Engine control method and related hardware

Abstract

The embodiment of the invention provides an engine control method and related hardware, the engine control method is applied to an engine controller of a vehicle adopting an automatic gearbox, and the engine control method comprises the steps that when it is determined that the vehicle is in an unpowered downshift working condition, a first target rotating speed of an engine is determined according to a target gear of the automatic gearbox and current motion state parameters of the vehicle; the target gear is a gear which is indicated by the automatic gearbox to an engine controller and needs to be subjected to gear shifting; and according to the current rotating speed of the engine and the first target rotating speed of the engine, the target supply speed and the target ignition advance angle are determined, fuel is supplied to the engine at the target supply speed, and fuel in an engine cylinder is ignited at the target ignition advance angle. In this way, the problems that part of vehicles with slow engine power control response are in an unpowered downshift working condition, the downshift time is too long, the vehicle driving smoothness is poor, pause is likely to be generated, and engine flameout is likely to be caused when the vehicle driving smoothness is serious can be solved, and the vehicle driving experience is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle engine control, and in particular to an engine control method and related hardware. Background Art

[0002] Currently, the main engine fuel supply technologies include single-point injection (SPI), multi-point injection (MPI), and gasoline direct injection (GDI). The principle of single-point injection technology is: a fuel injection port is provided in the engine's intake manifold. After being injected from this single injection port, the fuel mixes with the air in the intake manifold and then enters the corresponding engine cylinder through the intake manifold and intake manifold, where it is burned and produces work. The principle of multi-point injection technology is: a fuel injection port is provided in the intake manifold corresponding to each cylinder of the engine. After being injected from this injection port, the fuel mixes with the air in the intake manifold and then enters the corresponding engine cylinder from the intake manifold, where it is burned and produces work. The principle of gasoline direct injection technology is: a fuel injection port is provided in each cylinder of the engine. After being injected from the injection port in the corresponding cylinder, the fuel mixes with the air directly in the cylinder and burns and produces work. Therefore, the power control response speed of engines using single-point injection technology (such as natural gas engines) and engines using multi-point injection technology is slower than that of engines using direct injection.

[0003] When single-point injection technology engines and multi-point injection technology engines are used in conjunction with some types of automatic transmissions (such as Automated Mechanical Transmission (AMT)), due to the slow power control response speed of single-point injection technology engines and multi-point injection technology engines, the power control response is slow under certain operating conditions, resulting in poor vehicle power control. For example, in a no-power downshift operating condition where the engine cuts off the fuel supply according to the corresponding driving instruction and the automatic transmission needs to downshift, Figure 1The diagram illustrates the evolution of engine torque during a downshift. During the clutch-disengagement phase of the automatic transmission, the engine speed rapidly decreases because the engine driveline load has not yet been fully disconnected. During the gear-shifting phase following the clutch-disengagement phase, the engine speed must match the automatic transmission input shaft speed to engage the clutch of the target gear. However, the engine's slow power control response makes it difficult to quickly increase the engine speed. (Even if fuel supply is restored immediately after the clutch-disengagement phase, the engine speed will continue to decrease for a while.) As a result, the engine speed is too low during the gear-shifting phase to match the transmission input shaft speed. This results in a prolonged matching period, causing jerky driving and even stalling. Summary of the Invention

[0004] The embodiment of the present invention provides an engine control method and related hardware to solve the problem in the prior art that some vehicles experience jerky running during unpowered downshifting.

[0005] An embodiment of the present invention provides an engine control method, which is applied to an engine controller of a vehicle using an automatic transmission, comprising:

[0006] When it is determined that the vehicle is in a no-power downshift condition, determining a first target engine speed based on a target gear of the automatic transmission and a current vehicle motion state parameter; the target gear is a gear position indicated by the automatic transmission to the engine controller for a required gear shift;

[0007] A target supply speed and a target ignition advance angle are determined according to a current engine speed and a first target engine speed, fuel is supplied to the engine at the target supply speed, and fuel in a cylinder of the engine is ignited at the target ignition advance angle.

[0008] Optionally, the vehicle motion state parameters include the current vehicle speed and the current vehicle acceleration.

[0009] Further optionally, determining the first target engine speed according to the target gear of the automatic transmission and the current motion state parameter of the vehicle includes:

[0010] determining a second target engine speed according to the current vehicle speed and the target gear position;

[0011] Based on a first preset correspondence between the second engine speed, the vehicle speed, the vehicle acceleration and the first engine speed, the first target engine speed corresponding to the current vehicle speed, the current vehicle acceleration and the second target engine speed is determined.

[0012] Further optionally, the first preset corresponding relationship satisfies:

[0013] Under the condition that the current vehicle acceleration and the second target engine speed are the same, the higher the current vehicle speed, the higher the first target engine speed;

[0014] Under the condition that the current vehicle speed and the second target engine speed are the same, the greater the current vehicle acceleration, the greater the first target engine speed;

[0015] When the current vehicle travel speed and the current vehicle travel acceleration are the same, the higher the second target engine speed, the higher the first target engine speed.

[0016] Optionally, determining the target ignition advance angle according to the current engine speed and the first target engine speed includes:

[0017] If the target speed difference is less than the target difference threshold, a preset ignition advance angle is used as the target ignition advance angle; the target speed difference is the difference between the first target speed of the engine and the current speed of the engine;

[0018] If the target speed difference is greater than or equal to the target difference threshold, based on a second preset correspondence between the engine speed, the speed difference and the ignition advance angle correction angle, the target ignition advance angle correction angle corresponding to the current engine speed and the target speed difference is determined, and the sum of the preset ignition advance angle and the target ignition advance angle correction angle is used as the target ignition advance angle.

[0019] Further optionally, the target difference threshold is determined by:

[0020] Based on a third preset correspondence between the rotational speed, the gear position and the difference threshold, a target difference threshold corresponding to the current engine rotational speed and the target gear position is determined.

[0021] Further optionally, the second preset corresponding relationship satisfies:

[0022] When the current engine speed is the same, the greater the target speed difference, the greater the absolute value of the target ignition advance angle correction angle;

[0023] When the target speed difference is the same, the greater the current engine speed, the greater the absolute value of the target ignition advance angle correction angle.

[0024] Further optionally, the third preset corresponding relationship satisfies:

[0025] When the target gear is the same, the higher the current engine speed, the larger the target difference threshold;

[0026] When the current engine speed is the same, the target difference threshold becomes larger if the target gear is larger.

[0027] Optionally, determining the target supply speed according to the current engine speed and the first target engine speed includes:

[0028] The target supply speed is dynamically determined according to the current engine speed and the first target engine speed based on a proportional-integral-derivative (PID) control algorithm.

[0029] Based on the same inventive concept, an embodiment of the present invention further provides an engine controller, comprising:

[0030] an engine target speed determination module, configured to determine, when the vehicle is in a no-power downshift condition, a first target engine speed based on a target gear position of the automatic transmission and a current vehicle motion state parameter; the target gear position being the gear position indicated by the automatic transmission to the engine controller for the required gear shift;

[0031] a fuel supply control module, configured to determine a target supply speed according to a current engine speed and a first target engine speed, and supply fuel to the engine at the target supply speed;

[0032] The ignition control module is configured to determine a target ignition advance angle according to the current engine speed and the first target engine speed, and ignite fuel in the engine cylinder at the target ignition advance angle.

[0033] Based on the same inventive concept, an embodiment of the present invention further provides an engine controller, comprising: a processor and a memory for storing instructions executable by the processor;

[0034] The processor is configured to execute the instructions to implement the engine control method.

[0035] Based on the same inventive concept, an embodiment of the present invention further provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer program code. When the computer program code runs on a computer, the computer executes the engine control method.

[0036] Based on the same inventive concept, an embodiment of the present invention further provides a computer program product, which includes: computer program code, which enables the computer to execute the engine control method when the computer program code is run on the computer.

[0037] The beneficial effects of the present invention are as follows:

[0038] The engine control method and related hardware provided by the embodiments of the present invention do not require any changes to the vehicle power system hardware, do not require additional hardware sensors, and do not require any changes to the TCU's shift control logic. Simply by optimizing the engine control strategy, vehicles using engines with slow power response control speeds can improve the problems of long downshifting times in unpowered downshifting conditions, poor vehicle driving comfort, prone to jerking, and even engine stalling in severe cases. This improves the vehicle's driving experience without increasing hardware costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 Schematic diagram of the change of engine torque during downshifting;

[0040] Figure 2 One of the flow charts of the engine control method provided by an embodiment of the present invention;

[0041] Figure 3 The second flowchart of the engine control method provided by the embodiment of the present invention;

[0042] Figure 4 Flowchart 3 of the engine control method provided by an embodiment of the present invention;

[0043] Figure 5 A flowchart of the ignition angle fitting model training steps provided in an embodiment of the present invention;

[0044] Figure 6 One of the structural diagrams of the engine controller provided by an embodiment of the present invention;

[0045] Figure 7 This is the second structural diagram of the engine controller provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0046] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the present invention will be further described below with reference to the accompanying drawings and examples. However, the example embodiments can be implemented in various forms and should not be understood as being limited to the embodiments described herein; on the contrary, these embodiments are provided to make the present invention more comprehensive and complete, and to fully convey the concepts of the example embodiments to those skilled in the art. The same figure marks in the figures represent the same or similar structures, and their repeated descriptions will be omitted. The words expressing position and direction described in the present invention are all explained with reference to the accompanying drawings as examples, but changes can be made as needed, and the changes made are all included in the scope of protection of the present invention. The drawings of the present invention are only used to illustrate the relative position relationship and do not represent the true proportion.

[0047] It should be noted that specific details are set forth in the following description to facilitate a full understanding of the present invention. However, the present invention can be implemented in a variety of ways different from those described herein, and those skilled in the art can make similar generalizations without violating the connotation of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below. The subsequent description of the specification is a preferred embodiment of the present application, but the description is for the purpose of illustrating the general principles of the present application and is not intended to limit the scope of the present application. The scope of protection of the present application shall be determined as defined by the appended claims.

[0048] The engine control method and related hardware provided by the embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0049] An embodiment of the present invention provides an engine control method that can be applied to engine controllers (e.g., electronic control units (ECUs)) of certain specific types of vehicles. The specific types of vehicles have the characteristic of a slow engine power control response speed. For example, the specific type of vehicle may be a vehicle using an engine with single-point injection technology (e.g., a natural gas engine) or an engine with multi-point injection technology, and the specific type of vehicle may be a vehicle using an automatic transmission with a clutch transmission structure (e.g., an AMT transmission, a dual-clutch transmission (DCT) transmission, a gear direct-drive continuously variable transmission (Direct Shift Continuously Variable Transmission, Direct Shift-CVT), etc.). The following description will mainly be based on natural gas engines using single-point injection technology and vehicles using AMT transmissions as examples.

[0050] like Figure 2 As shown, the engine control method provided by the embodiment of the present invention includes the following steps:

[0051] S110: Determine whether the vehicle is in a no-power downshift condition.

[0052] If the following conditions are met at the same time, the vehicle is determined to be in a no-power downshift condition:

[0053] ① Cut off the fuel supply to the engine according to the driving instructions.

[0054] During implementation, the fuel cut-off driving instruction can be configured based on actual needs. For example, if the vehicle is in autonomous driving mode, the engine fuel supply can be cut off according to the corresponding autonomous driving instruction. If the vehicle is in manual driving mode, a corresponding driving instruction can be generated based on the user's manipulation of vehicle controls such as the accelerator and brake pedals. For example, a driving instruction to cut off the engine fuel supply can be generated when the accelerator pedal opening is less than or equal to a preset first opening threshold, or when the brake pedal opening is greater than or equal to a preset second opening threshold. This embodiment of the present invention is not further limited herein.

[0055] ② The current gear of the automatic transmission is higher than the target gear, and the target gear is not neutral. The target gear is the gear to which the automatic transmission needs to shift.

[0056] In the embodiment of the present invention, the shift control logic of the automatic transmission can be implemented using existing technology. Since this part of the technical content is not the focus of the present invention, the embodiment of the present invention will not be described in detail.

[0057] During the specific implementation process, the gear information of the automatic transmission (including the current gear, target gear, etc.) can be indicated and determined by the automatic transmission controller (Transmission Control Unit, TCU) to the engine controller. For example, the TCU and the engine controller (such as the ECU) communicate based on the controller area network bus (Controller Area Network, CAN) bus. The TCU sends a message indicating the gear information to the ECU at a certain frequency or when the automatic transmission gear changes. The ECU determines the current gear and target gear based on the received message.

[0058] If the result of step S110 is yes, step S120 is executed. If the result of step S110 is no, step S110 is continued to be executed until the result is yes.

[0059] S120: Determine a first target engine speed according to a target gear position of the automatic transmission and a current vehicle motion state parameter.

[0060] During specific implementation, the vehicle's current motion state parameter may include at least one of the following: the current vehicle speed, the current vehicle acceleration, the current vehicle jerk, and the vehicle's current slope.

[0061] Optionally, the vehicle's current motion state parameters include the current vehicle speed and the current vehicle acceleration. Figure 3 and Figure 4 As shown, the step S120 specifically includes:

[0062] S121. Determine a second target engine speed according to the current vehicle speed and the target gear.

[0063] In an embodiment of the present invention, the second target engine speed may be the theoretical speed of the transmission input shaft corresponding to the target gear position when the current vehicle speed is at a current speed, without considering changes in the vehicle transmission load during the transmission shifting process.

[0064] The second target engine speed n2 can be determined as follows:

[0065]

[0066] Among them, v 当前 is the current vehicle speed, r is the wheel radius, i 后桥 is the vehicle rear axle transmission ratio, i 目标挡位 It is the target gear ratio of the automatic transmission.

[0067] In the specific implementation process, the current vehicle speed v 当前 Determined as follows:

[0068] v 当前 =ω 当前 ·r

[0069] Among them, ω 当前 is the current angular velocity of the wheel, which can be measured by an encoder installed on the wheel. r is the wheel radius, which can be determined as follows:

[0070]

[0071] in, Δ S is the length of the vehicle traveled, n0 is the length of the vehicle traveled Δ S is the number of revolutions of the wheel. The length of the vehicle traveled ΔS can be positioned based on satellite positioning technologies such as the Global Positioning System (GPS), Beidou, Galileo, and GLONASS, or further combined with real-time kinematic (RTK), inertial navigation, visual positioning, and radar positioning technologies for more accurate positioning. Δ The number of revolutions n0 corresponding to the length S of the wheel can also be measured by an encoder installed on the wheel.

[0072] S122. Determine a first target engine speed corresponding to the current vehicle speed, the current vehicle acceleration, and the second target engine speed based on a first preset correspondence among the second engine speed, the vehicle speed, the vehicle acceleration, and the first engine speed.

[0073] Because the vehicle's powertrain load actually changes during a transmission shift, the post-shift speed of the automatic transmission input shaft differs from the second target engine speed. Therefore, the second target engine speed needs to be corrected to obtain the post-shift speed of the automatic transmission input shaft (i.e., the first target engine speed). In a specific implementation, a first predetermined correspondence between the second engine speed, vehicle speed, vehicle acceleration, and the first engine speed can be obtained through pre-calibration. The first predetermined correspondence can be implemented using a map, an array table, a fitted function curve, or the like.

[0074] Specifically, the first preset corresponding relationship satisfies:

[0075] When the current vehicle running acceleration is the same and the second target engine speed is the same, the higher the current vehicle running speed is, the higher the first target engine speed is.

[0076] When the current vehicle speed and the second target engine speed are the same, the greater the current vehicle acceleration, the greater the first target engine speed.

[0077] When the current vehicle travel speed and the current vehicle travel acceleration are the same, the higher the second target engine speed, the higher the first target engine speed.

[0078] After step S120, steps S130 and S140 are performed simultaneously.

[0079] S130: Determine a target supply speed based on the current engine speed and the first target engine speed, and supply fuel to the engine at the target supply speed, wherein the supply speed is the amount of fuel supplied per unit time.

[0080] As an optional embodiment, a target supply speed corresponding to both the current engine speed and the first target engine speed can be determined based on a preset fourth correspondence between the current engine speed, the first engine speed, and the supply speed. The preset fourth correspondence between the current engine speed, the first engine speed, and the supply speed can be obtained by pre-calibration. The preset fourth correspondence can be implemented in the form of a map, an array table, a fitting function curve, or the like.

[0081] As another optional implementation, the target supply speed may be dynamically determined according to the current engine speed and the first target engine speed based on a closed-loop control algorithm.

[0082] For example, the target supply speed can be dynamically determined based on the proportional-integral-derivative (PID) control algorithm according to the current engine speed and the first target engine speed. The target supply speed u(t) is:

[0083]

[0084] Among them, n 目标 (t) is the first target speed of the engine at time t, n 当前 (t) is the current engine speed at time t, △ n(t) is the target speed difference at time t, k p 、k i 、k d are all preset parameters. In the specific implementation process, k p 、k i 、k d Can be set based on expert experience.

[0085] Of course, you can also use the target speed difference △ n, a target supply speed is determined by using a Model Predictive Control (MPC) algorithm, an Internal Feedback Controller (IFC) algorithm, etc., which is not limited in detail in the embodiment of the present invention.

[0086] S140: Determine a target ignition advance angle according to the current engine speed and a first target engine speed, and ignite fuel in the engine cylinder at the target ignition advance angle.

[0087] Alternatively, as Figure 3 As shown, the step S140 may specifically include:

[0088] S141: Determine whether the target speed difference is less than a target difference threshold.

[0089] If the result of step S141 is yes, execute step S142; if the result of step S141 is no, execute step S143.

[0090] S142: Set the preset ignition advance angle as the target ignition advance angle. Execute step S144.

[0091] During specific implementation, the preset ignition advance angle can be determined by pre-calibration.

[0092] S143. Based on a second preset correspondence between the engine speed, the speed difference, and the ignition advance angle correction angle, determine a target ignition advance angle correction angle corresponding to the current engine speed and the target speed difference. The sum of the preset ignition advance angle and the target ignition advance angle correction angle is used as the target ignition advance angle. Execute step S144.

[0093] S144. Ignite the fuel in the engine cylinder at a target ignition advance angle.

[0094] In a specific implementation process, the second preset corresponding relationship among the speed, speed difference and ignition advance angle can be obtained by pre-calibration. The second preset corresponding relationship can be implemented in the form of a MAP diagram, an array table, a fitting function curve, etc.

[0095] Specifically, the second preset corresponding relationship satisfies:

[0096] When the current engine speeds are the same, the greater the target speed difference, the greater the absolute value of the target ignition advance angle correction angle.

[0097] When the target speed difference is the same, the greater the current engine speed, the greater the absolute value of the target ignition advance angle correction angle.

[0098] As another optional implementation, Figure 4 As shown, the step S140 may specifically include:

[0099] S141. Determine whether the target speed difference is less than a target difference threshold.

[0100] If the result of step S141 is yes, execute step S142; if the result of step S141 is no, execute step S143'.

[0101] S142: Set the preset ignition advance angle as the target ignition advance angle. Execute step S144.

[0102] During specific implementation, the preset ignition advance angle can be determined by pre-calibration.

[0103] S143', input the difference between the current engine speed and the target speed into the ignition angle fitting model to obtain the target ignition advance angle output by the ignition angle fitting model. Execute step S144.

[0104] S144. Ignite the fuel in the engine cylinder at a target ignition advance angle.

[0105] Among them, the ignition angle fitting model is a pre-trained machine learning model, which can adopt regression task models such as Convolutional Neural Networks (CNN) model, Support Vector Regression (SVR) model, and decision tree model. The ignition angle fitting model can be trained specifically through regression fitting training methods or adversarial training methods. Since the training process of the machine learning model requires a lot of computing power, the vehicle can upload the collected target operation data to the server, and the server will perform the training process of the machine learning model. After the training is completed and the final ignition angle fitting model is obtained, the ignition angle fitting model will be sent to the vehicle for use. The target operation data includes the current engine speed, target speed difference, target ignition advance angle, and duration of the no-power downshift condition.

[0106] If the ignition angle fitting model is trained using a regression fitting training method, the training process may primarily include: obtaining multiple sets of target operating data; selecting a preset proportion of first target operating data sets from all target operating data sets in ascending order of the duration of the no-power downshift condition; training the regression task model using the difference between the current engine speed and the target speed in the first target operating data set as sample features, and using the ignition advance angle position sample labels in the first target operating data set as training targets.

[0107] If the ignition angle fitting model is trained using adversarial training, then Figure 5 As shown, the training process can mainly include:

[0108] S201. Acquire multiple sets of target operation data.

[0109] S202 : Select a first target operating data group with a preset proportion from all target operating data groups according to the duration of the no-power downshift condition from small to large, and set the remaining target operating data groups as the second target operating data group.

[0110] S203: Divide the first target operating data set into a third target operating data set and a fourth target operating data set. Construct a first sample set based on the third target operating data set, and construct a second sample set based on the second target operating data set and the fourth target operating data set. For any first sample in the first sample set, the sample features are the current engine speed and the target speed difference, and the sample label is the target ignition advance angle. For any second sample in the second sample set, the sample features are the current engine speed, the target speed difference, and the target ignition advance angle, and the sample label is the binary classification category of the sample feature corresponding to the first target operating data set or the second target operating data set.

[0111] During the specific implementation process, the first target operating data group can be randomly divided into the third target operating data group and the fourth target operating data group, or the first target operating data group can be divided into the third target operating data group and the fourth target operating data group using specific rules (for example, the first target operating data group is divided into the third target operating data group and the fourth target operating data group in odd-even grouping order according to the duration of the downshift condition from small to large). The embodiments of the present invention do not make too many restrictions on this.

[0112] S204: Perform at least one round of training on the regression model using the first sample set. In each round of training, the regression model is trained using the first training sample of the first sample set. After each round of training, the regression model is tested using the first test sample of the first sample set. If the regression evaluation index of the test result does not meet the regression evaluation index requirement, the regression model is trained again. If the regression evaluation index of the test result meets the regression evaluation index requirement, the regression model training is terminated.

[0113] In the specific implementation process, the regression model is trained with the sample features of the first training sample as input and the sample labels of the first training sample as output. The regression evaluation indicators can be the mean absolute error (MAE), mean square error (MSE), root mean square error (RMSE), mean absolute percentage error (MAPE), determination coefficient R 2 (R squared), etc. The regression evaluation index requirement is that the regression evaluation index of the test result belongs to the preset regression evaluation index range (for example, the regression evaluation index is less than the preset first index threshold).

[0114] S205: Construct a third sample set based on the first sample set and the regression model, and merge the second sample set and the third sample set into a fourth sample set. For any third sample in the third sample set, the sample features are the sample features of a corresponding first training sample, and the regression prediction value output by the regression model when the sample features of the first training sample are input into the regression model, and the sample label is the binary classification category of the second target operation data set.

[0115] S206: Determine a regression evaluation index of the regression model using the first test sample of the first sample set.

[0116] S207. Perform at least one round of training on the classification model using the fourth sample set. In each round of training, the regression model is trained using the fourth training sample from the fourth sample set. After each round of training, the classification model is tested using the fourth test sample from the fourth sample set. If the classification evaluation index of the test result does not meet the classification evaluation index requirement, the classification model is trained again. If the classification evaluation index of the test result meets the classification evaluation index requirement, the classification model training is terminated.

[0117] In a specific implementation, the classification model is trained using the sample features of the second training sample as input and the sample labels of the second training sample as output. Classification evaluation indicators can include the accuracy (ACC), precision (Precision), recall (Recall), the harmonic mean F1 of the accuracy and recall, and the area under the receiver operating characteristic curve (AUC) of the classification model's output for the second test sample set. The classification evaluation indicator requirement is that the classification evaluation indicator of the test result is greater than a preset second indicator threshold.

[0118] S208: Use the fourth training sample of the fourth sample set to test the classification model to determine whether the adversarial training end condition is met.

[0119] If the adversarial training end condition is not met, step S209 is executed; if the adversarial training end condition is met, step S210 is executed. The adversarial training end condition is that the classification evaluation index of the test result meets the adversarial evaluation index requirement, and the regression evaluation index of the regression model meets the regression evaluation index requirement.

[0120] During the specific implementation, the adversarial evaluation index is required to be that the classification evaluation index of the test result belongs to a preset numerical range, and the preset numerical range includes 0.5 (for example, the preset numerical range is [0.45, 0.55]).

[0121] S209: Determine the value of the joint loss function, and use the value of the joint loss function to adjust the model parameters of the regression model. Return to step S205.

[0122] In specific implementations, the joint loss function is the weighted sum of the regression loss function of the regression model and the classification loss function of the classification model. The regression loss function can be calculated using MAE, MSE, or other methods, while the classification loss function can be calculated using cross-entropy loss. The joint loss function can be used to adjust the model parameters of the regression model using the gradient descent method.

[0123] S210: Using the current regression model as the final ignition angle fitting model.

[0124] In this way, in the above-mentioned different embodiments, by adjusting the ignition advance angle in the no-power downshift condition, the engine's torque output can be quickly changed, thereby further increasing the engine speed while minimizing the impact on fuel consumption and emissions, improving the engine's power control response speed, reducing the duration of the no-power downshift condition, and improving the vehicle's driving stability.

[0125] Furthermore, as an optional implementation, in the above-mentioned implementations of determining the ignition advance angle, the target difference threshold may be a pre-calibrated fixed parameter.

[0126] Furthermore, as another optional embodiment, in the aforementioned embodiments of determining the ignition advance angle, in order to better adapt to different no-power downshift conditions and achieve vehicle driving smoothness, the target difference threshold can be a dynamic parameter adjusted according to the operating conditions. Optionally, the target difference threshold can be determined as follows:

[0127] Based on a third preset correspondence between the rotational speed, the gear position and the difference threshold, a target difference threshold corresponding to the current rotational speed and the target gear position is determined.

[0128] In a specific implementation process, the third preset correspondence between the rotational speed, gear position and difference threshold can be obtained by pre-calibration, and the third preset correspondence can be implemented in the form of a MAP diagram, an array table, a fitting function curve, etc.

[0129] Specifically, the third preset corresponding relationship satisfies:

[0130] When the target gear is the same, the higher the current engine speed, the larger the target difference threshold.

[0131] When the current engine speed is the same, the target difference threshold becomes larger if the target gear is larger.

[0132] For certain types of vehicles using engines with slow power control response speeds, this slow response can easily cause the engine speed to drop too low during the shift process, making it difficult to match the transmission input shaft speed. This can result in an extended period of time for the engine speed to match the transmission input shaft speed, causing a jerky ride and even causing the engine to stall due to the low engine speed. Existing technologies address this issue by primarily improving the transmission system's hardware structure and materials. For example, these include using synchronizer ring materials with high friction coefficients to shorten synchronization time, increasing the synchronizer cone angle to increase synchronization torque and accelerate speed synchronization, and using multi-stage cone synchronizers to increase the friction area and enhance synchronization capability. This can lead to increased vehicle hardware costs. The engine control method provided in the embodiment of the present invention does not require any changes to the vehicle power system hardware, does not require additional hardware sensors, and does not require any changes to the TCU's shift control logic. Only by optimizing the engine control strategy, it can improve the problems of long downshifting time in a no-power downshift condition, poor vehicle driving smoothness, prone to jerking, and even engine stalling in severe cases for vehicles using engines with slow power response control speeds. This improves the vehicle's driving experience without increasing hardware costs.

[0133] Based on the same inventive concept, an embodiment of the present invention further provides an engine controller, such as Figure 6 Shown, including:

[0134] The engine target speed determination module M1 is configured to determine a first target engine speed based on a target gear position of the automatic transmission and a current vehicle motion state parameter when the vehicle is in a no-power downshift condition; the target gear position is the gear position indicated by the automatic transmission to the engine controller for the required gear shift;

[0135] a fuel supply control module M2, configured to determine a target supply speed according to the current engine speed and the first target engine speed, and supply fuel to the engine at the target supply speed;

[0136] The ignition control module M3 is configured to determine a target ignition advance angle according to the current engine speed and the first target engine speed, and ignite the fuel in the engine cylinder at the target ignition advance angle.

[0137] Optionally, the vehicle motion state parameters include the current vehicle speed and the current vehicle acceleration.

[0138] Further optionally, determining the first target engine speed according to the target gear of the automatic transmission and the current motion state parameter of the vehicle includes:

[0139] determining a second target engine speed according to the current vehicle speed and the target gear position;

[0140] Based on a first preset correspondence between the second engine speed, the vehicle speed, the vehicle acceleration and the first engine speed, the first target engine speed corresponding to the current vehicle speed, the current vehicle acceleration and the second target engine speed is determined.

[0141] Further optionally, the first preset corresponding relationship satisfies:

[0142] Under the condition that the current vehicle acceleration and the second target engine speed are the same, the higher the current vehicle speed, the higher the first target engine speed;

[0143] Under the condition that the current vehicle speed and the second target engine speed are the same, the greater the current vehicle acceleration, the greater the first target engine speed;

[0144] When the current vehicle travel speed and the current vehicle travel acceleration are the same, the higher the second target engine speed, the higher the first target engine speed.

[0145] Optionally, determining the target ignition advance angle according to the current engine speed and the first target engine speed includes:

[0146] If the target speed difference is less than the target difference threshold, a preset ignition advance angle is used as the target ignition advance angle; the target speed difference is the difference between the first target speed of the engine and the current speed of the engine;

[0147] If the target speed difference is greater than or equal to the target difference threshold, based on a second preset correspondence between the engine speed, the speed difference and the ignition advance angle correction angle, the target ignition advance angle correction angle corresponding to the current engine speed and the target speed difference is determined, and the sum of the preset ignition advance angle and the target ignition advance angle correction angle is used as the target ignition advance angle.

[0148] Further optionally, the target difference threshold is determined by:

[0149] Based on a third preset correspondence between the rotational speed, the gear position and the difference threshold, a target difference threshold corresponding to the current engine rotational speed and the target gear position is determined.

[0150] Further optionally, the second preset corresponding relationship satisfies:

[0151] When the current engine speed is the same, the greater the target speed difference, the greater the absolute value of the target ignition advance angle correction angle;

[0152] When the target speed difference is the same, the greater the current engine speed, the greater the absolute value of the target ignition advance angle correction angle.

[0153] Further optionally, the third preset corresponding relationship satisfies:

[0154] When the target gear is the same, the higher the current engine speed, the larger the target difference threshold;

[0155] When the current engine speed is the same, the target difference threshold becomes larger if the target gear is larger.

[0156] Optionally, determining the target supply speed according to the current engine speed and the first target engine speed includes:

[0157] The target supply speed is dynamically determined according to the current engine speed and the first target engine speed based on a PID control algorithm.

[0158] It should be understood that the embodiment of the engine controller described above is merely illustrative. For example, the division of the modules is merely a logical functional division, and there may be other division methods in actual implementation. For example, multiple modules may be combined or integrated into another system, or some features may be ignored or not executed. The functional modules in the embodiment may be integrated into a processing module, or may be physically present as individual unit modules, or two or more modules may be integrated into one module. The above-mentioned integrated modules may be implemented in the form of hardware or in the form of software functional units. If the integrated unit is implemented in the form of a software functional module and sold or used as an independent product, it may be stored in a readable storage medium.

[0159] Since the principle of solving the problem by the engine controller is basically consistent with that of the engine control method, the implementation of the engine controller can refer to the implementation of the engine control method, which will not be described in detail here.

[0160] Based on the same inventive concept, an embodiment of the present invention further provides an engine controller, such as Figure 7 As shown, it includes: a processor 110 and a memory 120 for storing executable instructions of the processor 110;

[0161] The processor 110 is configured to execute the instructions to implement the hydraulically driven vehicle control method.

[0162] In a specific implementation, the controller may have relatively large differences due to different configurations or performances, and may include one or more processors 110, a memory 120, and a computer-readable storage medium 130. The memory 120 and / or the computer-readable storage medium 130 may include one or more applications 131 or data 132. The memory 120 and / or the computer-readable storage medium 130 may also include one or more operating systems 133, such as Windows, Mac OS, Linux, IOS, Android, Unix, FreeBSD, etc. The memory 120 and the computer-readable storage medium 130 may be temporary storage or persistent storage. The application 131 may include one or more modules ( Figure 7 (not shown), each module may include a series of instruction operations. Furthermore, the processor 110 may be configured to communicate with the computer-readable storage medium 130, and execute a series of instruction operations in the computer-readable storage medium 130 on the controller. The controller may also include one or more power supplies ( Figure 7 one or more network interfaces 140, the network interface 140 including a wired network interface 141 and / or a wireless network interface 142; one or more input / output interfaces 143.

[0163] Based on the same inventive concept, an embodiment of the present invention further provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program. When the computer program code runs on a computer, the computer executes the engine control method.

[0164] The readable storage medium may be any available medium that can be stored by a computer, or a data storage device such as a server or data center that includes one or more available media. The available medium may be a magnetic medium (e.g., a floppy disk, a hard disk, or a magnetic tape), an optical medium (e.g., a high-density digital video disc (DVD) or a video compact disc (VCD)), or a semiconductor medium (e.g., a solid-state drive (SSD)).

[0165] Since the principle of solving the problem by the above-mentioned readable storage medium is consistent with the engine control method, the implementation of the above-mentioned readable storage medium can refer to the implementation of the method, and the repeated parts will not be repeated.

[0166] Based on the same inventive concept, an embodiment of the present invention further provides a computer program product, which includes: computer program code, which enables the computer to execute the engine control method when the computer program code runs on the computer.

[0167] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function described in the embodiment of the present application is generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable devices. The computer instructions can be stored in a readable storage medium, or transmitted from a readable storage medium to another readable storage medium. For example, the computer instructions can be transmitted from a website, a computer, a server, or a data center by wired (such as coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (such as infrared, wireless, microwave, etc.) mode to another website, computer, server, or data center.

[0168] Since the principle of solving the problem by the above computer program product is consistent with that of the engine control method, the implementation of the above computer program product can refer to the implementation of the method, and the repeated parts will not be repeated.

[0169] The engine control method and related hardware provided by the embodiments of the present invention do not require any changes to the vehicle power system hardware, do not require additional hardware sensors, and do not require any changes to the TCU's shift control logic. Simply by optimizing the engine control strategy, vehicles using engines with slow power response control speeds can improve the problems of long downshifting times in unpowered downshifting conditions, poor vehicle driving comfort, prone to jerking, and even engine stalling in severe cases. This improves the vehicle's driving experience without increasing hardware costs.

[0170] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, systems, or computer program products. Therefore, the present application can adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code.

[0171] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the present application. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0172] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0173] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0174] Obviously, those skilled in the art may make various changes and modifications to this application without departing from the spirit and scope of this application. Thus, if these modifications and variations of this application fall within the scope of the claims of this application and their equivalents, this application is intended to include these modifications and variations.

Claims

1. An engine control method, characterized in that: Engine controllers for vehicles with automatic transmissions, including: When it is determined that the vehicle is in a no-power downshift condition, determining a first target engine speed based on a target gear of the automatic transmission and a current vehicle motion state parameter; the target gear is a gear position indicated by the automatic transmission to the engine controller for a required gear shift; determining a target supply speed and a target ignition advance angle according to a current engine speed and a first target engine speed, supplying fuel to the engine at the target supply speed, and igniting the fuel in the engine cylinder at the target ignition advance angle; If the following conditions are met at the same time, the vehicle is determined to be in a no-power downshift condition: cutting off the fuel supply to the engine in response to a driver command; The current gear of the automatic transmission is higher than the target gear, and the target gear is not neutral; the target gear is the gear of the automatic transmission that needs to be shifted.

2. The method according to claim 1, wherein The current vehicle motion state parameters include the current vehicle speed and the current vehicle acceleration; The determining the first target speed of the engine according to the target gear of the automatic transmission and the current motion state parameter of the vehicle includes: determining a second target engine speed according to the current vehicle speed and the target gear position; Based on a first preset correspondence between the second engine speed, the vehicle speed, the vehicle acceleration and the first engine speed, the first target engine speed corresponding to the current vehicle speed, the current vehicle acceleration and the second target engine speed is determined.

3. The method according to claim 2, wherein The first preset corresponding relationship satisfies: Under the condition that the current vehicle acceleration and the second target engine speed are the same, the higher the current vehicle speed, the higher the first target engine speed; Under the condition that the current vehicle speed and the second target engine speed are the same, the greater the current vehicle acceleration, the greater the first target engine speed; When the current vehicle travel speed and the current vehicle travel acceleration are the same, the higher the second target engine speed, the higher the first target engine speed.

4. The method according to claim 1, wherein Determining a target ignition advance angle according to the current engine speed and the first target engine speed includes: If the target speed difference is less than the target difference threshold, a preset ignition advance angle is used as the target ignition advance angle; the target speed difference is the difference between the first target speed of the engine and the current speed of the engine; If the target speed difference is greater than or equal to the target difference threshold, based on a second preset correspondence between the engine speed, the speed difference and the ignition advance angle correction angle, the target ignition advance angle correction angle corresponding to the current engine speed and the target speed difference is determined, and the sum of the preset ignition advance angle and the target ignition advance angle correction angle is used as the target ignition advance angle.

5. The method according to claim 4, wherein The target difference threshold is determined as follows: Based on a third preset correspondence between the rotational speed, the gear position and the difference threshold, a target difference threshold corresponding to the current engine rotational speed and the target gear position is determined.

6. The method according to claim 5, wherein The second preset corresponding relationship satisfies: When the current engine speed is the same, the greater the target speed difference, the greater the absolute value of the target ignition advance angle correction angle; When the target speed difference is the same, the greater the current engine speed, the greater the absolute value of the target ignition advance angle correction angle; The third preset corresponding relationship satisfies: When the target gear is the same, the higher the current engine speed, the larger the target difference threshold; When the current engine speed is the same, the target difference threshold becomes larger if the target gear is larger.

7. An engine controller, characterized in that: include: an engine target speed determination module, configured to determine, when the vehicle is in a no-power downshift condition, a first target engine speed based on a target gear position of the automatic transmission and a current vehicle motion state parameter; the target gear position being the gear position indicated by the automatic transmission to the engine controller for the required gear shift; a fuel supply control module, configured to determine a target supply speed according to a current engine speed and a first target engine speed, and supply fuel to the engine at the target supply speed; The ignition control module is configured to determine a target ignition advance angle according to the current engine speed and the first target engine speed, and ignite fuel in the engine cylinder at the target ignition advance angle.

8. An engine controller, characterized in that: include: a processor and a memory for storing instructions executable by the processor; The processor is configured to execute the instructions to implement the engine control method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that The computer-readable storage medium stores computer program code, and when the computer program code is run on a computer, the computer is enabled to execute the engine control method according to any one of claims 1 to 6.

10. A computer program product, characterized in that The computer program product comprises: a computer program code, and when the computer program code is run on a computer, the computer is caused to execute the engine control method according to any one of claims 1 to 6.

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