle can judge whether the fuel oil has an abnormal risk or not according to the change amplitude of the ignition angle. Under the condition that abnormal risks exist in fuel oil, if an engine is about to stop, namely the vehicle speed is zero or not zero and the power mode of the engine is switched into a pure electric mode, the vehicle can determine the working time proportion of an oil injector before the engine stops; if the working time proportion of the fuel injector is smaller than the proportion threshold value, it shows that the working time of the fuel injector is short, and the probability of insufficient fuel combustion and large residual quantity is high; at the moment, the vehicle can control the engine to enter an idling working condition, and the engine is controlled to stop after delay time; the fuel injector can continuously work within the delay time, residual fuel oil is removed as much as possible before the engine stops, and then the service life of the engine is prolonged.

Description

Technical Field

[0001] The present application belongs to the field of vehicle technology, and in particular, relates to an engine control method, an engine control device, a vehicle and a computer program product. Background Art

[0002] Poor quality fuel has low purity and contains many impurities. Vehicles that use low quality fuel are prone to residual fuel at the injector nozzles. Especially for hybrid vehicles, as the amount of residual fuel accumulates, the residual fuel at the nozzles tends to form a colloidal substance, gradually clogging the spray holes and causing abnormal spraying. Abnormal spraying can result in insufficient fuel atomization, which in turn affects the combustion efficiency and stability of the engine. In severe cases, it may cause engine misfires and even detonation. Detonation can cause violent pressure fluctuations, causing damage to engine components. Long-term accumulation may lead to serious faults such as engine cylinder scuffing.

[0003] Therefore, an engine control method that can reduce the adverse effects of low-quality fuel is urgently needed. Summary of the invention

[0004] The present application provides an engine control method, an engine control device, a vehicle and a computer program product, which can reduce fuel residue and thus extend the service life of the engine.

[0005] In a first aspect, the present application provides a method for controlling an engine, comprising:

[0006] In the case of determining that the fuel is abnormal, determining whether the engine of the vehicle enters a waiting shutdown state;

[0007] When it is determined that the machine enters the waiting-for-shutdown state, determine the working time ratio of the injector;

[0008] If the working time ratio is less than or equal to the ratio threshold, the engine is controlled to be delayed to stop based on a preset delay time; the injector continues to work during the engine delay shutdown time.

[0009] Hybrid vehicles use inferior fuel, which can easily increase the fuel residue at the nozzle of the engine injector. As the residual fuel accumulates, it is not only easy to clog the injector and affect the combustion efficiency of the fuel, but in severe cases it may also damage the engine. In order to reduce the harm caused by inferior fuel, this application determines whether the engine enters the waiting shutdown condition when it is determined that there is an abnormal risk in the fuel; if the engine enters the waiting shutdown condition, it means that the engine is about to shut down. In order to reduce the fuel residue, the working time ratio of the injector can be determined, and the working time ratio of the injector can be used to determine whether it is reasonable. If the working time ratio is less than or equal to the ratio threshold, it means that the working time of the injector is unreasonable, which is not conducive to the removal of residual fuel. In order to effectively remove the residual fuel, the engine can be controlled by delaying the shutdown time so that the injector continues to work during the delay period, thereby removing the residual fuel to an ideal state. This measure can ensure that the injector reaches the best cleaning state before shutting down, thereby reducing the accumulation of fuel at the nozzle and extending the service life of the engine.

[0010] In some embodiments, the fuel oil is determined to have an abnormal risk by the following steps:

[0011] After the engine adjusts the ignition angle, determining the adjustment value of the ignition angle;

[0012] If the adjustment value is greater than or equal to the preset angle threshold, it is determined that there is an abnormal risk in the fuel.

[0013] Since the protection strategy for the injector is simple and easy to implement, and does not have much impact on the vehicle and engine, the vehicle can roughly determine whether there is an abnormal risk in the fuel, that is, determine whether there is an abnormal risk in the fuel by adjusting the ignition angle, so as to simply and efficiently determine whether there is an abnormal risk in the fuel.

[0014] In some embodiments, before determining that the fuel has an abnormal risk, the method further includes:

[0015] If the ignition angle is not reset within the preset time period, the intake air temperature is determined;

[0016] Accordingly, it was determined that the fuel presented abnormal risks, including:

[0017] In the case where the intake air temperature is less than or equal to a preset temperature threshold, fuel abnormality is determined.

[0018] The ignition angle adjustment caused by the use of inferior fuel has the characteristics of long duration and low intake temperature. Therefore, this feature can improve the accuracy of the method for judging the risk of fuel abnormality, and can activate the protection strategy only when necessary, thereby minimizing energy waste while clearing fuel residues.

[0019] In some embodiments, determining whether the engine enters a ready-to-shutdown state includes:

[0020] When the vehicle speed is greater than zero and the power mode of the vehicle is the pure electric mode, or the vehicle speed is zero, it is determined that the engine enters the standby shutdown state.

[0021] Although the working time of the injector can be extended by restarting the engine after the engine is shut down, this will not only increase the frequency of engine startup in a short period of time, but may also affect the stability of the vehicle. Therefore, the vehicle can detect whether the engine has entered the waiting shutdown condition to determine whether the engine is about to shut down. Specifically, the vehicle can determine different judgment conditions based on the two situations of entering the waiting shutdown condition, that is, whether the vehicle speed is zero, or whether the vehicle's power mode is pure electric mode when the vehicle speed is not zero, so as to comprehensively and accurately determine whether the engine is about to shut down.

[0022] In some embodiments, determining the operating time ratio of the injector includes:

[0023] Determine the engine operating time during the vehicle's current driving process;

[0024] The ratio between the working time and the driving time of the vehicle this time is determined as the working time ratio.

[0025] The operating time ratio of the injector refers to the driving time ratio of the engine's operating time during a vehicle's driving process. Therefore, the operating time ratio can be determined efficiently and accurately based on the ratio between the operating time and the vehicle's driving time. Accurate calculation of the operating time ratio can facilitate the vehicle to promptly and efficiently determine whether to implement a protection strategy for the injector.

[0026] In some embodiments, controlling the engine to delay shutdown based on a preset delay time includes:

[0027] After the engine is controlled to drop to an idle speed condition and the engine speed falls into a preset speed range, timing is performed;

[0028] Controlled engine shutdown after a timed delay.

[0029] In this embodiment, the engine is reduced to an idle condition, so that the engine can complete delayed operation under the condition of minimum fuel consumption; by limiting the speed, the engine can be prevented from shaking or stopping after a short operation due to too low a speed, thereby ensuring the normal operation of the injector to play a role in clearing the residual fuel. Therefore, after the engine is controlled to be reduced to an idle condition and the engine speed falls into a preset speed range, the timing can be started, and after the timing reaches the delay time, the engine is controlled to stop, so that the engine can ensure that the injector can operate normally with lower energy consumption during the delay time, so that the residual fuel can achieve the expected cleaning effect.

[0030] In some embodiments, the delay time is determined based on travel time and work time.

[0031] In order to reasonably set the delay time while ensuring the cleaning effect and energy-saving performance, the delay time can be determined according to the driving time and working time.

[0032] In a second aspect, the present application provides an engine control device, comprising:

[0033] A first determination module is used to determine whether the engine of the vehicle enters a waiting shutdown state when there is an abnormal risk in the fuel;

[0034] The second determination module is used to determine the working time ratio of the injector when it is determined that the engine enters the waiting shutdown state;

[0035] The shutdown module is used to control the engine to delay shutdown based on a preset delay time if the working time ratio is less than the ratio threshold; the injector continues to work during the delay time.

[0036] In a third aspect, the present application provides a vehicle comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the method of the first aspect when executing the computer program.

[0037] In a fourth aspect, the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the method of the first aspect are implemented.

[0038] In a fifth aspect, the present application provides a computer program product, which includes a computer program. When the computer program is executed by one or more processors, it implements the steps of the method of the first aspect.

[0039] It can be understood that the beneficial effects of the second to fifth aspects mentioned above can be found in the relevant description of the first aspect mentioned above, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] In order to more clearly illustrate the technical solutions in the embodiments of the present application, 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 some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0041] Figure 1 It is a flow chart of an engine control method provided in an embodiment of the present application;

[0042] Figure 2 It is a flow chart of a method for controlling an engine in a practical application scenario provided by an embodiment of the present application;

[0043] Figure 3 is a schematic diagram of the structure of the engine control device provided in an embodiment of the present application;

[0044] Figure 4 It is a schematic diagram of the structure of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0045] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0046] In the related art, vehicles that use inferior fuel are prone to residual fuel at the nozzle of the injector. Especially for hybrid vehicles, as the amount of residual fuel accumulates, the residual fuel at the nozzle is prone to form a colloidal substance, gradually blocking the spray hole, resulting in abnormal spray. Abnormal spray may cause insufficient fuel atomization, thereby affecting the combustion efficiency and stability of the engine. In severe cases, it may cause engine misfires and even detonation. Detonation will cause violent pressure fluctuations, causing damage to engine components. Long-term accumulation may lead to serious faults such as engine cylinder scuffing.

[0047] The present application found that the reason why the use of inferior fuel in hybrid vehicles exacerbates the fuel residue at the engine injector nozzle is not only because the fuel quality is poor and contains more impurities, but also because the engine of the hybrid vehicle stops working in pure electric mode, and the working frequency of the injector is low. This makes the injector not work frequently for a long time, which makes it easy for residual fuel to accumulate at the nozzle. The combination of the two leads to an increase in the amount of residual fuel at the injector nozzle, thereby increasing the risk of abnormal spraying.

[0048] Based on this, in order to solve the above problems, the present application proposes an engine control method, starting from the main cause of fuel residue, reducing fuel residue by balancing the working time of the injector, thereby extending the service life of the engine. The control method proposed in the present application will be described below through specific embodiments.

[0049] The engine control method provided in the embodiment of the present application can be applied to hybrid vehicles, specifically the electronic control unit (ECU) of the vehicle. Of course, it can also be other electronic devices, such as mobile phones, tablet computers, vehicle-mounted devices, augmented reality (AR) / virtual reality (VR) devices, laptop computers, ultra-mobile personal computers (UMPC), netbooks, personal digital assistants (PDA), etc. that can establish communication connections with the ECU. The embodiment of the present application does not impose any restrictions on the specific types of electronic devices.

[0050] In order to illustrate the technical solution proposed in this application, each embodiment will be described below using a vehicle as the execution subject.

[0051] Figure 1 A schematic flow chart of an engine control method provided by the present application is shown, and the engine control method includes:

[0052] Step 110: When there is an abnormal risk in the fuel, the vehicle determines whether the engine of the vehicle enters a standby shutdown state.

[0053] Hybrid vehicles using inferior fuel are prone to fuel residue at the nozzle of the engine injector. As the residual fuel accumulates, it is not only easy to clog the injector nozzle and affect the fuel combustion efficiency, but in serious cases it may also damage the engine. Therefore, if the fuel is inferior, it is crucial to ensure that the injector works properly and avoid residual fuel accumulation and abnormal spraying for the engine performance and life of the hybrid vehicle.

[0054] To achieve this goal, the vehicle can first determine whether there is an abnormal risk in the fuel, that is, whether the quality of the fuel may be poor. If it is determined that the quality of the fuel is likely to be poor, a corresponding protection strategy can be adopted. This strategy will be executed before the engine is shut down, aiming to reduce fuel residue and thus avoid affecting the injector and other related components.

[0055] Before implementing this protection strategy, the vehicle can first confirm whether the engine is about to shut down, that is, whether it has entered the waiting shutdown state, so that protective measures can be taken in time before the engine shuts down to reduce the residual amount of low-quality fuel. Through this protection strategy, the vehicle can maximize the performance and service life of the engine and prevent potential failures caused by the accumulation of residual fuel.

[0056] It can be understood that the waiting-to-shutdown condition indicates that the engine has met the shutdown conditions and is in the stage of being about to stop running, and is used to describe the critical state of engine shutdown.

[0057] Step 120: When it is determined that the vehicle has entered the waiting shutdown state, the vehicle determines the operating time ratio of the injector.

[0058] The main reason for the fuel residue is the low frequency of the injector operation of the hybrid vehicle. Therefore, the protection strategy adopted by the vehicle can start from this main reason and reduce the fuel residue by balancing the operating time ratio of the injector. Specifically, the vehicle can first determine the operating time ratio of the injector to determine whether its operating time is reasonable.

[0059] Step 130: If the working time ratio is less than the ratio threshold, the vehicle controls the engine to delay shutdown based on a preset delay time.

[0060] The vehicle can pre-set a percentage threshold, for example, it can be taken from 60% to 80%, such as 70%. By comparing the working time percentage with the percentage threshold, it can be determined whether the working time of the injector is reasonable. When the working time percentage is less than the percentage threshold, it means that the injector working time is insufficient. In order to ensure that the engine reaches the best clean state before shutdown, the vehicle can control the engine to delay shutdown so that the injector continues to work during the delay period. Through continuous injection during the delay time, the fuel can be fully burned, thereby maximizing the removal of residual fuel and avoiding problems such as fuel coking. This measure helps prevent injector clogging, ensures that the engine maintains good performance, and avoids failures or performance degradation caused by residual fuel.

[0061] For example, in order to reduce energy consumption during the delay time as much as possible, the vehicle may first control the engine to slow down to idle condition, thereby completing the delayed operation under the condition of minimum fuel consumption.

[0062] For example, in addition to requiring the engine to drop to the idle state, the engine speed can also be required to fall within a preset speed range, for example, the speed range is 600RPM-800RPM, and the speed can be 650RPM. By limiting the speed, it is possible to avoid engine jitter or shutdown after a short period of operation due to too low a speed, thereby ensuring the normal operation of the injector to play a role in clearing residual fuel.

[0063] That is to say, after the engine is controlled to drop to the idle speed and the engine speed falls into the preset speed range, the timing starts, and after the delay time is reached, the engine is controlled to stop. In this way, the engine can ensure that the injector can operate normally with lower energy consumption during the delay time, so that the residual fuel can achieve the expected cleaning effect.

[0064] In this embodiment, the harm caused by inferior fuel is reduced by starting from the main reasons that aggravate fuel residue. Specifically, when the vehicle determines that there is an abnormal risk in the fuel, it determines whether the engine enters the waiting-to-shutdown condition; if the engine enters the waiting-to-shutdown condition, it means that the engine is about to shut down. In order to reduce the fuel residue, the working time ratio of the injector can be determined, and whether the working time of the injector is reasonable can be determined by the working time ratio. If the working time ratio is less than or equal to the ratio threshold, it means that the working time of the injector is unreasonable, which is not conducive to the removal of residual fuel. In order to effectively remove the residual fuel, the engine can be controlled by delaying the shutdown time so that the injector continues to work during the delay period, thereby removing the residual fuel as much as possible. This measure can ensure that the injector reaches the best cleaning state before shutdown, thereby extending the service life of the engine.

[0065] In some embodiments, the vehicle may determine whether the fuel has an abnormal risk by the following steps:

[0066] Step A1: After the engine adjusts the ignition angle, the vehicle determines the adjustment value of the ignition angle.

[0067] During operation, the vehicle can determine the working status of the engine in real time by monitoring the engine's intake temperature, the vehicle's idle state, and the position of the accelerator pedal. According to different working conditions, the vehicle can automatically adjust the engine's ignition angle to optimize combustion efficiency and increase power output. At the same time, the vehicle is also equipped with a knock flag to ensure timely detection and avoidance of knock during the ignition process, thereby increasing the engine's output power, reducing energy consumption, and ensuring the stability and safety of the engine under various working conditions.

[0068] When low-quality fuel enters the engine, in order to avoid pre-ignition and knock during ignition, the vehicle can automatically and adaptively adjust the ignition angle. Although the ignition angle may also be adaptively adjusted under some extreme conditions, the above protection strategy is simple and easy to implement. Even if the ignition angle adjustment under extreme conditions is mistakenly attributed to low-quality fuel, and it is determined that the fuel has an abnormal risk, the protection strategy is executed, which is not likely to cause significant impact on the engine and the vehicle. Therefore, it can be considered that there is no need to accurately judge whether the fuel is abnormal, that is, only a rough judgment is sufficient. Therefore, the vehicle can monitor the change in the ignition angle to determine whether the fuel has an abnormal risk, and identify and respond to potential fuel quality problems more simply and efficiently.

[0069] Specifically, after the ignition angle is adjusted, the vehicle can determine the adjustment value of the ignition angle by comparing the current ignition angle with the ignition angle under normal working conditions, and then determine whether there is an abnormal risk of fuel according to the adjustment.

[0070] Step B2: If the adjustment value is greater than or equal to the preset angle threshold, the vehicle determines that there is an abnormal risk of fuel.

[0071] If the ignition angle adjustment amplitude is greater than or equal to the expected value, that is, the angle threshold, the vehicle can roughly determine that there is an abnormal risk of fuel, thereby providing a basis for subsequent protection measures. Among them, the angle threshold can be taken from the range of 3° to 5° according to actual conditions, and is not limited in this application.

[0072] In this embodiment, although the fuel quality is not the only factor affecting the ignition angle adjustment range, since the injector protection strategy is simple and easy to implement and is not likely to have much impact on the vehicle and the engine, the vehicle can determine whether there is an abnormal risk in the fuel by the ignition angle adjustment range.

[0073] In some embodiments, although the protection strategy for the fuel injector is simple and easy to implement, and is unlikely to have much impact on the vehicle and the engine, the delayed shutdown of the engine causes unnecessary energy consumption. In order to reduce energy waste, the protection strategy can be activated only when necessary to ensure that energy waste is minimized while cleaning the fuel residue. Therefore, before the aforementioned step B2, it also includes:

[0074] Step C1: If the ignition angle is not reset within a preset time period, the vehicle determines the intake air temperature.

[0075] Accordingly, the vehicle can accurately determine whether the fuel is abnormal through the following steps: when the intake air temperature is less than or equal to a preset temperature threshold, it is determined that the fuel is abnormal.

[0076] In order to activate the protection strategy for the injector only when necessary, the vehicle can improve the accuracy of determining the risk of fuel abnormality. Experimental verification shows that if the ignition angle adjustment is caused by poor quality fuel, the adjusted ignition angle lasts for a long time and the intake temperature is usually low. Based on this feature, the vehicle can determine whether the fuel is abnormal by judging whether the ignition angle is reset within the preset time period and whether the intake temperature of the engine is low within the preset time period. If the ignition angle is not reset within the preset time period and the intake temperature is lower than the temperature threshold, it means that the probability of the ignition angle adjustment caused by fuel abnormality is high, and the fuel abnormality can be determined.

[0077] Exemplarily, it is assumed that the preset time is 5 minutes, the angle threshold is 5 degrees, and the temperature threshold is 65 degrees Celsius.

[0078] When the adjustment value of the ignition angle is adjusted from 1° to 7°, the adjustment value is 6°, that is, the adjustment value is greater than the angle threshold. If the ignition angle of 7° lasts for more than 5 minutes, it means that there is a high possibility of fuel abnormality. In order to further verify whether the fuel is abnormal, the current intake temperature of the engine can be determined. If it is 58°C, the intake temperature is less than the temperature threshold, and the fuel abnormality can be determined.

[0079] In this embodiment, the ignition angle adjustment caused by the use of inferior fuel has the characteristics of long duration and low intake temperature. Therefore, this feature can be used to improve the accuracy of the method for judging the risk of fuel abnormality, and the protection strategy can be activated only when necessary, thereby minimizing energy waste while clearing fuel residues.

[0080] In some embodiments, in order to reduce the frequent start and stop of the engine in a short period of time, the above protection strategy can be executed before the engine is shut down to minimize fuel residue and protect the injector. To this end, the vehicle can determine whether the engine has entered the waiting shutdown state to determine the execution time of the protection strategy. Specifically, it can be divided into the following two steps:

[0081] Step D1: When the vehicle speed is greater than zero and the power mode of the vehicle is the pure electric mode, or the vehicle speed is zero, determine that the engine enters the waiting shutdown state.

[0082] There are two situations when a vehicle enters the waiting-to-stop condition: one is parking, and the other is switching the power mode. Among them, a vehicle speed of zero is a hallmark of parking; a vehicle speed greater than zero is a prerequisite for switching the power mode. On this basis, the vehicle can monitor the current power mode in real time. The power modes of hybrid vehicles include hybrid power mode, pure electric mode, and engine mode. The basis for determining the power mode usually comes from the system's comprehensive analysis of vehicle operating parameters, such as battery power, driver acceleration requirements, and vehicle load conditions.

[0083] The engine stops working after the vehicle stops or is in pure electric mode. Therefore, whether the vehicle speed is zero, or whether the vehicle speed is not zero and the power mode is pure electric mode, can be used as a judgment condition for whether the engine enters the waiting shutdown condition. Specifically, when the vehicle speed is zero, it means that the vehicle has stopped and the engine can enter the shutdown procedure; when the power mode is pure electric mode, it means that it will rely on electric drive and the engine can enter the shutdown procedure. Therefore, in these two cases, the engine has entered the waiting shutdown condition, and this is the best time to execute the protection strategy, and the aforementioned step 120 and its subsequent steps can be executed.

[0084] In this embodiment, although the working time of the injector can be extended by controlling the engine to restart after the engine is shut down, this will not only increase the frequency of starting the engine in a short period of time, but also may affect the stability of the vehicle. Therefore, the vehicle can detect whether the engine enters the waiting shutdown condition to determine whether the engine is about to shut down. Specifically, the vehicle can determine different judgment conditions according to the two situations of entering the waiting shutdown condition to comprehensively and accurately determine whether the engine is about to shut down.

[0085] In some embodiments, in order to accurately calculate the operating time percentage of the injector, the vehicle may perform the following steps:

[0086] Step E1: The vehicle determines the working time of the engine during the current driving process of the vehicle.

[0087] Step E2: The vehicle determines the ratio between the working time and the driving time of the vehicle this time as the working time ratio.

[0088] After the engine is started, the injector will also start and start working until the engine stops. Therefore, the working time of the engine can be regarded as the working time of the injector. The working time ratio of the injector refers to the proportion of the engine's working time in the vehicle's driving process. Therefore, the ratio between the working time and the vehicle's driving time can be determined as the working time ratio. Among them, the driving time of the vehicle in a driving process is calculated based on the current total mileage and the corresponding vehicle speed.

[0089] In some embodiments, the delay time can be set as a fixed value based on test data. Different models of engines have differences in structural design, fuel injection system, combustion characteristics, etc., and their ability to remove residual fuel is also different, so different models of engines can be set with different delay times. Specifically, the optimal delay time can be designed for each engine based on the test results to ensure that energy consumption is minimized while reducing fuel residue.

[0090] In addition, the delay time setting can also take into account the engine's operating environment, such as load conditions and usage scenarios, to achieve a balance between cleaning effect and energy-saving performance. The optimization method based on the test can adapt to the characteristics of different engines and improve their reliability and service life.

[0091] In some embodiments, the delay time can be determined based on the driving time and the working time. This determination method can achieve a balance between the cleaning effect and the energy-saving performance. By considering the actual working time of the injector, it is ensured that the delay time dynamically adapts to its frequency of use, fully removes the fuel residue, and avoids the blockage of the spray hole and the formation of colloid. At the same time, the driving time is introduced as a variable to link the delay time with the vehicle operation cycle, extend the cleaning time to enhance the effect when used at a low frequency, and shorten the delay time to reduce energy consumption when used at a high frequency. In addition, the determination method is highly adaptable, can be flexibly adjusted for different models and working conditions, and is easy to implement using an existing control unit. It can be considered that the delay time determined by this method can effectively improve the cleanliness, reliability and energy saving of the engine.

[0092] In some embodiments, in order to reasonably set the delay time while ensuring the cleaning effect and energy-saving performance, a calculation formula can be designed based on the relationship between the injector working time and the vehicle driving time. The calculation formula takes the balance between the residual fuel removal effect and the energy consumption during the delay time as the core goal, and is as follows:

[0093]

[0094] The delay time is T L , the travel time is T R , working time is T W .

[0095] In this embodiment, the vehicle can dynamically adjust the delay time in real time according to the above formula during actual operation, improve the rationality of the delay time setting, enable the engine to achieve an ideal cleaning effect before shutdown, avoid fuel waste, and extend the engine life.

[0096] In some embodiments, see Figure 2 , Figure 2 The control method of the engine in practical application is shown, and the steps performed by the vehicle include:

[0097] Step 201: Monitor the adjustment value of the ignition angle.

[0098] Step 202: determine whether the adjustment value is greater than 5°.

[0099] Step 203: Determine whether the duration of the adjusted ignition angle is greater than or equal to 5 minutes.

[0100] Step 204: Determine whether the engine intake air temperature is less than or equal to 65°C.

[0101] In order to determine whether there is a problem with the fuel quality, the vehicle can accurately determine it from three aspects: the adjustment range of the ignition angle, the duration of the adjustment, and the intake temperature. When the three conditions are met at the same time, that is, the adjustment is greater than 5°, the duration is greater than or equal to 5 minutes, and the intake temperature is less than or equal to 65°C, the vehicle determines that the fuel is abnormal, that is, the fuel is low-quality oil. However, if any of the conditions is not met, the execution returns to step 201, so as to timely identify the low-quality fuel entering the engine, and then take corresponding protection strategies.

[0102] Step 205: Determine whether the vehicle speed is greater than 0.

[0103] Step 206: Determine whether the power mode of the vehicle is switched to the pure electric mode.

[0104] After determining that the fuel is low-quality oil, the vehicle can determine whether the engine has entered the waiting shutdown condition, so as to execute the protection strategy before the engine is shut down. Usually, the engine can enter the waiting shutdown condition in two situations, one is when the engine is stopped and the speed is zero, and the other is when the electric mode is switched, that is, the speed is not zero and the power mode is switched to the pure electric mode. Therefore, it is possible to determine whether the vehicle has entered the waiting shutdown condition by determining these two situations, and accurately determine the timing of executing the protection strategy.

[0105] Specifically, when the vehicle speed is zero or the vehicle speed is not zero and the power mode is switched to the pure electric mode, it can be determined that the engine has entered the standby shutdown condition, and step 207 can be executed; but if the vehicle speed is not zero, but the power mode has not been switched to the pure electric mode, it means that the engine has not entered the standby shutdown condition, and you can return to execute step 205.

[0106] Step 207: Calculate the injector operating time ratio.

[0107] Step 208: Determine whether the working time ratio is less than 70%.

[0108] Before the engine is about to shut down, the injector working time ratio can be calculated to determine whether the injector working time is reasonable. If the working time ratio is less than 70%, it means that the injector working time is unreasonable, and step 209 can be executed; if the working time ratio is less than 70%, it means that the injector working time is reasonable, and the engine can be shut down directly, that is, step 211 is executed.

[0109] Step 209: Control the engine to enter the idle state with a speed of 650 RPM.

[0110] Step 210: Control the engine to continue running within the delay time.

[0111] After determining to execute the protection strategy, in order to balance the energy consumption and the cleaning effect of the residual fuel, the vehicle can control the engine to enter the idle condition and limit the speed to 650RPM; based on this, the vehicle can control the engine to delay shutdown according to the delay time determined by the above formula.

[0112] Step 211, shutdown.

[0113] In this embodiment, the vehicle can determine whether the fuel is abnormal by the change in the ignition angle, the duration of the adjustment, and the intake temperature. When the adjustment is greater than 5°, the duration is greater than or equal to 5min, and the intake temperature is less than or equal to 65°C, the fuel is determined to be abnormal. At this time, if the engine enters the waiting shutdown condition, that is, when the vehicle speed is zero or the vehicle speed is not zero and its power mode is switched to the pure electric mode, it means that the engine is about to shut down, and the vehicle can execute a protection strategy before shutting down. Specifically, the vehicle can calculate the proportion of the injector's working time; if the proportion of the injector's working time is less than the proportion threshold, it means that the injector's working time is short, the fuel is not fully burned, and the probability of a large amount of residual is high; at this time, the vehicle can control the engine to enter the idle condition, run at a speed of 650PRM, and then control the engine to shut down after the delay time, which allows the injector to continue to work during the delay time, and remove the residual fuel as much as possible before the engine shuts down, thereby extending the service life of the engine.

[0114] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0115] Corresponding to the engine control method of the above embodiment, Figure 3 A structural block diagram of the engine control device 3 provided in an embodiment of the present application is shown. For ease of explanation, only the parts related to the embodiment of the present application are shown.

[0116] Reference Figure 3 , the engine control device 3 comprises:

[0117] The first determination module 31 is used to determine whether the engine of the vehicle enters a waiting shutdown state when there is an abnormal risk in the fuel;

[0118] The second determination module 32 is used to determine the working time ratio of the injector when it is determined that the engine enters the waiting shutdown state;

[0119] The shutdown module 33 is used to control the engine to delay shutdown based on a preset delay time if the working time proportion is less than the proportion threshold; the injector continues to work during the delay time.

[0120] Optionally, the control device 3 includes: a third determining module, configured to:

[0121] After the engine adjusts the ignition angle, determining the adjustment value of the ignition angle;

[0122] If the adjustment value is greater than or equal to the preset angle threshold, it is determined that there is an abnormal risk in the fuel.

[0123] Optionally, the control device 3 includes: a fourth determining module, configured to:

[0124] Before determining that there is a risk of fuel abnormality, if the ignition angle is not reset within a preset period of time, the intake air temperature is determined.

[0125] Accordingly, the third determination module is specifically used for:

[0126] In the case where the intake air temperature is less than or equal to a preset temperature threshold, fuel abnormality is determined.

[0127] Optionally, the first determining module 31 is specifically configured to:

[0128] When the vehicle speed is greater than zero and the power mode of the vehicle is the pure electric mode, or the vehicle speed is zero, it is determined that the engine enters the standby shutdown state.

[0129] Optionally, the second determining module 32 is specifically configured to:

[0130] After the engine is controlled to drop to an idle speed condition and the engine speed falls into a preset speed range, timing is performed;

[0131] Controlled engine shutdown after a timed delay.

[0132] Optionally, the shutdown module 33 is specifically used for:

[0133] The delay is based on travel time and work time.

[0134] It should be noted that the information interaction and execution process between the above-mentioned devices / units are based on the same concept as the method embodiment of the present application. Their specific functions and technical effects can be found in the method embodiment part and will not be repeated here.

[0135] Figure 4 This is a schematic diagram of the physical structure of a vehicle provided in one embodiment of the present application. Figure 4 As shown, the vehicle 4 of this embodiment includes: at least one processor 40 ( Figure 4 Only one processor is shown in the figure), a memory 41, and a computer program 42 stored in the memory 41 and executable on at least one processor 40. When the processor 40 executes the computer program 42, the steps in any of the above engine control method embodiments are implemented, such as Figure 1 Steps 110-130 are shown.

[0136] The processor 40 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc.

[0137] In some embodiments, the memory 41 may be an internal storage unit of the vehicle 4, such as a hard disk or memory of the vehicle 4. In other embodiments, the memory 41 may also be an external storage device of the vehicle 4, such as a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc., equipped on the vehicle 4.

[0138] Furthermore, the memory 41 may also include both an internal storage unit and an external storage device of the vehicle 4. The memory 41 is used to store operating devices, applications, boot loaders, data, and other programs, such as program codes of computer programs, etc. The memory 41 may also be used to temporarily store data that has been output or is to be output.

[0139] The technicians in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example for illustration. In practical applications, the above-mentioned function allocation can be completed by different functional units and modules as needed, that is, the internal structure of the above-mentioned device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiment can be integrated in a processing unit, or each unit can exist physically separately, or two or more units can be integrated in one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of this application. The specific working process of the units and modules in the above-mentioned system can refer to the corresponding process in the aforementioned method embodiment, which will not be repeated here.

[0140] An embodiment of the present application further provides a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, the steps in the above-mentioned method embodiments can be implemented.

[0141] An embodiment of the present application provides a computer program product. When the computer program product is run on a vehicle, the vehicle can implement the steps in the above-mentioned method embodiments when the computer program product is executed.

[0142] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present application implements all or part of the processes in the above-mentioned embodiment method, which can be completed by instructing the relevant hardware through a computer program. The above-mentioned computer program can be stored in a computer-readable storage medium, and the computer program can implement the steps of the above-mentioned various method embodiments when executed by the processor. Among them, the above-mentioned computer program includes computer program code, and the above-mentioned computer program code can be in source code form, object code form, executable file or some intermediate form. The above-mentioned computer-readable medium may at least include: any entity or device that can carry the computer program code to the camera / vehicle, a recording medium, a computer memory, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), an electrical carrier signal, a telecommunication signal, and a software distribution medium. For example, a USB flash drive, a mobile hard disk, a disk or an optical disk.

[0143] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0144] Those of ordinary skill in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can 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.

[0145] In the embodiments provided in the present application, it should be understood that the disclosed devices / network equipment and methods can be implemented in other ways. For example, the device / network equipment embodiments described above are merely schematic. For example, the division of the above modules or units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0146] The units described above as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0147] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A method for controlling an engine, characterized in that: include: In the case of abnormal fuel risk, determine whether the vehicle's engine enters the standby shutdown state; When it is determined that the engine enters the waiting shutdown state, determining the working time ratio of the injector; If the working time proportion is less than the proportion threshold, the engine is controlled to delay shutdown based on a preset delay time; and the injector continues to work during the delay time.

2. The control method according to claim 1, characterized in that: Determine if fuel is at risk of abnormality by following these steps: After the engine adjusts the ignition angle, determining an adjustment value of the ignition angle; If the adjustment value is greater than or equal to a preset angle threshold, it is determined that there is an abnormal risk in the fuel.

3. The control method according to claim 2, characterized in that: Before determining that the fuel has an abnormal risk, the method further includes: If the ignition angle is not reset within a preset time period, determining the intake air temperature; Accordingly, the determination that the fuel has an abnormal risk includes: When the intake air temperature is less than or equal to a preset temperature threshold, the fuel abnormality is determined.

4. The control method according to claim 1, characterized in that: The determining whether the engine enters a waiting-to-shutdown state includes: When the vehicle speed is greater than zero and the power mode of the vehicle is a pure electric mode, or the vehicle speed is zero, it is determined that the engine enters a waiting-to-stop condition.

5. The control method according to any one of claims 1 to 4, characterized in that: Determining the operating time ratio of the injector includes: Determine the working time of the engine during the current driving process of the vehicle; The ratio of the working time to the driving time of the vehicle this time is determined as the working time ratio.

6. The control method according to claim 5, characterized in that: The controlling the engine to delay shutdown based on a preset delay time includes: After the engine is controlled to drop to an idle speed condition and the speed of the engine falls into a preset speed range, timing is performed; The engine is controlled to stop after timing the delay time.

7. The control method according to claim 6, characterized in that: The delay time is determined based on the travel time and the work time.

8. An engine control device, characterized in that: include: A first determination module is used to determine whether the engine of the vehicle enters a waiting shutdown state when there is an abnormal risk in the fuel; A second determination module is used to determine the working time ratio of the injector when it is determined that the engine enters the waiting shutdown state; The shutdown module is used to control the engine to delay shutdown based on a preset delay time if the working time proportion is less than a proportion threshold; the injector continues to work during the delay time.

9. A vehicle comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the engine control method according to any one of claims 1 to 7 is implemented.

10. A computer program product, comprising a computer program, characterized in that When the computer program is executed by one or more processors, the engine control method according to any one of claims 1 to 7 is implemented.

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