Load control method of engine and related device

Abstract

The embodiment of the invention discloses a load control method of an engine and a related device. The method comprises the steps that the vehicle required torque and the engine exhaust temperature corresponding to the engine in real time are obtained; determining a load demand stage of the engine based on the vehicle demand torque and the engine exhaust temperature; and selecting a corresponding load control strategy to control the engine according to the load demand stage of the engine. The heat efficiency of the engine can be improved.

Description

Technical Field

[0001] This application relates to the technical field of engine control, and specifically relates to a load control method and related device based on an engine. Background Art

[0002] With the trend of energy conservation and emission reduction, new fuels such as hydrogen and ammonia have begun to be applied to engines. However, how to improve the thermal efficiency of new fuel engines is a problem that those skilled in the art need to continuously research and solve. Summary of the Invention

[0003] To solve the above technical problems, embodiments of this application respectively provide a load control method for an engine, a load control device based on an engine, an electronic device, and a computer-readable storage medium.

[0004] One aspect of an embodiment of this application provides a load control method for an engine, and the method includes:

[0005] Obtain the real-time vehicle demand torque and engine exhaust temperature of the engine;

[0006] Based on the vehicle demand torque and the engine exhaust temperature, determine the load demand stage where the engine is located;

[0007] According to the load demand stage where the engine is located, select a corresponding load control strategy to control the engine.

[0008] In another exemplary embodiment, if the vehicle demand torque is lower than the calibrated torque, it is determined that the load demand stage where the engine is located is the first load stage; wherein, the calibrated torque is the engine torque when the in-cylinder excess air coefficient is fixed at a first calibration coefficient and the intake air volume reaches the maximum, and the first calibration coefficient characterizes the lean burn critical state of the fuel;

[0009] If the vehicle demand torque is higher than the calibrated torque and the engine exhaust temperature does not reach the operating temperature of the turbocharger, it is determined that the load demand stage where the engine is located is the second load stage;

[0010] If the vehicle demand torque is higher than the calibrated torque and the engine exhaust temperature reaches the operating temperature of the turbocharger, it is determined that the load demand stage where the engine is located is the third load stage.

[0011] In another exemplary embodiment, the load control strategy corresponding to the first load stage is: delay the start time of the intake valve, and gradually advance the start time of the intake valve to the calibrated optimal position as the vehicle demand torque increases, so that the in-cylinder excess air coefficient is fixed at the first calibration coefficient;

[0012] The load control strategy corresponding to the second load stage is as follows: as the vehicle demand torque increases, the fuel injection amount is increased to make the engine load meet the vehicle demand torque.

[0013] The load control strategy corresponding to the third load stage is as follows: the excess air coefficient in the cylinder is fixed at the second calibration coefficient, and the opening of the bypass valve of the turbocharger is reduced to increase the load of the engine.

[0014] In another exemplary embodiment, the load control strategy corresponding to the third load stage further includes: when the opening of the bypass valve is reduced to the calibrated minimum opening, the hydrogen injection amount is gradually increased as the vehicle demand torque increases.

[0015] In another exemplary embodiment, the engine is a turbocharged hydrogen engine.

[0016] Another aspect of the embodiments of the present application provides a load control device for an engine, and the device includes:

[0017] A parameter acquisition module configured to acquire the real-time vehicle demand torque and the engine exhaust temperature of the engine;

[0018] A demand determination module configured to determine the load demand stage in which the engine is located based on the vehicle demand torque and the engine exhaust temperature;

[0019] A control module configured to select a corresponding load control strategy according to the load demand stage in which the engine is located to control the engine.

[0020] Another aspect of the embodiments of the present application provides an electronic device, including: one or more processors; a memory for storing one or more programs, and when the one or more programs are executed by the one or more processors, the electronic device implements the steps in the load control method of the engine as described above.

[0021] Another aspect of the embodiments of the present application provides a computer-readable storage medium, on which computer-readable instructions are stored, and when the computer-readable instructions are executed by a processor of a computer, the computer executes the steps in the load control method of the engine as described above.

[0022] In the technical solution provided by the embodiments of the present application, first, the load demand stage in which the engine is located is determined according to the real-time vehicle demand torque and the engine exhaust temperature, and then a corresponding load control strategy is selected to control the engine, so that the engine is reasonably controlled in different load demand stages, thereby improving the thermal efficiency of the engine.

[0023] It should be understood that the above general description and the following detailed description are merely exemplary and explanatory, and do not limit this application. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 is a flowchart of an exemplary engine load control method;

[0025] Figure 2 is Figure 1 another schematic flowchart of an exemplary engine load control method;

[0026] Figure 3 is a block diagram of an exemplary engine load control device. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0027] Here, an exemplary embodiment will be described in detail, and its examples are shown in the drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. On the contrary, they are merely examples of devices and methods consistent with some aspects of this application as detailed in the appended claims.

[0028] The block diagrams shown in the drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software form, or implemented in one or more hardware modules or integrated circuits, or implemented in different networks and / or processor devices and / or microcontroller devices.

[0029] In the embodiments of this application, the term "module" or "unit" refers to a computer program with a predetermined function or a part of a computer program, which works together with other related parts to achieve a predetermined goal, and can be fully or partially implemented by using software, hardware (such as a processing circuit or a memory), or a combination thereof. Similarly, one processor (or multiple processors or memories) can be used to implement one or more modules or units. In addition, each module or unit can be a part of an overall module or unit that includes the function of that module or unit.

[0030] The flowcharts shown in the drawings are merely exemplary illustrations, and do not necessarily include all contents and operations / steps, nor do they necessarily need to be executed in the described order. For example, some operations / steps can be decomposed, while some operations / steps can be combined or partially combined. Therefore, the actual execution order may change according to the actual situation.

[0031] As used in this application, "a plurality of" means two or more. " / or" describes the relationship between related objects, indicating that there are three possible relationships. For example, A and / or B can represent: A exists alone, both A and B exist simultaneously, and B exists alone. The character " / " generally indicates an "or" relationship between the related objects before and after.

[0032] The terms "first", "second", "third", "fourth", etc. in the description, claims, and drawings of this application are used to distinguish different objects, rather than to describe a specific order. The terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but optionally further includes steps or units not listed, or optionally further includes other steps or units inherent to these processes, methods, products, or devices.

[0033] As mentioned above, with the trend of energy conservation and emission reduction, new fuels such as hydrogen and ammonia have begun to be applied to engines. However, how to improve the thermal efficiency of new fuel engines still requires continuous research and solution by those skilled in the art.

[0034] The conventional solution for improving the thermal efficiency of gasoline engines is usually to fix the excess air coefficient (usually denoted as λ) in the engine cylinder and adjust the throttle opening to adjust the engine output torque. However, this solution results in significant pumping losses due to the small throttle opening at medium and low engine loads. If a larger excess air coefficient is adopted, the engine cannot achieve a large power density; if a smaller excess air coefficient is adopted, the engine thermal efficiency deteriorates, and the lean burn advantage of new fuels such as hydrogen and ammonia cannot be fully utilized.

[0035] This application takes into account that new fuels such as hydrogen have a wide lean burn limit, and lean burn can significantly reduce NOx emissions while increasing thermal efficiency. To maximize the lean burn advantage of new fuels and reduce pumping losses, a load control scheme for the engine is proposed. The principle of this scheme is: eliminate the throttle structure in the engine and instead use a variable valve timing (VVT) system. Utilize the characteristic of the variable valve timing system that can adjust the overlap time and timing of the engine intake and exhaust systems. At different load demand stages, select different load control strategies to control the engine, thereby improving the thermal efficiency of the engine.

[0036] The solution for load control of the engine proposed in this application divides the load demand stage of the engine into three stages, namely the first load stage, the second load stage, and the third load stage. The first load stage corresponds to the idle speed and small load stages, the second load stage corresponds to the medium load stage, and the third load stage corresponds to the large load stage.

[0037] This application also provides load control strategies for these three load demand stages respectively. By selecting the corresponding load control strategies in different load demand stages to control the engine, the thermal efficiency of the engine can be improved.

[0038] The following introduces the three load demand stages proposed in this application and the load control strategies corresponding to each load demand stage:

[0039] <The First Load Stage and the Corresponding Load Control Strategy>

[0040] The first load stage refers to the idle speed and small load stages. Idle speed is the state where the engine runs at the lowest stable speed in the no-load state. Small load means that the vehicle demand torque is lower than the calibrated torque, and this calibrated torque is also the small load torque calibrated for the engine.

[0041] In the first load stage, since the engine cancels the throttle valve and the intake air volume is adjusted by the variable valve timing system, by making the engine work stably near the lean burn limit of the fuel, the pumping loss can be minimized, and the thermal efficiency can be improved and NOx emissions can be reduced.

[0042] When the fuel injection volume is too small and the intake air volume is too large, it will cause unstable fuel combustion. Therefore, by delaying the intake valve opening (IVO, Intake Valve Open) to reduce the intake air volume, the excessive air coefficient is prevented from being too large, so that the engine works stably at a suitable excessive air coefficient. This suitable excessive air coefficient can be obtained through calibration, so it is called the first calibration coefficient, which represents the lean burn critical state of the fuel, for example, a value between 3.0 and 3.5. As the engine load continuously increases, by fixing the excessive air coefficient and gradually advancing the intake valve opening to increase the intake air volume, the load increase is achieved. When the intake valve opening reaches the optimal position, that is, when the intake air volume reaches the maximum, the engine load at this time is the small load torque calibrated for the engine, that is, the calibrated torque.

[0043] Based on the above principle, the load control strategy corresponding to the first load stage can be summarized as: delaying the intake valve opening and gradually advancing the intake valve opening to the calibrated optimal position as the vehicle demand torque increases, so that the in-cylinder excessive air coefficient is fixed at the first calibration coefficient.

[0044] Exemplarily, the intake valve start time is postponed to a position of a preset degree, and the preset degree is within a calibrated degree range, such as 50 - 90 degrees. And as the vehicle demand torque increases, the intake valve start time can be advanced according to a preset step size until the calibrated optimal position. The preset step size is, for example, 5 degrees or other degrees, which is not limited here.

[0045] <The second load stage and the corresponding load control strategy>

[0046] The second load stage corresponds to the medium load stage. In the second load stage, the intake valve start time is at the optimal position, the output power of the engine is adjusted by the fuel injection amount, and the turbocharger does not work. The engine exhaust temperature is usually low, for example, usually does not exceed 400 °C. Thus, when the vehicle demand torque is higher than the aforementioned calibrated torque and the engine exhaust temperature does not reach the operating temperature of the turbocharger, it is determined that the engine is in the second load stage. The operating temperature of the turbocharger can be determined by calibration, for example, a temperature value between 400 - 500 °C.

[0047] Based on the above principle, the load control strategy corresponding to the second load stage can be summarized as: increasing the fuel injection amount as the vehicle demand torque increases to make the engine load meet the vehicle demand torque.

[0048] In the second load stage, the engine load is increased by increasing the hydrogen injection amount to meet the target load demand. During this process, the excess air ratio of the in-cylinder mixture gradually decreases as the fuel injection amount increases, but it can still ensure that the engine operates with the largest possible excess air ratio, and as much as possible, lean combustion of the fuel is ensured to fully utilize the advantages of lean fuel combustion to maximize the thermal efficiency and minimize the NOx emissions.

[0049] <The third load stage and the corresponding load control strategy>

[0050] The third load stage corresponds to the high load stage. As the engine load increases and the excess air ratio decreases, the engine exhaust temperature will gradually increase. When the engine exhaust temperature reaches the operating temperature of the turbocharger, the engine enters the high load stage. Therefore, when the vehicle demand torque is higher than the aforementioned calibrated torque and the engine exhaust temperature reaches the operating temperature of the turbocharger, it can be determined that the engine is in the third load stage.

[0051] In the third load stage, the intervention turbocharger further increases the intake air volume. Therefore, the excess air coefficient can still be fixed and is referred to as the second calibration coefficient. Exemplarily, the second calibration coefficient can be fixed as the excess air coefficient in the cylinder at the end of the second load stage; or it can be the excess air coefficient that can keep the engine torque rising smoothly after the turbocharger is opened. For the latter, it should be understood that considering that after the turbocharger is opened, due to the short dead zone state of the turbocharger, the intake air volume cannot reach the ideal value. At this time, in order to ensure that the engine torque still needs to rise smoothly due to the increased load, the fuel injection volume will be appropriately adjusted, and the excess air coefficient in the cylinder will not remain the same as that at the end of the second load stage.

[0052] By further increasing the intake air volume through the turbocharger, the engine load can be gradually increased while fully utilizing the advantage of lean combustion of fuel. That is, the engine load gradually increases as the opening degree of the bypass valve of the turbocharger decreases.

[0053] When the opening degree of the bypass valve decreases to the calibrated minimum opening degree, such as 3%, the bypass valve is close to the fully closed state, and the intake air capacity of the turbocharger reaches the maximum. At this time, the bypass valve is no longer further reduced to avoid excessive back pressure. When the load demand further increases, the engine load can only be increased by further increasing the hydrogen injection volume. Therefore, it can be seen that the excess air coefficient gradually decreases during this process.

[0054] Based on the above principle, the load control strategy corresponding to the third load stage can be summarized as follows: first, fix the excess air coefficient in the cylinder as the second calibration coefficient and reduce the opening degree of the bypass valve of the turbocharger to increase the engine load; when the opening degree of the bypass valve decreases to the calibrated minimum opening degree, gradually increase the fuel injection volume as the vehicle demand torque increases. It can be seen from this that in the entire load control strategy, the priority of using the increased intake air volume to increase the engine load is higher than that of using the increased fuel injection volume to increase the engine load.

[0055] Based on the above three proposed load stages and the corresponding three load control strategies, the embodiments of the present application also propose a load control method based on an engine, a load control device based on an engine, an electronic device, and a computer-readable storage medium.

[0056] First, please refer to Figure 1 , Figure 1 which is a flowchart of an exemplary load control method based on an engine. The method includes the following steps:

[0057] S110, obtain the real-time vehicle demand torque and engine exhaust temperature of the engine;

[0058] S120. Determine the load demand stage of the engine based on the vehicle demand torque and the engine exhaust temperature.

[0059] S130. Select a corresponding load control strategy according to the load demand stage of the engine to control the engine.

[0060] Based on the foregoing description, in this embodiment, for the engine, first, the load demand stage of the engine is determined according to the real-time vehicle demand torque and the engine exhaust temperature, and then a corresponding load control strategy is selected to control the engine, so that the engine is reasonably controlled in different load demand stages, thereby improving the thermal efficiency of the engine.

[0061] Specifically, in S120, if the vehicle demand torque is lower than the calibrated torque, it is determined that the load demand stage of the engine is the first load stage. Among them, the calibrated torque is the engine torque when the excess air coefficient in the cylinder is fixed at the first calibration coefficient and the intake air volume reaches the maximum; the excess air coefficient in the cylinder is the first calibration coefficient, which represents the lean combustion critical state of the fuel. In S130, the load control strategy corresponding to the first load stage is determined as: delaying the start time of the intake valve and gradually advancing the start time of the intake valve to the calibrated optimal position as the vehicle demand torque increases, so that the excess air coefficient in the cylinder is fixed at the first calibration coefficient. Controlling the engine based on this load control strategy can make the engine operate stably near the lean combustion limit of the fuel, thereby minimizing the pumping loss to the greatest extent, improving the thermal efficiency, and reducing the NOx emissions.

[0062] In S120, if the vehicle demand torque is higher than the calibrated torque and the engine exhaust temperature does not reach the operating temperature of the turbocharger, it is determined that the load demand stage of the engine is the second load stage. In S130, the load control strategy corresponding to the second load stage is determined as: increasing the hydrogen injection amount as the vehicle demand torque increases, so that the engine load meets the vehicle demand torque. Controlling the engine based on this load control strategy can increase the engine load by increasing the fuel injection amount to meet the target load demand, and ensure that the fuel burns lean as much as possible to give full play to the advantages of lean fuel combustion to maximize the thermal efficiency and minimize the NOx emissions.

[0063] In S120, if the vehicle demand torque is higher than the calibrated torque and the engine exhaust gas temperature reaches the operating temperature of the turbocharger, it is determined that the load demand stage in which the engine is located is the third load stage. In S130, the load control strategy corresponding to the third load stage is as follows: fix the in-cylinder excess air coefficient at the second calibrated coefficient and reduce the opening degree of the bypass valve of the turbocharger to increase the load of the engine; when the opening degree of the bypass valve is reduced to the calibrated minimum opening degree, gradually increase the fuel injection amount as the vehicle demand torque increases. Herein, the second calibrated coefficient is the excess air coefficient when the engine exhaust gas temperature reaches the operating temperature of the turbocharger, or is the excess air coefficient that can keep the engine torque rising smoothly after the turbocharger is turned on. Based on this load control strategy, the engine is controlled. First, the turbocharger is preferentially used to keep the mixture concentration fixed at a relatively lean concentration, thereby realizing load control. When the boost pressure reaches the maximum, the load is adjusted again by changing the fuel injection amount. In terms of effect, while making full use of the supercharger to increase the intake air volume, the fuel combustion can be made as close as possible to the lean burn limit, so as to give full play to the advantages of lean fuel combustion to maximize the thermal efficiency and minimize the NOx emissions.

[0064] The overall control process of the load control method based on the engine as shown in the above example can also be expressed as Figure 2 the process shown.

[0065] As Figure 2 shown, first, it is judged whether the real-time vehicle demand torque is greater than the calibrated torque. If not, it means that the engine is in the first load stage. Therefore, the load control strategy corresponding to the first load stage is executed to control the engine, that is, fix the excess air coefficient and adjust the intake air volume by adjusting the intake valve start time, thereby realizing the engine load adjustment; if so, it is further judged whether the engine exhaust gas temperature is greater than the operating temperature of the turbocharger, such as 400 °C. If not, it means that the engine is in the second load stage. Therefore, the load control strategy corresponding to the second load stage is executed to control the engine, that is, adjust the fuel injection amount to control the concentration of the in-cylinder mixed gas, thereby realizing the engine load adjustment; if so, it means that the engine is in the third load stage. Therefore, the load control strategy corresponding to the third load stage is executed to control the engine. The load control strategy corresponding to the third load stage includes two control stages. The first control stage is to fix the in-cylinder excess air coefficient and realize different boost pressures by adjusting the opening degree of the bypass valve of the turbocharger, thereby realizing the adjustment of the engine load; the second control stage is that when the opening degree of the bypass valve of the turbocharger is reduced to the calibrated minimum opening degree, such as 3%, the concentration of the in-cylinder mixed gas is controlled by adjusting the fuel injection amount, thereby realizing the engine load adjustment.

[0066] It can be obtained therefrom that the engine-based load control method exemplified in the above embodiments can make full use of the lean combustion advantage of fuel, significantly reduce the pumping loss caused by throttle throttling in the medium and small loads of traditional gasoline engines, thereby greatly improving the thermal efficiency. At the same time, since lean combustion will further reduce the combustion temperature and NOx emissions, by preferentially using the turbocharger, the engine can achieve maximum lean combustion under large load conditions, thereby improving the thermal efficiency and NOx emissions.

[0067] It should be noted that in some exemplary embodiments, the engine mentioned above may be a turbocharged hydrogen engine.

[0068] Please refer to Figure 3 , Figure 3 which is a block diagram of an exemplary engine load control device. The device includes:

[0069] A parameter acquisition module 310 configured to acquire the real-time vehicle demand torque and the engine exhaust temperature of the engine;

[0070] A demand determination module 320 configured to determine the load demand stage in which the engine is located based on the vehicle demand torque and the engine exhaust temperature;

[0071] A control module 330 configured to select a corresponding load control strategy to control the engine according to the load demand stage in which the engine is located.

[0072] In another exemplary embodiment, the demand determination module 320 is further configured to:

[0073] If the vehicle demand torque is lower than the calibrated torque, it is determined that the load demand stage in which the engine is located is the first load stage; wherein, the calibrated torque is the engine torque when the in-cylinder excess air coefficient is fixed at the first calibration coefficient and the intake air volume reaches the maximum, and the first calibration coefficient represents the lean combustion critical state of the fuel;

[0074] If the vehicle demand torque is higher than the calibrated torque and the engine exhaust temperature does not reach the operating temperature of the turbocharger, it is determined that the load demand stage in which the engine is located is the second load stage;

[0075] If the vehicle demand torque is higher than the calibrated torque and the engine exhaust temperature reaches the operating temperature of the turbocharger, it is determined that the load demand stage in which the engine is located is the third load stage.

[0076] In another exemplary embodiment, the control module 330 is further configured to:

[0077] It is determined that the load control strategy corresponding to the first load stage is: delaying the intake valve start time and gradually advancing the intake valve start time to the calibrated optimal position as the vehicle demand torque increases, so that the in-cylinder excess air ratio is fixed at the first calibration coefficient;

[0078] It is determined that the load control strategy corresponding to the second load stage is: increasing the hydrogen injection amount as the vehicle demand torque increases, so that the engine load meets the vehicle demand torque;

[0079] It is determined that the load control strategy corresponding to the third load stage is: fixing the in-cylinder excess air ratio at the second calibration coefficient and reducing the opening of the turbocharger bypass valve to increase the engine load.

[0080] In another exemplary embodiment, the load control strategy corresponding to the third load stage further includes: when the bypass valve opening is reduced to the calibrated minimum opening, gradually increasing the fuel injection amount as the vehicle demand torque increases.

[0081] In another exemplary embodiment, the control module 330 is further configured to:

[0082] Delay the intake valve start time to a position of a preset degree, and the preset degree is within the calibrated degree range;

[0083] As the vehicle demand torque increases, advance the intake valve start time according to a preset step size until the calibrated optimal position.

[0084] In another exemplary embodiment, the second calibration coefficient is the excess air ratio when the engine exhaust temperature reaches the operating temperature of the turbocharger, or the excess air ratio that can keep the engine torque rising smoothly after the turbocharger is turned on.

[0085] It should be noted that the engine load control device provided in the above embodiments and the engine load control method provided in the above embodiments belong to the same concept. The specific ways in which each module and unit perform operations have been described in detail in the method embodiments, and will not be repeated here. In practical applications, the engine load control device provided in the above embodiments can, according to needs, allocate the above functions to different functional modules, that is, divide the internal structure of the device into different functional modules to complete all or part of the functions described above, and this is not limited here either.

[0086] An embodiment of the present application further provides an electronic device, including: one or more processors; a memory for storing one or more programs, and when the one or more programs are executed by the one or more processors, the electronic device implements the engine load control method provided in each of the above embodiments.

[0087] Another aspect of the present application also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, it implements the load control method of the engine as described above. The computer-readable storage medium may be included in the electronic device described in the above embodiments, or may exist alone without being assembled into the electronic device.

[0088] It should be noted that the computer-readable storage medium shown in the embodiments of the present application may include, but is not limited to: electrical connections with one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fibers, portable compact disc read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the above. The computer program included on the computer-readable medium can be transmitted using any appropriate medium, including but not limited to: wireless, wired, etc., or any suitable combination of the above.

[0089] The above content is only a preferred exemplary embodiment of the present application and is not used to limit the implementation of the present application. Those of ordinary skill in the art can easily make corresponding adaptations or modifications according to the main concept and spirit of the present application. Therefore, the protection scope of the present application should be subject to the protection scope required by the claims.

Claims

1. A load control method for an engine, characterized in that, The method includes: Obtaining the real-time vehicle demand torque and engine exhaust temperature of the engine; Determining the load demand stage in which the engine is located based on the vehicle demand torque and the engine exhaust temperature; Selecting a corresponding load control strategy according to the load demand stage in which the engine is located to control the engine.

2. The method according to claim 1, characterized in that, The determining the load demand stage in which the engine is located based on the vehicle demand torque and the engine exhaust temperature includes: If the vehicle demand torque is lower than the calibrated torque, determining that the load demand stage in which the engine is located is the first load stage; wherein, the calibrated torque is the engine torque when the in-cylinder excess air coefficient is fixed at a first calibration coefficient and the intake air volume reaches the maximum, and the first calibration coefficient represents the lean combustion critical state of the fuel; If the vehicle demand torque is higher than the calibrated torque and the engine exhaust temperature does not reach the operating temperature of the turbocharger, determining that the load demand stage in which the engine is located is the second load stage; If the vehicle demand torque is higher than the calibrated torque and the engine exhaust temperature reaches the operating temperature of the turbocharger, determining that the load demand stage in which the engine is located is the third load stage.

3. The method according to claim 2, characterized in that, The selecting a corresponding load control strategy according to the load demand stage in which the engine is located to control the engine includes: When the engine is in the first load stage, determining the corresponding load control strategy as: delaying the start time of the intake valve and gradually advancing the start time of the intake valve to the calibrated optimal position as the vehicle demand torque increases, so that the in-cylinder excess air coefficient is fixed at the first calibration coefficient; When the engine is in the second load stage, determining the corresponding load control strategy as: increasing the fuel injection amount as the vehicle demand torque increases, so that the engine load meets the vehicle demand torque; When the engine is in the third load stage, determining the corresponding load control strategy as: fixing the in-cylinder excess air coefficient at a second calibration coefficient and reducing the opening of the bypass valve of the turbocharger to increase the load of the engine.

4. The method according to claim 3, characterized in that, The load control strategy corresponding to the third load stage further includes: when the opening of the bypass valve is reduced to the calibrated minimum opening, gradually increasing the fuel injection amount as the vehicle demand torque increases.

5. The method according to claim 3, characterized in that, The selecting a corresponding load control strategy according to the load demand stage in which the engine is located to control the engine further includes: Delaying the start time of the intake valve to a position of a preset degree, and the preset degree is within the calibrated degree range; As the vehicle demand torque increases, advancing the start time of the intake valve according to a preset step size until the calibrated optimal position.

6. The method according to claim 3, characterized in that, The second calibration coefficient is the excess air coefficient when the engine exhaust temperature reaches the operating temperature of the turbocharger; or, the second calibration coefficient is the excess air coefficient that can keep the engine torque rising smoothly after the turbocharger is opened.

7. The method according to any one of claims 1-6, characterized in that, The engine is a turbocharged hydrogen engine.

8. A load control device for an engine, characterized in that, The device includes: A parameter acquisition module configured to acquire the real-time vehicle demand torque and engine exhaust temperature of the engine; A demand determination module, configured to determine a load demand stage in which the engine is located based on the vehicle demand torque and the engine exhaust temperature; A control module, configured to select a corresponding load control strategy to control the engine according to the load demand stage in which the engine is located.

9. An electronic device, characterized in that, Comprising: One or more processors; A memory for storing one or more programs, which when executed by the one or more processors cause the electronic device to implement the engine load control method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, Computer-readable instructions are stored thereon, which when executed by a processor of a computer cause the computer to execute the engine load control method according to any one of claims 1 to 7.

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