Control method for engine, control device for engine, vehicle, and program product

Abstract

The application discloses a control method of an engine, a control device of the engine, a vehicle and a computer program product. After poor fuel enters the engine, the engine can adaptively adjust the ignition angle to avoid early combustion knock when igniting. Therefore, the vehicle can determine whether the fuel has an abnormal risk through the change range of the ignition angle. In the case that the fuel has an abnormal risk, if the engine is about to stop, that is, the vehicle speed is zero or the vehicle speed is not zero and the power mode is switched to the pure electric mode, the vehicle can determine the working time proportion of the fuel injector before the engine stops; if the working time proportion of the fuel injector is less than a proportion threshold, it indicates that the working time of the fuel injector is too short, the fuel combustion is insufficient, and the probability of a large residual amount is high; at this time, the vehicle can control the engine to enter an idle working condition, and then control the engine to stop after a delay time; the fuel injector can work continuously within the delay time, so as to remove the residual fuel as much as possible before the engine stops, and thus the service life of the engine is prolonged.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of vehicles, and particularly relates to a control method of an engine, a control device of an engine, a vehicle, and a computer program product. BACKGROUND

[0002] The purity of poor-quality fuel is low, and the impurities are more. The nozzle of the fuel injector of a vehicle using poor-quality fuel is prone to residual fuel. Especially for hybrid vehicles, as the amount of residual fuel accumulates, the residual fuel at the nozzle is prone to form a gummy substance, gradually clogging the injection hole, resulting in abnormal spraying. Abnormal spraying may cause insufficient fuel atomization, thereby affecting the combustion efficiency and stability of the engine, or may even cause engine misfire, and in severe cases, may even cause knock. Knocking will produce severe pressure fluctuations, causing damage to engine components, and long-term accumulation may cause serious engine failures such as engine cylinder pulling.

[0003] Therefore, an engine control method capable of reducing the adverse effects of poor-quality fuel is urgently needed. SUMMARY

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

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

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

[0007] In the case of determining that the engine enters the standby shutdown working condition, determining a working time proportion of the fuel injector;

[0008] If the working time proportion is less than or equal to a proportion threshold, the engine is controlled to delay shutdown based on a preset delay time, and the fuel injector continues to work during the time of the engine delaying shutdown.

[0009] The hybrid vehicle uses poor-quality fuel, which is easy to exacerbate the fuel residue at the nozzle of the engine injector. With the accumulation of residual fuel, not only is it easy to block the fuel injection nozzle to affect the combustion efficiency of the fuel, but in severe cases it may also cause damage to the engine. In order to reduce the harm caused by poor-quality fuel, the application determines whether the engine enters the standby shutdown working condition in the case of determining that the fuel has an abnormal risk; if the engine enters the standby shutdown working 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 is determined through 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 not reasonable, 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 shutdown, thereby reducing fuel accumulation at the nozzle and prolonging the service life of the engine.

[0010] In some embodiments, the determination that the fuel has an abnormal risk is performed by the following steps:

[0011] After adjusting the ignition angle of the engine, the adjustment value of the ignition angle is determined;

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

[0013] Since the protection strategy for the injector is simple and easy to implement, and does not easily bring too much impact to the vehicle and the engine. Therefore, the vehicle can roughly determine whether the fuel has an abnormal risk, that is, whether the fuel has an abnormal risk is determined by the adjustment amplitude of the ignition angle, so as to simply and efficiently determine whether the fuel has an abnormal risk.

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

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

[0016] Correspondingly, the determination that the fuel has an abnormal risk comprises:

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

[0018] The ignition angle adjustment caused by the use of poor-quality fuel has the characteristics of long duration and low intake temperature, so the accuracy of the fuel abnormal risk determination method can be improved by the feature, and the protection strategy can be started only when necessary, while removing the fuel residue and minimizing energy waste.

[0019] In some embodiments, the determination of whether the engine enters the standby shutdown working condition comprises:

[0020] In a case that 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-off working condition.

[0021] Although the working time of the injector can be prolonged by restarting the engine after the engine is stopped, this not only increases the frequency of starting the engine in a short time, but also may affect the stability of the vehicle. Therefore, the vehicle can detect whether the engine enters the standby-off working condition to determine whether the engine is about to be stopped. Specifically, the vehicle can determine different judgment conditions according to two situations of entering the standby-off working condition, i.e., whether the vehicle speed is zero, or whether the power mode of the vehicle is the pure electric mode when the vehicle speed is not zero, to comprehensively and accurately determine whether the engine is about to be stopped.

[0022] In some embodiments, the working time proportion of the injector is determined, including:

[0023] The working time of the engine in the current driving process of the vehicle is determined;

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

[0025] The working time proportion of the injector refers to the proportion of the working time of the engine in the driving time of the vehicle in the current driving process, and thus the working time proportion can be efficiently and accurately determined based on the ratio between the working time and the driving time of the vehicle. Accurate calculation of the working time proportion can facilitate the vehicle to timely and efficiently determine whether to execute the protection strategy on the injector.

[0026] In some embodiments, the engine is controlled to delay stopping based on a preset delay time, including:

[0027] Timing is performed after the engine is controlled to drop to the idle working condition and the rotating speed of the engine falls within a preset rotating speed range;

[0028] The engine is controlled to stop after the delay time is timed.

[0029] In the embodiment, the engine is controlled to drop to the idle working condition, so that the engine can complete the delay running in the state of the lowest fuel consumption. By limiting the rotating speed, the engine can be prevented from shaking or stopping after short-time running due to too low rotating speed, and thus the normal working of the injector is ensured to play a role in removing residual fuel. Therefore, the timing can be started after the engine is controlled to drop to the idle working condition and the rotating speed of the engine falls within the preset rotating speed range, and the engine is controlled to stop after the delay time is timed, so that the engine can ensure the normal working of the injector with low energy consumption in the delay time, and the residual fuel can achieve the expected removal effect.

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

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

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

[0033] A first determination module is configured to determine whether the engine of the vehicle enters a standby shutdown working condition in the case of abnormal risk of fuel;

[0034] A second determination module is configured to determine a working time proportion of the fuel injector in the case of determining that the engine enters the standby shutdown working condition.

[0035] A shutdown module is configured to control the engine to delay shutdown based on a preset delay time if the working time proportion is less than a proportion threshold, and the fuel injector continues to work within the delay time.

[0036] In a third aspect, the application provides a vehicle, which comprises a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor executes the computer program to realize the steps of the method of the first aspect.

[0037] In a fourth aspect, the application provides a computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to realize the steps of the method of the first aspect.

[0038] In a fifth aspect, the application provides a computer program product, which comprises a computer program, and the computer program is executed by one or more processors to realize the steps of the method of the first aspect.

[0039] It can be understood that the beneficial effects of the second aspect to the fifth aspect can be referred to the related description in the first aspect, which will not be repeated here. BRIEF DESCRIPTION OF DRAWINGS

[0040] In order to more clearly illustrate the technical solutions in the embodiments of the application, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description are only some embodiments of the application, and for those skilled in the art, other drawings can also be obtained without creative labor on the basis of these drawings.

[0041] Figure 1 is a flowchart of a control method of an engine provided by the embodiments of the application;

[0042] Figure 2 is a flowchart of a control method of an engine in an actual application scenario provided by an embodiment of the present application;

[0043] Figure 3 is a structural diagram of a control device of an engine provided by an embodiment of the present application;

[0044] Figure 4 is a structural diagram of a vehicle provided by an embodiment of the present application. DETAILED DESCRIPTION

[0045] In the following description, specific details are set forth, such as particular system configurations, techniques, etc., in order to provide a thorough understanding of the present application. However, persons skilled in the art will understand that the present application can be practiced without these specific details. In other instances, well-known structures, devices, circuits, and methods have not been described in detail in order to avoid obscuring the present application.

[0046] In the related art, for a vehicle using poor-quality fuel, fuel is prone to be left at the nozzle of the fuel injector. Especially for a hybrid vehicle, as the amount of left fuel accumulates, the left fuel at the nozzle is prone to form a gel-like substance, gradually clogging the injection hole, resulting in abnormal injection. Abnormal injection may, on the one hand, cause insufficient fuel atomization, thereby affecting the combustion efficiency and stability of the engine, and on the other hand, may even cause engine misfire, and in severe cases, may even cause knocking. Knocking will produce severe pressure fluctuations, causing damage to engine components, and long-term accumulation may cause serious engine failures such as engine seizure.

[0047] The present application finds that the use of poor-quality fuel by a hybrid vehicle exacerbates fuel left at the nozzle of the fuel injector of the engine. In addition to the poor quality of the fuel containing more impurities, the main reason is that the engine of the hybrid vehicle stops working in pure electric mode, and the working frequency of the fuel injector is low. This makes the fuel injector work for a long time without frequent work, thereby easily accumulating left fuel at the nozzle. The combination of the two results in an increase in the amount of left fuel at the nozzle of the fuel injector, thereby exacerbating the risk of abnormal injection.

[0048] Based on this, in order to solve the above problems, the present application proposes a control method of an engine, which starts from the main reason for exacerbating fuel left, balances the working time of the fuel injector to reduce fuel left, and thereby prolongs the service life of the engine. The control method proposed by the present application will be described below through specific embodiments.

[0049] The control method of the engine provided in the embodiments of the present application can be applied to a hybrid vehicle, and in particular, can be an electronic control unit (ECU) of the vehicle. Of course, it can also be other electronic devices, such as a mobile phone, a tablet computer, a vehicle-mounted device, an augmented reality (AR) / virtual reality (VR) device, a notebook computer, an ultra-mobile personal computer (UMPC), a netbook, a personal digital assistant (PDA), and the like, which can establish a communication connection with the ECU. The embodiments of the present application do not limit the specific type of the electronic device.

[0050] To illustrate the technical solutions proposed in the present application, the vehicle will be taken as the execution subject to describe each embodiment.

[0051] Figure 1 A schematic flowchart of the control method of the engine provided in the present application is shown, which comprises the following steps:

[0052] In step 110, the vehicle determines whether the engine of the vehicle enters a standby shutdown working condition in the case that the fuel has an abnormal risk.

[0053] The use of poor-quality fuel by a hybrid vehicle can easily exacerbate the residual fuel at the nozzle of the engine injector. With the accumulation of residual fuel, not only can the fuel injection nozzle be easily blocked to affect the combustion efficiency of the fuel, but in severe cases, the engine can also be damaged. Therefore, if the fuel is poor-quality fuel, it is crucial for the engine performance and service life of the hybrid vehicle to ensure the normal operation of the injector and avoid the accumulation of residual fuel and abnormal spraying.

[0054] To achieve this goal, the vehicle can first determine whether the fuel has an abnormal risk, that is, whether the quality of the fuel can be poor. If it is determined that the quality of the fuel has the possibility of being poor, a corresponding protection strategy can be taken. The strategy will be executed before the engine is shut down, aiming to reduce the residual fuel and thereby avoid the impact on the injector and other related components.

[0055] Before implementing the protection strategy, the vehicle can first confirm whether the engine is about to be shut down, that is, whether it enters a standby shutdown working condition, so as to timely take protective measures before the engine is shut down and reduce the amount of residual poor-quality fuel. Through the protection strategy, the vehicle can maximize the protection of 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 to-be-stopped working condition indicates that the engine has met the stopping condition and is in a critical state of stopping operation, which is used to describe the critical state of stopping the engine.

[0057] Step 120, in a case where it is determined that the to-be-stopped working condition is entered, the vehicle determines a working time proportion of the fuel injector.

[0058] The main reason for aggravating the fuel residue is that the working frequency of the fuel injector of the hybrid vehicle is low. Therefore, the protection strategy adopted by the vehicle can start from this main reason, and the working time proportion of the fuel injector is balanced to reduce the fuel residue. Specifically, the vehicle can first determine the working time proportion of the fuel injector to determine whether the working time is reasonable.

[0059] Step 130, if the working time proportion is less than the proportion threshold, the vehicle controls the engine to delay stopping based on a preset delay time.

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

[0061] Exemplarily, in order to reduce the energy consumption as much as possible during the delay time, the vehicle can first control the engine to drop to an idle working condition, so as to complete the delay operation in the state of the lowest fuel consumption.

[0062] Exemplarily, in addition to requiring the engine to drop to the idle working condition, the engine speed can also be required to fall within a preset speed range, for example, the speed range is 600 RPM to 800 RPM, and the speed can be 650 RPM. By limiting the speed, it can be avoided that the engine shakes due to too low speed or stops after a short time of operation, thereby ensuring the normal work of the fuel injector to remove the residual fuel.

[0063] That is, after controlling the engine to drop to the idle working condition and the engine speed to fall within the preset speed range, the timing starts, and after timing to the delay time, the engine is controlled to stop. In this way, the engine can ensure the normal work of the fuel injector during the delay time with low energy consumption, so that the residual fuel achieves the expected removal effect.

[0064] In this embodiment, the harm caused by poor fuel is reduced from the main reason for aggravating fuel residue. Specifically, the vehicle determines whether the engine enters the standby state under the condition that the abnormal risk of fuel exists; if the engine enters the standby state, it means that the engine will stop, in order to reduce the residue of fuel, the working time ratio of the fuel injector can be determined, and whether the working time of the fuel injector is reasonable is 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 fuel 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 stop time, so that the fuel injector continues to work during the delay period, thereby removing the residual fuel as much as possible. This measure can ensure that the fuel injector reaches the best cleaning state before stopping, thereby prolonging the service life of the engine.

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

[0066] Step A1, after adjusting the ignition angle of the engine, the vehicle determines the adjustment value of the ignition angle.

[0067] During operation, the vehicle can monitor the intake temperature of the engine, the idle state of the vehicle and the position of the accelerator pedal to determine the working state of the engine in real time. According to different working conditions, the vehicle can automatically adjust the ignition angle of the engine to optimize the combustion efficiency and improve the power output. At the same time, the vehicle is also provided with a knock flag bit to ensure that the knock is detected in time during the ignition process and to avoid knock, thereby improving the output power of the engine, reducing energy consumption, and ensuring the stability and safety of the engine under various working conditions.

[0068] When the poor fuel enters the engine, in order to avoid early ignition knock during ignition, the vehicle can automatically adjust the ignition angle adaptively. Although the ignition angle may also be adaptively adjusted in some extreme conditions, since the above protection strategy is simple and easy to implement, even if the ignition angle adjustment in extreme conditions is mistaken as caused by poor fuel, and then it is determined that the fuel has an abnormal risk, and the protection strategy is executed, it is not easy to cause significant impact on the engine and the vehicle, so it can be considered that there is no need to accurately determine whether the fuel is abnormal, and only rough judgment is needed. Therefore, the vehicle can monitor the variation range of the ignition angle to determine whether the fuel has an abnormal risk, and more simply and efficiently identify and respond to potential fuel quality problems.

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

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

[0071] If the adjustment range of the ignition angle is greater than or equal to the expected value, i.e. the angle threshold value, the vehicle can roughly determine that the fuel is at risk of being abnormal, thereby providing a basis for subsequent protection measures. The angle threshold value can be selected from the range of 3° to 5° according to actual conditions, which is not limited in the present application.

[0072] In the present embodiment, although the fuel quality is not the only reason affecting the adjustment range of the ignition angle, the protection strategy for the fuel injector is simple and easy to implement, and does not easily bring too much impact to the vehicle and the engine, so the vehicle can determine whether the fuel is at risk of being abnormal through the adjustment range of the ignition angle.

[0073] In some embodiments, although the protection strategy for the fuel injector is simple and easy to implement, and does not easily bring too much impact to the vehicle and the engine, the engine delay shutdown brings unnecessary energy consumption. In order to reduce energy waste, the protection strategy can be started only in necessary cases, ensuring that the fuel residue is cleared while minimizing energy waste. Therefore, before the aforementioned step B2, the following step is further included:

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

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

[0076] In order to start the protection strategy for the fuel injector only in necessary cases, the vehicle can improve the accuracy of determining the risk of fuel abnormality. It has been verified by experiments that if the ignition angle adjustment is caused by poor fuel, the adjusted ignition angle lasts for a long time, and the intake air temperature is usually low. Based on this characteristic, the vehicle can determine whether the ignition angle is reset within the preset time period, and whether the intake air temperature of the engine within the preset time period is low to determine whether the fuel is abnormal. If the ignition angle is not reset within the preset time period, and the intake air temperature is lower than the temperature threshold value, it is more likely that the ignition angle adjustment is caused by fuel abnormality, and the fuel can be determined to be abnormal.

[0077] Exemplarily, it is assumed that the preset time is 5 min, the angle threshold value is 5°, and the temperature threshold value is 65℃.

[0078] When the adjustment value of the ignition angle is adjusted from 1° to 7°, the adjustment value is 6°, i.e. the adjustment value is greater than the angle threshold value, and if the duration of the 7° ignition angle exceeds 5 min, it is more likely that the fuel is abnormal. In order to further verify whether the fuel is abnormal, the current intake air temperature of the engine can be determined, and if it is 58℃, the intake air temperature is less than the temperature threshold value, and the fuel can be determined to be abnormal.

[0079] In the embodiment, the ignition angle adjustment caused by the use of poor fuel has the characteristics of long duration and low intake temperature, so the accuracy of the fuel abnormality risk determination method is improved, and the protection strategy can be started only when necessary, and the energy waste is reduced as much as possible while removing the residual fuel.

[0080] In some embodiments, in order to reduce the case of frequent start-stop of the engine in a short time, the above protection strategy can be executed before the engine stops to reduce the residual fuel as much as possible and protect the fuel injector. To this end, the vehicle can determine whether the engine enters a standby shutdown working condition 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 pure electric mode, or the vehicle speed is zero, it is determined that the engine enters a standby shutdown working condition.

[0082] The vehicle entering the standby shutdown working condition includes two cases, one is parking, and the other is switching the power mode. Among them, the vehicle speed being zero is a symbolic feature of parking; the vehicle speed being greater than zero is a prerequisite for power mode switching, and on this basis, the vehicle can monitor the current power mode in real time. The power mode of a hybrid vehicle includes a hybrid power mode, a pure electric mode, and an engine mode. The judgment basis of the power mode usually comes from the comprehensive analysis of the system on the vehicle operating parameters, such as battery power, driver acceleration demand, and vehicle load condition, etc.

[0083] Whether it is after parking or after the vehicle is in pure electric mode, the engine stops working. Therefore, whether the vehicle speed is zero or the vehicle speed is not zero and the power mode is pure electric mode can be a judgment condition for whether the engine enters a standby shutdown working condition. Specifically, in the case of zero vehicle speed, it means that the vehicle has stopped, and the engine can enter the shutdown program; in the case of pure electric mode, it means that it will rely on electric power driving, and the engine can enter the shutdown program. Therefore, in these two cases, the engine has entered the standby shutdown working condition, and this is a better time to execute the protection strategy, and the aforementioned step 120 and the subsequent steps can be executed.

[0084] In the embodiment, although the working time of the fuel injector can be prolonged by controlling the engine to restart after the engine stops, this not only increases the frequency of engine start in a short time, but also may affect the stability of the vehicle. Therefore, the vehicle can detect whether the engine enters a standby shutdown working condition to determine whether the engine is about to stop. Specifically, the vehicle can determine different judgment conditions according to the two cases of entering the standby shutdown working condition to accurately determine whether the engine is about to stop.

[0085] In some embodiments, in order to accurately calculate the working time ratio of the fuel injector, the vehicle can execute the following steps:

[0086] Step E1, the vehicle determines the working time of the engine during this driving process of the vehicle.

[0087] Step E2, the vehicle determines the working time proportion as the ratio between the working time and the driving time of the vehicle during this driving process.

[0088] After the engine is started, the fuel injector is also started and begins to work until the engine is stopped. Therefore, the working time of the engine can be regarded as the working time of the fuel injector. The working time proportion of the fuel injector refers to the proportion of the working time of the engine during this driving process of the vehicle. Therefore, the working time proportion can be determined as the ratio between the working time and the driving time of the vehicle during this driving process. The driving time during the driving process of the vehicle is calculated according to the total mileage and the corresponding vehicle speed.

[0089] In some embodiments, the delay time can be set as a constant value through experimental data. Since different models of engines have differences in structural design, fuel injection system, combustion characteristics, and other aspects, the ability to remove residual fuel is also different. Therefore, different models of engines can be set with different delay times. Specifically, the optimal delay time can be designed for each engine according to the test results to ensure that the fuel residue is reduced while the energy consumption is minimized.

[0090] In addition, the setting of the delay time can also consider the operating environment of the engine, such as the load condition and the use scenario, to achieve a balance between the cleaning effect and the energy saving performance. Based on the optimization method realized through experiments, the characteristics of different engines can be adapted to 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 balance the cleaning effect and the energy saving performance. By considering the actual working time of the fuel injector, the delay time is dynamically adapted to the usage frequency to fully remove the fuel residue and avoid clogging of the injection hole and formation of gum. At the same time, the driving time is introduced as a variable to link the delay time with the vehicle operation cycle. In low-frequency use, the cleaning time is prolonged to enhance the effect, and in high-frequency use, the delay time is shortened to reduce energy consumption. In addition, this determination method is highly adaptable and can be flexibly adjusted for different vehicle models and working conditions, and is easy to realize using the 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 working time of the fuel injector and the driving time of the vehicle. The calculation formula takes the balance between the effect of removing residual fuel and the energy consumption in the delay time as the core target, and is as follows:

[0093]

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

[0095] In the 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, make the engine reach the ideal cleaning effect before shutdown, avoid fuel waste, and prolong the service life of the engine.

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

[0097] Step 201, monitoring the adjustment value of the ignition angle.

[0098] Step 202, determining whether the adjustment value is greater than 5°.

[0099] Step 203, determining whether the duration of the adjusted ignition angle is greater than or equal to 5 min.

[0100] Step 204, determining whether the intake air temperature of the engine is less than or equal to 65℃.

[0101] In order to determine whether the fuel quality is problematic, the vehicle can accurately determine from three aspects of the adjustment range of the ignition angle, the duration of the adjustment, and the intake air temperature. When the three conditions are met, that is, the adjustment is greater than 5°, the duration is greater than or equal to 5 min, and the intake air temperature is less than or equal to 65℃, the vehicle determines that the fuel is abnormal, that is, the fuel is poor quality. However, if any condition is not met, it returns to step 201 to be executed in order to timely identify the poor quality fuel entering the engine, and then take corresponding protection strategies.

[0102] Step 205, determining whether the vehicle speed is greater than 0.

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

[0104] After determining that the fuel is poor quality, the vehicle can determine whether the engine enters the standby shutdown working condition in order to execute the protection strategy before the engine is shutdown. Generally, the engine can enter the standby shutdown working condition in two cases, one is the case of parking and shutting off, that is, the vehicle speed is zero, and the other is the case of switching the electric mode, that is, the vehicle speed is not zero and the power mode is switched to the pure electric mode. Therefore, whether the vehicle enters the standby shutdown working condition can be determined by determining the two cases, and the timing of executing the protection strategy can be accurately determined.

[0105] Specifically, in the case that 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 enters the standby stopping condition, and step 207 can be performed; but if the vehicle speed is not zero, but the power mode is not switched to the pure electric mode, it means that the engine has not entered the standby stopping condition, and step 205 can be returned to perform.

[0106] Step 207, calculate the working time proportion of the fuel injector.

[0107] Step 208, determine whether the working time proportion is less than 70%.

[0108] Before the engine is about to stop, the working time proportion of the fuel injector can be calculated to determine whether the working time of the fuel injector is reasonable. In the case that the working time proportion is less than 70%, it means that the working time of the fuel injector is unreasonable, and step 209 can be performed; in the case that the working time proportion is less than 70%, it means that the working time of the fuel injector is reasonable, and the engine can directly stop, i.e., step 211 is performed.

[0109] Step 209, control the engine to enter the idle condition with a speed of 650 RPM.

[0110] Step 210, control the engine to continue running for a delay time.

[0111] After determining to perform the protection strategy, the vehicle can balance the energy consumption and the cleaning effect of the residual fuel by controlling the engine to enter the idle condition with a speed limited to 650 RPM; based on this, the vehicle can control the engine to delay stopping according to the delay time determined by the above formula.

[0112] Step 211, stop.

[0113] In this embodiment, the vehicle can determine whether the fuel is abnormal by the change amplitude of the ignition angle, the duration of the adjustment, and the intake air temperature. When the adjustment is greater than 5°, the duration is greater than or equal to 5 min, and the intake air temperature is less than or equal to 65℃, it is determined that the fuel is abnormal. At this time, if the engine enters the standby stopping condition, i.e., in the case that the vehicle speed is zero or the vehicle speed is not zero and the power mode is switched to the pure electric mode, it means that the engine is about to stop, and the vehicle can perform the protection strategy before stopping. Specifically, the vehicle can calculate the working time proportion of the fuel injector; if the working time proportion of the fuel injector is less than the proportion threshold, it means that the working time of the fuel injector is short, and the probability of insufficient fuel combustion and large residual amount is high; at this time, the vehicle can control the engine to enter the idle condition with a speed of 650 RPM, and control the engine to stop after a delay time, which makes the fuel injector work continuously for a delay time, and as much as possible to clean the residual fuel before the engine stops, thereby prolonging the service life of the engine.

[0114] It should be understood that the size of the serial number of each step in the above embodiment does not mean the order of execution, and the execution order of each process should be determined according to its function and inherent logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0115] The control method of the engine corresponding to the above embodiment, Figure 3 The structural block diagram of the engine control device 3 provided by the embodiments of the present application is shown, and only the parts related to the embodiments of the present application are shown for the convenience of description.

[0116] Referring to Figure 3 The engine control device 3 comprises:

[0117] The first determination module 31 is configured to determine whether the engine of the vehicle enters a standby shutdown working condition in the case of abnormal risk of fuel;

[0118] The second determination module 32 is configured to determine the working time proportion of the fuel injector in the case of determining the entry into the standby shutdown working condition.

[0119] The shutdown module 33 is configured to control the engine to delay shutdown based on a preset delay time if the working time proportion is less than a proportion threshold value, and the fuel injector continues to work within the delay time.

[0120] Optionally, the control device 3 comprises a third determination module configured to:

[0121] Determine the adjustment value of the ignition angle after the engine adjusts the ignition angle;

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

[0123] Optionally, the control device 3 comprises a fourth determination module configured to:

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

[0125] Correspondingly, the third determination module is specifically configured to:

[0126] In the case that the intake temperature is less than or equal to a preset temperature threshold value, it is determined that the fuel is abnormal.

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

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

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

[0130] Timing begins after the engine speed is reduced to idle and falls within a preset range.

[0131] Control the engine to stop after the timing delay time.

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

[0133] The delay time is determined based on travel time and working 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 embodiments of this application. For details on their specific functions and technical effects, please refer to the method embodiments section, and they 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 this application. Figure 4 As shown, the vehicle 4 in this embodiment includes: at least one processor 40 ( Figure 4 Only one processor is shown in the diagram. A memory 41 and a computer program 42 stored in the memory 41 and executable on at least one processor 40 are also shown. When the processor 40 executes the computer program 42, it implements the steps in any of the above-described engine control method embodiments, for example... Figure 1 Steps 110-130 are shown.

[0136] The processor 40 can be a Central Processing Unit (CPU), but it can also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

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

[0138] Further, the memory 41 can also include both an internal storage unit of the vehicle 4 and an external storage device. The memory 41 is used to store operation means, application programs, a BootLoader, data, and other programs, etc., such as program codes of computer programs, etc. The memory 41 can also be used to temporarily store data that has been output or will be output.

[0139] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the above-mentioned division of each functional unit and module is exemplified, and in actual application, the above-mentioned functions can be completed by different functional units and modules according to needs, that is, the internal structure of the above-mentioned device is divided into different functional units or modules to complete all or part of the functions described above. Each functional unit and module in the embodiment can be integrated in one processing unit, or each unit can exist physically, or two or more units can be integrated in one unit. The integrated unit can be realized in the form of hardware or in the form of a software functional unit. In addition, the specific name of each functional unit and module is only for convenient distinction, and does not limit the protection scope of the present application. The specific working process of the unit and module in the above system can refer to the corresponding process in the foregoing method embodiments, which will not be described here.

[0140] The embodiment of the present application also provides a computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to realize the steps in each method embodiment.

[0141] The embodiment of the present application provides a computer program product, which, when running on a vehicle, enables the vehicle to execute the steps in each method embodiment.

[0142] The integrated unit, if implemented in the form of a software function unit and sold or used as an independent product, can be stored in a computer readable storage medium. Based on such understanding, the present application can implement all or part of the processes in the above-mentioned embodiment methods through a computer program to instruct related hardware to complete. The above-mentioned computer program can be stored in a computer readable storage medium, and the computer program can implement the steps of each method embodiment when executed by a processor. The above-mentioned computer program includes computer program code, which can be in the form of source code, object code, executable files or some intermediate forms. The above-mentioned computer readable medium at least includes any entity or device capable of carrying the computer program code to the photographing device / vehicle, a recording medium, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunications signal and a software distribution medium. For example, a U disk, a mobile hard disk, a magnetic disk or an optical disk, etc.

[0143] In the above embodiments, the description of each embodiment has its own focus, and the parts not described or recorded in detail in a certain embodiment can be referred to the related description of other embodiments.

[0144] Those skilled in the art can realize that the units and algorithm steps of each example described in combination with the embodiments disclosed herein can be realized by electronic hardware or a combination of computer software and electronic hardware. Whether the functions are realized in hardware or software depends on the specific application and design constraints of the technical solution. Professional technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the present application.

[0145] In the embodiments provided by the present application, it should be understood that the disclosed apparatus / network device and method can be implemented in other ways. For example, the above-described apparatus / network device embodiments are merely schematic, for example, the division of the above-mentioned modules or units is only a logical function division, and actual implementation can have another division manner, for example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the displayed or discussed each other can be indirect coupling or communication connection through some interfaces, devices or units, and can be electrical, mechanical or other forms.

[0146] The units described as separate parts above can or can not be physically separate, and the parts shown as units can or can not be physical units, that is, can be located in one place, or can be distributed to multiple network units. Part or all of the units can be selected to achieve the purpose of the embodiment scheme according to actual needs.

[0147] The above embodiments are only used to illustrate the technical solutions of the present application, but not limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that the technical solutions recorded in the foregoing embodiments can still be modified, or some technical features can be replaced by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application.

Claims

1. A control method of an engine characterized by comprising: The method comprises: determining whether an engine of a vehicle enters a standby condition in a case where there is an abnormal risk of fuel; determining a working time proportion of an injector in a case where it is determined that the engine enters the standby condition; controlling the engine to delay shutdown based on a preset delay time in a case where the working time proportion is less than a proportion threshold value; and the injector continuously works in the delay time.

2. The control method according to claim 1, characterized by, The abnormal risk of fuel is determined by the following steps: determining an adjustment value of a firing angle after the engine adjusts the firing angle; determining that there is an abnormal risk of fuel in a case where the adjustment value is greater than or equal to a preset angle threshold value.

3. The control method according to claim 2, characterized by, Before the determination of the abnormal risk of fuel, the method further comprises: determining an intake temperature in a case where the firing angle is not reset in a preset time period. Correspondingly, the determination of the abnormal risk of fuel comprises: determining that the fuel is abnormal in a case where the intake temperature is less than or equal to a preset temperature threshold value.

4. The control method according to claim 1, characterized by, The determination of whether the engine enters the standby condition comprises: determining that the engine enters the standby condition in a case where a vehicle speed of the vehicle is greater than zero and a power mode of the vehicle is a pure electric mode, or the vehicle speed is zero.

5. The control method according to any one of claims 1 to 4, characterized by, The determination of the working time proportion of the injector comprises: determining a working time of the engine in a driving process of the vehicle this time; determining a ratio between the working time and a driving time of the vehicle this time as the working time proportion.

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

7. The control method according to claim 6, characterized by, The delay time is determined based on the driving time and the working time.

8. A control device of an engine characterized by comprising: The method comprises: a first determination module configured to determine whether an engine of a vehicle enters a standby condition in a case where there is an abnormal risk of fuel; a second determination module configured to determine a working time proportion of an injector in a case where it is determined that the engine enters the standby condition; a shutdown module configured to control the engine to delay shutdown based on a preset delay time in a case where the working time proportion is less than a proportion threshold value; and the injector continuously works in 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, The processor executes the computer program to implement the control method of the engine according to any one of claims 1 to 7.

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

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