Engine control method, electronic equipment, readable storage medium and program product

Abstract

The invention provides an engine control method, electronic equipment, a readable storage medium and a program product. The method comprises the steps that a first variable valve timing VVT angle and a first ignition angle of a pre-configured engine at the lowest altitude where a vehicle can run and a second VVT angle and a second ignition angle of the pre-configured engine at the highest altitude where the vehicle can run are obtained; dynamic atmospheric pressure outside the vehicle is monitored, and a pressure interval corresponding to the dynamic atmospheric pressure is determined; under the condition that the pressure interval corresponding to the dynamic atmospheric pressure changes, a first VVT interpolation coefficient and a first ignition interpolation coefficient are obtained based on the latest pressure interval corresponding to the dynamic atmospheric pressure; calculating a target VVT angle based on the first VVT interpolation coefficient, the first VVT angle and the second VVT angle; calculating a target ignition angle based on the first ignition interpolation coefficient, the first ignition angle and the second ignition angle; the engine is controlled based on the target VVT angle and the target ignition angle. The power of the engine can be improved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to an engine control method, electronic equipment, a readable storage medium, and a program product. Background Art

[0002] The engine is a key component of a vehicle. Related technologies typically utilize the Miller cycle and exhaust gas turbocharging. Miller cycle technology reduces the engine's tendency to knock, increases the engine's compression ratio, reduces intake air volume, and reduces pumping losses. Exhaust gas turbocharging increases engine power, thereby improving the engine's energy conversion efficiency. However, these technologies, when the vehicle is at high altitude, decreases atmospheric pressure and changes in engine intake air volume, leading to torque loss and insufficient engine power.

[0003] It can be seen that the related art has the problem of insufficient engine power when the vehicle is in a high-altitude area. Summary of the Invention

[0004] Embodiments of the present invention provide an engine control method, an electronic device, a readable storage medium, and a program product to solve the problem of insufficient engine power when a vehicle is in a high-altitude area in the related art.

[0005] To solve the above problems, the present invention is achieved as follows:

[0006] In a first aspect, an embodiment of the present invention provides an engine control method, comprising:

[0007] Obtaining a pre-configured first variable valve timing (VVT) angle and a first ignition angle of the engine at a lowest altitude at which the vehicle can be driven, and a second VVT angle and a second ignition angle at a highest altitude at which the vehicle can be driven;

[0008] monitoring the dynamic atmospheric pressure outside the vehicle and determining a pressure range corresponding to the dynamic atmospheric pressure;

[0009] When the pressure interval corresponding to the dynamic atmospheric pressure changes, obtaining a first VVT interpolation coefficient and a first ignition interpolation coefficient based on a latest pressure interval corresponding to the dynamic atmospheric pressure;

[0010] Calculating a target VVT angle based on the first VVT interpolation coefficient, the first VVT angle, and the second VVT angle;

[0011] Calculating a target ignition angle based on the first ignition interpolation coefficient, the first ignition angle, and the second ignition angle;

[0012] The engine is controlled based on the target VVT angle and the target ignition angle.

[0013] In a second aspect, an embodiment of the present invention further provides an engine control device, comprising:

[0014] a first acquisition module configured to acquire a first variable valve timing (VVT) angle and a first ignition angle of a pre-configured engine at a lowest altitude at which the vehicle can be driven, and a second VVT angle and a second ignition angle at a highest altitude at which the vehicle can be driven;

[0015] a first monitoring module, configured to monitor the dynamic atmospheric pressure outside the vehicle and determine a pressure range corresponding to the dynamic atmospheric pressure;

[0016] a second acquisition module, configured to acquire a first VVT interpolation coefficient and a first ignition interpolation coefficient based on a latest pressure interval corresponding to the dynamic atmospheric pressure when the pressure interval corresponding to the dynamic atmospheric pressure changes;

[0017] a first calculation module, configured to calculate a target VVT angle based on the first VVT interpolation coefficient, the first VVT angle, and the second VVT angle;

[0018] a second calculation module, configured to calculate a target ignition angle based on the first ignition interpolation coefficient, the first ignition angle, and the second ignition angle;

[0019] A control module is configured to control the engine based on the target VVT angle and the target ignition angle.

[0020] In a third aspect, an embodiment of the present invention further provides an electronic device comprising a processor, a memory, and a computer program stored in the memory and executable on the processor, wherein the computer program, when executed by the processor, implements the steps of the engine control method as described in the first aspect above.

[0021] In a fourth aspect, an embodiment of the present invention further provides a readable storage medium for storing a program, which, when executed by a processor, implements the steps in the engine control method as described in the first aspect above.

[0022] In a fifth aspect, an embodiment of the present invention further provides a computer program product, comprising computer instructions, which, when executed by a processor, implement the steps of the engine control method as described in the first aspect above.

[0023] In an embodiment of the present invention, a first variable valve timing (VVT) angle and a first ignition angle of a pre-configured engine at the lowest drivable altitude of the vehicle, and a second VVT angle and a second ignition angle at the highest drivable altitude of the vehicle are obtained; the dynamic atmospheric pressure outside the vehicle is monitored, and a pressure range corresponding to the dynamic atmospheric pressure is determined; when the pressure range corresponding to the dynamic atmospheric pressure changes, a first VVT interpolation coefficient and a first ignition interpolation coefficient are obtained based on the latest pressure range corresponding to the dynamic atmospheric pressure; a target VVT angle is calculated based on the first VVT interpolation coefficient, the first VVT angle, and the second VVT angle; a target ignition angle is calculated based on the first ignition interpolation coefficient, the first ignition angle, and the second ignition angle. In this way, the target VVT angle and the target ignition angle calculated according to the pressure range corresponding to the dynamic atmospheric pressure are used to control the engine of the vehicle based on the target VVT angle and the target ignition angle, thereby improving the torque of the engine at the dynamic atmospheric pressure and effectively improving the power of the engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments of the present invention. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0025] Figure 1 is a flow chart of an engine control method provided by an embodiment of the present invention;

[0026] Figure 2 Schematic diagram of determining the target self-learning value provided by an embodiment of the present invention;

[0027] Figure 3 2 is a schematic diagram for determining a target VVT angle and a target ignition angle according to an embodiment of the present invention;

[0028] Figure 4 is a structural diagram of an engine control device provided by an embodiment of the present invention;

[0029] Figure 5 This is a structural diagram of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0030] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of them. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0031] See Figure 1 , Figure 1 is a flow chart of an engine control method provided by an embodiment of the present invention, such as Figure 1 As shown, the following steps are included:

[0032] Step 101: Obtain a first variable valve timing (VVT) angle and a first ignition angle of a pre-configured engine at the lowest altitude at which the vehicle can travel, and a second VVT angle and a second ignition angle at the highest altitude at which the vehicle can travel.

[0033] The above-mentioned minimum altitude and maximum altitude are the altitudes at which vehicles can travel, among which the minimum altitude can be set to the altitude of sea level 0, and the maximum altitude can be set to the altitude of Tanggula Pass at 5,200 meters. For roads below the minimum altitude, the atmospheric pressure outside the vehicle will not change significantly, and will not affect the normal driving of the vehicle. For roads above the maximum altitude, the number of roads is too small, and it is usually difficult for vehicles to travel at locations above the maximum altitude. Therefore, in the present invention, only vehicles traveling between the minimum altitude and the maximum altitude are considered.

[0034] The first VVT angle and the first ignition angle are obtained when the vehicle is tested at the lowest altitude, and the second VVT angle and the second ignition angle are obtained when the vehicle is tested at the highest altitude.

[0035] It should be noted that obtaining the first VVT angle, the first ignition angle, the second VVT angle and the second ignition angle is only performed once in the entire engine control step. In the subsequent monitoring and control process, the target VVT angle and the target ignition angle can be directly calculated based on the past first VVT angle, the first ignition angle, the second VVT angle and the second ignition angle.

[0036] Step 102: Monitor the dynamic atmospheric pressure outside the vehicle and determine a pressure range corresponding to the dynamic atmospheric pressure.

[0037] The aforementioned dynamic atmospheric pressure is the atmospheric pressure monitored at a preset frequency. It is understood that atmospheric pressure varies at different altitudes, and changes in atmospheric pressure result in changes in the vehicle's engine air intake volume. By directly monitoring the dynamic atmospheric pressure outside the vehicle, the target VVT angle and target ignition angle for the vehicle's engine are determined based on changes in the dynamic atmospheric pressure.

[0038] It should be noted that fluctuations in atmospheric pressure within a certain range (i.e., atmospheric pressure within a pressure range) will not affect the torque of the vehicle's engine. Therefore, when the dynamic atmospheric pressure fluctuates within this range, there is no need to adjust the engine's VVT angle and ignition angle; and when the atmospheric pressure fluctuates within a larger range (i.e., changes in the pressure range corresponding to the atmospheric pressure), it will affect the vehicle's engine torque, and the engine's VVT angle and ignition angle need to be adjusted.

[0039] The pressure range corresponding to the above-mentioned dynamic atmospheric pressure is set based on experience or test results. The change in the dynamic atmospheric pressure within a pressure range causes the change in the engine torque to be within the set range to meet the driving requirements of the vehicle.

[0040] Step 103 : When the pressure interval corresponding to the dynamic atmospheric pressure changes, obtain a first VVT interpolation coefficient and a first ignition interpolation coefficient based on the latest pressure interval corresponding to the dynamic atmospheric pressure.

[0041] The first VVT interpolation coefficient and the first ignition interpolation coefficient are coefficients configured for each pressure range, wherein the first VVT interpolation coefficient is used to correct the VVT ​​angle of the vehicle, and the first ignition interpolation coefficient is used to correct the ignition angle of the vehicle.

[0042] Step 104: Calculate a target VVT angle based on the first VVT interpolation coefficient, the first VVT angle, and the second VVT angle.

[0043] Step 105 : Calculate a target ignition angle based on the first ignition interpolation coefficient, the first ignition angle, and the second ignition angle.

[0044] The target VVT angle is calculated based on the first VVT interpolation coefficient, the first VVT angle, and the second VVT angle. The first VVT interpolation coefficient can be used as a weight coefficient for the first VVT angle or the second VVT angle, and then a weighted sum is performed to obtain the target VVT angle. Alternatively, the first VVT angle and the second VVT angle are weighted and summed, and the result of the weighted sum is multiplied or divided by the first VVT interpolation coefficient to obtain the target VVT angle.

[0045] In one embodiment, calculating the target VVT angle based on the first VVT interpolation coefficient, the first VVT angle, and the second VVT angle includes:

[0046] calculating a first product of the first VVT interpolation coefficient and the first VVT angle, calculating a second product of the first VVT interpolation coefficient and the second VVT angle, calculating a first difference between the first product and the second product, and setting the sum of the first difference and the second VVT angle as the target VVT angle;

[0047] The step of calculating a target ignition angle based on the first ignition interpolation coefficient, the first ignition angle, and the second ignition angle includes:

[0048] Calculate a third product of the first ignition interpolation coefficient and the first ignition angle, calculate a fourth product of the first ignition interpolation coefficient and the second ignition angle, calculate a second difference between the third product and the fourth product, and set the sum of the second difference and the second ignition angle as the target ignition angle.

[0049] The calculation process of the above target VVT angle is expressed by the following formula:

[0050] VVT target =VVT fac ×VVT plain +VVT hign ×(1-VVT fac );

[0051] Among them, VVT target is the target VVT angle, VVT fac is the first VVT interpolation coefficient, VVT plain is the first VVT angle, VVT hign is the second VVT angle.

[0052] The target ignition angle is calculated based on the first ignition interpolation coefficient, the first ignition angle and the second ignition angle. The first ignition interpolation coefficient can be used as the weight coefficient of the first ignition angle or the second ignition angle, and then a weighted sum is performed to obtain the target ignition angle. Alternatively, the first ignition angle and the second ignition angle are weighted and summed, and the result of the weighted sum is multiplied or divided by the first ignition interpolation coefficient to obtain the target ignition angle.

[0053] The calculation process of the target ignition angle is expressed by the following formula:

[0054] IGN target =IGN fac ×IGN plain +IGN hign ×(1-IGN fac );

[0055] Among them, IGN target is the target ignition angle, IGNfac is the first ignition interpolation coefficient, IGN plain is the first ignition angle, IGN hign is the second ignition angle.

[0056] Step 106: Control the engine based on the target VVT angle and the target ignition angle.

[0057] It should be noted that the greater the engine's Miller cycle depth, the smaller the engine's intake volume; and the smaller the engine's Miller cycle depth, the larger the engine's intake volume. Therefore, when the dynamic atmospheric pressure is high, the VVT ​​angle and ignition angle are adjusted to increase the Miller cycle depth; when the dynamic atmospheric pressure is low, the VVT ​​angle and ignition angle are adjusted to reduce the Miller cycle depth, thereby ensuring sufficient engine intake volume and improving engine torque. The engine is controlled based on the target VVT angle and target ignition angle to ensure sufficient engine intake volume, thereby improving engine torque.

[0058] In an embodiment of the present invention, a first variable valve timing (VVT) angle and a first ignition angle of a pre-configured engine at the lowest drivable altitude of the vehicle, and a second VVT angle and a second ignition angle at the highest drivable altitude of the vehicle are obtained; the dynamic atmospheric pressure outside the vehicle is monitored, and a pressure range corresponding to the dynamic atmospheric pressure is determined; when the pressure range corresponding to the dynamic atmospheric pressure changes, a first VVT interpolation coefficient and a first ignition interpolation coefficient are obtained based on the latest pressure range corresponding to the dynamic atmospheric pressure; a target VVT angle is calculated based on the first VVT interpolation coefficient, the first VVT angle, and the second VVT angle; a target ignition angle is calculated based on the first ignition interpolation coefficient, the first ignition angle, and the second ignition angle. In this way, the target VVT angle and the target ignition angle calculated according to the pressure range corresponding to the dynamic atmospheric pressure are used to control the engine of the vehicle based on the target VVT angle and the target ignition angle, thereby improving the torque of the engine at the dynamic atmospheric pressure and effectively improving the power of the engine.

[0059] In one embodiment, after acquiring the first VVT interpolation coefficient and the first ignition interpolation coefficient based on the latest pressure interval corresponding to the dynamic atmospheric pressure, the method further includes:

[0060] monitoring a dynamic intake air temperature of the engine and determining a temperature range corresponding to the dynamic intake air temperature;

[0061] Obtaining a correction coefficient for a temperature range corresponding to the dynamic intake air temperature;

[0062] Correcting the first VVT interpolation coefficient based on the correction coefficient to obtain a second VVT interpolation coefficient;

[0063] Correcting the first ignition interpolation coefficient based on the correction coefficient to obtain a second ignition interpolation coefficient;

[0064] The calculating a target VVT angle based on the first VVT interpolation coefficient, the first VVT angle, and the second VVT angle includes:

[0065] calculating a target VVT angle based on the second VVT interpolation coefficient, the first VVT angle, and the second VVT angle;

[0066] The step of calculating a target ignition angle based on the first ignition interpolation coefficient, the first ignition angle, and the second ignition angle includes:

[0067] A target ignition angle is calculated based on the second ignition interpolation coefficient, the first ignition angle, and the second ignition angle.

[0068] It should be noted that, under normal circumstances, the air temperature decreases as the altitude increases, but there are special circumstances in different regions. There are situations where the altitude increases but the temperature does not decrease or increases, that is, there are situations of high temperature plateaus. For engines using Miller cycle technology, in order to further improve the thermal efficiency and fuel economy of the engine, the engine uses a larger compression ratio, and the engine torque is increased by reducing the depth of the Miller cycle. When the temperature of the intake air entering the engine is low, the possibility of engine knock is low; but in the case of high temperature plateaus, the temperature of the intake air entering the engine is high, resulting in a higher probability of engine knock, which can easily cause damage to the engine. Therefore, in an embodiment of the present invention, the first VVT interpolation coefficient and the first ignition interpolation coefficient are corrected by a correction coefficient to reduce the probability of engine knock.

[0069] Specifically, the first VVT interpolation coefficient is corrected based on the correction coefficient to obtain the second VVT interpolation coefficient; and the first ignition interpolation coefficient is corrected based on the correction coefficient to obtain the second ignition interpolation coefficient. Correcting the first VVT interpolation coefficient based on the correction coefficient may involve multiplying or dividing the correction coefficient by the first VVT interpolation coefficient to obtain the second VVT interpolation coefficient, or adding or subtracting the correction coefficient from the first VVT interpolation coefficient to obtain the second VVT interpolation coefficient. Correcting the first ignition interpolation coefficient based on the correction coefficient is similar to correcting the first VVT interpolation coefficient based on the correction coefficient and is not further described here.

[0070] For example, based on the second VVT interpolation coefficient, the first VVT angle, and the second VVT angle, the target VVT angle can be calculated using the following formula:

[0071] VVTtarget =VVT fac ×VVT plain +VVT hign ×(1-VVT fac ×VVT tans );

[0072] VVT in the formula tans is the correction factor.

[0073] Based on the second ignition interpolation coefficient, the first ignition angle and the second ignition angle, the target ignition angle can be calculated using the following formula:

[0074] IGN target =IGN fac ×IGN plain +IGN hign ×(1-IGN fac ×IGN tans );

[0075] IGN in the formula tans is the correction factor.

[0076] The correction coefficient for the temperature range corresponding to the above dynamic intake air temperature can be determined from the following table 1:

[0077] Table 1

[0078] Inlet air temperature / ℃ -30 -20 -10 0 10 20 30 35 40 45 50 Correction factor 1 1 1 1 1 1 1 1.2 1.4 1.6 1.8

[0079] In Table 1, the correction coefficient between -30°C and 30°C is 1, and the correction coefficient between 30°C and 35°C is 1.2. The correction coefficient corresponding to the dynamic intake temperature can be determined by Table 1.

[0080] Among them, the size of the correction coefficient can be preliminarily set by scanning points in a high-temperature and plateau bench test, and then fine-tuned and verified in actual high-temperature and plateau road tests.

[0081] In an embodiment of the present invention, the dynamic intake temperature of the engine is monitored and a temperature range corresponding to the dynamic intake temperature is determined; a correction coefficient for the temperature range corresponding to the dynamic intake temperature is obtained; the first VVT interpolation coefficient is corrected based on the correction coefficient to obtain a second VVT interpolation coefficient; the first ignition interpolation coefficient is corrected based on the correction coefficient to obtain a second ignition interpolation coefficient. In this way, the target VVT angle and the target ignition angle are calculated using the second VVT interpolation coefficient and the second ignition interpolation coefficient, thereby reducing the probability of engine knock and avoiding premature engine damage caused by knock.

[0082] Furthermore, after monitoring the dynamic atmospheric pressure outside the vehicle and determining the pressure range corresponding to the dynamic atmospheric pressure, the method further includes:

[0083] When the engine meets a preset condition, obtaining a dynamic knock retreat angle and a self-learning value mapping table of the engine, wherein the self-learning value mapping table includes self-learning values ​​corresponding to different knock retreat angles;

[0084] querying the self-learning value mapping table based on the dynamic knock retreat angle to obtain an initial self-learning value;

[0085] Correcting the first VVT interpolation coefficient based on the initial self-learning value to obtain a third VVT interpolation coefficient;

[0086] Correcting the first ignition interpolation coefficient based on the initial self-learning value to obtain a third ignition interpolation coefficient;

[0087] The calculating a target VVT angle based on the first VVT interpolation coefficient, the first VVT angle, and the second VVT angle includes:

[0088] Calculating a target VVT angle based on the third VVT interpolation coefficient, the first VVT angle, and the second VVT angle;

[0089] The step of calculating a target ignition angle based on the first ignition interpolation coefficient, the first ignition angle, and the second ignition angle includes:

[0090] A target ignition angle is calculated based on the third ignition interpolation coefficient, the first ignition angle, and the second ignition angle.

[0091] It should be noted that due to limitations in processing technology, component manufacturing tolerances, assembly techniques, and worker proficiency, engines produced on the same production line exhibit certain performance variations. This results in differences in the optimal VVT angle and ignition angle for individual engines under varying conditions, such as atmospheric pressure and intake air temperature. Therefore, in the embodiments of the present invention, the first VVT interpolation coefficient and the first ignition interpolation coefficient are corrected using the initial self-learning value, bringing the target VVT angle and target ignition angle closer to the engine's optimal VVT angle and ignition angle, thereby improving engine torque.

[0092] The knock-back angle is the correction value required for the VVT ​​angle and ignition angle when the engine knocks, in order to reduce the probability of engine knock. It should be noted that different knock-back angles correspond to different initial self-learning values, which are specifically determined by the self-learning value mapping table. For example, the self-learning value mapping table can be shown in Table 2 below:

[0093] Table 2

[0094] Detonation recession angle / ° -6 -5.25 -4.5 -3.75 -3 -2.25 -1.5 -0.75 0 Self-learning value 0.2 0.18 0.16 0.14 0.12 0.1 0.05 0 -0.05

[0095] When a dynamic knock retreat angle is detected, the initial self-learning value can be obtained by querying the self-learning value mapping table according to the dynamic knock retreat angle.

[0096] The aforementioned correction of the first VVT interpolation coefficient based on the initial self-learned value to obtain the third VVT interpolation coefficient can be performed by multiplying or dividing the first VVT interpolation coefficient by the initial self-learned value, or by adding or subtracting the first VVT interpolation coefficient from the initial self-learned value to obtain the third VVT interpolation coefficient. Correcting the first ignition interpolation coefficient based on the initial self-learned value is similar to correcting the first VVT interpolation coefficient based on the initial self-learned value and is not further described here.

[0097] In one embodiment, after querying the self-learning value mapping table based on the dynamic knock retreat angle to obtain an initial self-learning value, the method further includes:

[0098] Integrating the initial self-learning value with respect to time to obtain an intermediate self-learning value;

[0099] Setting the sum of the initial self-learning value and the intermediate self-learning value as a target self-learning value;

[0100] The step of correcting the first VVT interpolation coefficient based on the initial self-learning value to obtain a third VVT interpolation coefficient includes:

[0101] Correcting the first VVT interpolation coefficient based on the target self-learning value to obtain a third VVT interpolation coefficient;

[0102] The step of correcting the first ignition interpolation coefficient based on the initial self-learning value to obtain a third ignition interpolation coefficient includes:

[0103] The first ignition interpolation coefficient is corrected based on the target self-learning value to obtain a third ignition interpolation coefficient.

[0104] In the above, the initial self-learning value is integrated over time to obtain the intermediate self-learning value; the sum of the initial self-learning value and the intermediate self-learning value is set as the target self-learning value, which can be expressed by the following formula:

[0105] Learn=Learn base +Learn base ×dT / T;

[0106] Among them, Learn is the target self-learning value, baseis the initial self-learning value, and T is the time. In this way, each engine obtains the target self-learning value through integration, so that the target self-learning value is adapted to each engine.

[0107] Furthermore, based on the third VVT interpolation coefficient, the first VVT angle, and the second VVT angle, the target VVT angle is calculated and can be expressed by the following formula:

[0108] VVT target =VVT fac ×VVT plain +VVT hign ×(1-VVT fac +VVT learn );

[0109] The formula is VVT learn Target self-learning value.

[0110] Based on the third ignition interpolation coefficient, the first ignition angle, and the second ignition angle, the target ignition angle is calculated and can be expressed by the following formula:

[0111] IGN target =IGN fac ×IGN plain +IGN hign ×(1-IGN fac +IGN learn );

[0112] IGN in the formula learn Target self-learning value.

[0113] In an embodiment of the present invention, an intermediate self-learning value is obtained by integrating the initial self-learning value with respect to time; the sum of the initial self-learning value and the intermediate self-learning value is set as a target self-learning value so that the target self-learning value is adapted to each engine, and then a third VVT interpolation coefficient and a third ignition interpolation coefficient are calculated based on the target self-learning value to improve the accuracy of the target VVT angle and the target ignition angle obtained based on the third VVT interpolation coefficient and the third ignition interpolation coefficient.

[0114] Furthermore, the preset condition includes at least one of the following:

[0115] The torque fluctuation of the engine is less than a torque fluctuation threshold;

[0116] The engine speed fluctuation is less than a speed fluctuation threshold;

[0117] The dynamic atmospheric pressure is less than a set pressure threshold;

[0118] The knock monitoring enable flag provided in the engine is in an activated state.

[0119] It should be noted that the engine needs to determine the self-learning value under relatively stable operating conditions and low atmospheric pressure. If the operating conditions are unstable or the atmospheric pressure is high, there is no need to consider setting the self-learning value. In particular, when the atmospheric pressure is greater than the set pressure threshold, the self-learning value in the calculation formula is cleared.

[0120] For example, Figure 2 As shown in the figure, when the preset conditions are met, the initial self-learning value is determined by the knock retreat angle, and the target self-learning value is obtained by integration. When the atmospheric pressure is greater than the set pressure threshold, the self-learning value in the calculation formula is cleared. Among them, the preset conditions can be set as: engine torque fluctuation is less than ±10Nm, engine speed fluctuation is less than ±30rpm / min, dynamic atmospheric pressure is less than 900hPa, and the knock monitoring enable flag set in the engine is in an activated state.

[0121] In one embodiment, the obtaining of the first VVT interpolation coefficient and the first ignition interpolation coefficient based on the latest pressure interval corresponding to the dynamic atmospheric pressure includes:

[0122] Obtaining a VVT interpolation coefficient mapping table and an ignition interpolation coefficient mapping table, wherein the VVT ​​interpolation coefficient mapping table includes VVT interpolation coefficients corresponding to different pressure intervals, and the ignition interpolation coefficient mapping table includes ignition interpolation coefficients corresponding to different pressure intervals;

[0123] querying the VVT ​​interpolation coefficient mapping table based on the latest pressure interval corresponding to the dynamic atmospheric pressure to obtain the first VVT interpolation coefficient;

[0124] The ignition interpolation coefficient mapping table is queried based on the latest pressure range corresponding to the dynamic atmospheric pressure to obtain the first ignition interpolation coefficient.

[0125] The above VVT ​​interpolation coefficient mapping table can be shown in Table 3 below:

[0126] Table 3

[0127] Atmospheric pressure / hpa 500 600 700 800 900 1000 VVT interpolation coefficient 0 0.2 0.4 0.6 0.8 1

[0128] The first VVT interpolation coefficient is determined by using the VVT ​​interpolation coefficient mapping table and the pressure range corresponding to the dynamic atmospheric pressure.

[0129] The above ignition interpolation coefficient mapping table can be shown in Table 4 below:

[0130] Table 4

[0131] Atmospheric pressure / hpa 500 600 700 800 900 1000 Firing angle interpolation coefficient 1 0.8 0.6 0.6 0.8 1

[0132] The first ignition interpolation coefficient is determined by using the ignition interpolation coefficient mapping table and the pressure range corresponding to the dynamic atmospheric pressure.

[0133] Furthermore, if Figure 3 As shown, in the present invention, the target VVT angle and target ignition angle can also be determined simultaneously by using the VVT ​​interpolation coefficient, the ignition interpolation coefficient, the correction coefficient, and the self-learning value. The calculation process of the target VVT angle is expressed as follows:

[0134] VVT target =VVT fac ×VVT plain +VVT hign ×(1-VVT fac ×VVT tans +VVT learn );

[0135] The calculation process of the target ignition angle is expressed as follows:

[0136] IGN target =IGN fac ×IGN plain +IGN hign ×(1-IGN fac ×IGN tans +IGN learn );

[0137] The target VVT angle and target ignition angle can be calculated using the above formula.

[0138] See Figure 4 , Figure 4 is a structural diagram of an engine control device provided by an embodiment of the present invention, such as Figure 4 As shown, the engine control device 400 includes:

[0139] A first acquisition module 401 is configured to acquire a first variable valve timing (VVT) angle and a first ignition angle of a pre-configured engine at a lowest altitude at which the vehicle can travel, and a second VVT angle and a second ignition angle at a highest altitude at which the vehicle can travel;

[0140] A first monitoring module 402 is configured to monitor the dynamic atmospheric pressure outside the vehicle and determine a pressure range corresponding to the dynamic atmospheric pressure;

[0141] A second acquisition module 403 is configured to acquire a first VVT interpolation coefficient and a first ignition interpolation coefficient based on a latest pressure interval corresponding to the dynamic atmospheric pressure when the pressure interval corresponding to the dynamic atmospheric pressure changes;

[0142] A first calculation module 404 is configured to calculate a target VVT angle based on the first VVT interpolation coefficient, the first VVT angle, and the second VVT angle;

[0143] A second calculation module 405 is configured to calculate a target ignition angle based on the first ignition interpolation coefficient, the first ignition angle, and the second ignition angle;

[0144] The control module 406 is configured to control the engine based on the target VVT angle and the target ignition angle.

[0145] In one embodiment, after the second acquisition module 403, the engine control device 400 further includes:

[0146] a second monitoring module, configured to monitor the dynamic intake air temperature of the engine and determine a temperature range corresponding to the dynamic intake air temperature;

[0147] a third acquisition module, configured to acquire a correction coefficient of a temperature range corresponding to the dynamic intake air temperature;

[0148] a first correction module, configured to correct the first VVT interpolation coefficient based on the correction coefficient to obtain a second VVT interpolation coefficient;

[0149] a second correction module, configured to correct the first ignition interpolation coefficient based on the correction coefficient to obtain a second ignition interpolation coefficient;

[0150] The first calculation module 404 is further configured to calculate a target VVT angle based on the second VVT interpolation coefficient, the first VVT angle, and the second VVT angle;

[0151] The second calculation module 405 is further configured to calculate a target ignition angle based on the second ignition interpolation coefficient, the first ignition angle, and the second ignition angle.

[0152] In one embodiment, after the first monitoring module 402 , the engine control device 400 further includes:

[0153] a fourth acquisition module, configured to acquire a dynamic knock recession angle and a self-learning value mapping table of the engine when the engine meets a preset condition, the self-learning value mapping table including self-learning values ​​corresponding to different knock recession angles;

[0154] a query module, configured to query the self-learning value mapping table based on the dynamic knock retreat angle to obtain an initial self-learning value;

[0155] a third correction module, configured to correct the first VVT interpolation coefficient based on the initial self-learning value to obtain a third VVT interpolation coefficient;

[0156] a fourth correction module, configured to correct the first ignition interpolation coefficient based on the initial self-learning value to obtain a third ignition interpolation coefficient;

[0157] The first calculation module 404 is further configured to calculate a target VVT angle based on the third VVT interpolation coefficient, the first VVT angle, and the second VVT angle;

[0158] The second calculation module 405 is further configured to calculate a target ignition angle based on the third ignition interpolation coefficient, the first ignition angle, and the second ignition angle.

[0159] In one embodiment, after the query module, the engine control device 400 further includes:

[0160] an integration module, configured to integrate the initial self-learning value with respect to time to obtain an intermediate self-learning value;

[0161] A setting module, configured to set the sum of the initial self-learning value and the intermediate self-learning value as a target self-learning value;

[0162] The third correction module is further configured to correct the first VVT interpolation coefficient based on the target self-learning value to obtain a third VVT interpolation coefficient;

[0163] The fourth correction module is further configured to correct the first ignition interpolation coefficient based on the target self-learning value to obtain a third ignition interpolation coefficient.

[0164] In one embodiment, the preset condition includes at least one of the following:

[0165] The torque fluctuation of the engine is less than a torque fluctuation threshold;

[0166] The engine speed fluctuation is less than a speed fluctuation threshold;

[0167] The dynamic atmospheric pressure is less than a set pressure threshold;

[0168] The knock monitoring enable flag provided in the engine is in an activated state.

[0169] In one embodiment, the first calculation module 404 is further configured to calculate a first product of the first VVT interpolation coefficient and the first VVT angle, calculate a second product of the first VVT interpolation coefficient and the second VVT angle, calculate a first difference between the first product and the second product, and set the sum of the first difference and the second VVT angle as the target VVT angle;

[0170] The second calculation module 405 is further used to calculate the third product of the first ignition interpolation coefficient and the first ignition angle, calculate the fourth product of the first ignition interpolation coefficient and the second ignition angle, calculate the second difference between the third product and the fourth product, and set the sum of the second difference and the second ignition angle as the target ignition angle.

[0171] In one embodiment, the second acquisition module 403 includes:

[0172] an acquiring unit, configured to acquire a VVT interpolation coefficient mapping table and an ignition interpolation coefficient mapping table, wherein the VVT ​​interpolation coefficient mapping table includes VVT interpolation coefficients corresponding to different pressure intervals, and the ignition interpolation coefficient mapping table includes ignition interpolation coefficients corresponding to different pressure intervals;

[0173] a first query unit, configured to query the VVT ​​interpolation coefficient mapping table based on the latest pressure interval corresponding to the dynamic atmospheric pressure to obtain the first VVT interpolation coefficient;

[0174] The second query unit is configured to query the ignition interpolation coefficient mapping table based on the latest pressure interval corresponding to the dynamic atmospheric pressure to obtain the first ignition interpolation coefficient.

[0175] The engine control device provided in the embodiment of the present invention is capable of implementing each process of each embodiment of the above-mentioned engine control method. The technical features correspond one to one and can achieve the same technical effects. To avoid repetition, they will not be described here.

[0176] It should be noted that the engine control device in the embodiment of the present invention may be a device, or a component, an integrated circuit, or a chip in an electronic device.

[0177] The embodiment of the present invention further provides an electronic device, see Figure 5 , Figure 5 This is a schematic diagram of the structure of an electronic device provided by the present invention. The electronic device includes a memory 501, a processor 502, and a program or instruction stored in the memory 501 and running on the memory 501. When the program or instruction is executed by the processor 502, Figure 1 Any steps in the corresponding method embodiments and achieving the same beneficial effects will not be repeated here.

[0178] The processor 502 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), or a complex programmable logic device (CPLD).

[0179] Those skilled in the art will appreciate that all or part of the steps of implementing the above-described embodiment method may be accomplished through hardware associated with program instructions, and the program may be stored in a readable medium.

[0180] The embodiment of the present invention further provides a readable storage medium, on which a computer program is stored, which can realize the above-mentioned Figure 1 Any steps in the corresponding method embodiments can achieve the same technical effect and are not described here to avoid repetition. The storage medium is, for example, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0181] The present application also provides a computer program product including computer instructions, which, when executed by a processor, implement the above Figure 1 The various processes of the embodiments of the corresponding methods can achieve the same technical effects, so they will not be described here to avoid repetition.

[0182] The terms "first", "second" etc. in the embodiments of the present invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequential order. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, the process, method, system, product or equipment comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or that are inherent to these processes, methods, products or equipment. In addition, "and / or" is used in this application to represent at least one of the connected objects, for example A and / or B and / or C, which means comprising 7 situations including single A, single B, single C, and both A and B exist, both B and C exist, both A and C exist, and both A, B and C exist.

[0183] It should be noted that, in this document, the terms "comprises," "includes," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or apparatus comprising the element.

[0184] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus the necessary general hardware platform, and of course can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk), and includes a number of instructions for enabling a terminal (which can be a mobile phone, computer, server, air conditioner, or second terminal device, etc.) to execute the methods of each embodiment of the present application.

[0185] The embodiments of the present application are described above in conjunction with the accompanying drawings, but the present application is not limited to the above-mentioned specific implementation methods. The above-mentioned specific implementation methods are merely illustrative and not restrictive. Under the guidance of this application, ordinary technicians in this field can also make many forms without departing from the purpose of this application and the scope of protection of the claims, all of which are within the protection of this application.

Claims

1. An engine control method, characterized in that: include: Obtaining a first variable valve timing (VVT) angle and a first ignition angle of a pre-configured engine at a lowest altitude at which the vehicle can be driven, and a second VVT angle and a second ignition angle at a highest altitude at which the vehicle can be driven; monitoring the dynamic atmospheric pressure outside the vehicle and determining a pressure range corresponding to the dynamic atmospheric pressure; When the pressure interval corresponding to the dynamic atmospheric pressure changes, obtaining a first VVT interpolation coefficient and a first ignition interpolation coefficient based on a latest pressure interval corresponding to the dynamic atmospheric pressure; Calculating a target VVT angle based on the first VVT interpolation coefficient, the first VVT angle, and the second VVT angle; Calculating a target ignition angle based on the first ignition interpolation coefficient, the first ignition angle, and the second ignition angle; The engine is controlled based on the target VVT angle and the target ignition angle.

2. The method according to claim 1, wherein After acquiring the first VVT interpolation coefficient and the first ignition interpolation coefficient based on the latest pressure interval corresponding to the dynamic atmospheric pressure, the method further includes: monitoring a dynamic intake air temperature of the engine and determining a temperature range corresponding to the dynamic intake air temperature; Obtaining a correction coefficient for a temperature range corresponding to the dynamic intake air temperature; Correcting the first VVT interpolation coefficient based on the correction coefficient to obtain a second VVT interpolation coefficient; Correcting the first ignition interpolation coefficient based on the correction coefficient to obtain a second ignition interpolation coefficient; The calculating a target VVT angle based on the first VVT interpolation coefficient, the first VVT angle, and the second VVT angle includes: calculating a target VVT angle based on the second VVT interpolation coefficient, the first VVT angle, and the second VVT angle; The step of calculating a target ignition angle based on the first ignition interpolation coefficient, the first ignition angle, and the second ignition angle includes: A target ignition angle is calculated based on the second ignition interpolation coefficient, the first ignition angle, and the second ignition angle.

3. The method according to claim 1, wherein After monitoring the dynamic atmospheric pressure outside the vehicle and determining the pressure range corresponding to the dynamic atmospheric pressure, the method further includes: When the engine meets a preset condition, obtaining a dynamic knock retreat angle and a self-learning value mapping table of the engine, wherein the self-learning value mapping table includes self-learning values ​​corresponding to different knock retreat angles; querying the self-learning value mapping table based on the dynamic knock retreat angle to obtain an initial self-learning value; Correcting the first VVT interpolation coefficient based on the initial self-learning value to obtain a third VVT interpolation coefficient; Correcting the first ignition interpolation coefficient based on the initial self-learning value to obtain a third ignition interpolation coefficient; The calculating a target VVT angle based on the first VVT interpolation coefficient, the first VVT angle, and the second VVT angle includes: Calculating a target VVT angle based on the third VVT interpolation coefficient, the first VVT angle, and the second VVT angle; The step of calculating a target ignition angle based on the first ignition interpolation coefficient, the first ignition angle, and the second ignition angle includes: A target ignition angle is calculated based on the third ignition interpolation coefficient, the first ignition angle, and the second ignition angle.

4. The method according to claim 3, wherein After querying the self-learning value mapping table based on the dynamic knock retreat angle to obtain an initial self-learning value, the method further includes: Integrating the initial self-learning value with respect to time to obtain an intermediate self-learning value; Setting the sum of the initial self-learning value and the intermediate self-learning value as a target self-learning value; The step of correcting the first VVT interpolation coefficient based on the initial self-learning value to obtain a third VVT interpolation coefficient includes: Correcting the first VVT interpolation coefficient based on the target self-learning value to obtain a third VVT interpolation coefficient; The step of correcting the first ignition interpolation coefficient based on the initial self-learning value to obtain a third ignition interpolation coefficient includes: The first ignition interpolation coefficient is corrected based on the target self-learning value to obtain a third ignition interpolation coefficient.

5. The method according to claim 3, wherein The preset conditions include at least one of the following: The torque fluctuation of the engine is less than a torque fluctuation threshold; The engine speed fluctuation is less than a speed fluctuation threshold; The dynamic atmospheric pressure is less than a set pressure threshold; The knock monitoring enable flag provided in the engine is in an activated state.

6. The method according to any one of claims 1 to 5, characterized in that The calculating a target VVT angle based on the first VVT interpolation coefficient, the first VVT angle, and the second VVT angle includes: calculating a first product of the first VVT interpolation coefficient and the first VVT angle, calculating a second product of the first VVT interpolation coefficient and the second VVT angle, calculating a first difference between the first product and the second product, and setting the sum of the first difference and the second VVT angle as the target VVT angle; The step of calculating a target ignition angle based on the first ignition interpolation coefficient, the first ignition angle, and the second ignition angle includes: Calculate a third product of the first ignition interpolation coefficient and the first ignition angle, calculate a fourth product of the first ignition interpolation coefficient and the second ignition angle, calculate a second difference between the third product and the fourth product, and set the sum of the second difference and the second ignition angle as the target ignition angle.

7. The method according to any one of claims 1 to 5, characterized in that The acquiring of a first VVT interpolation coefficient and a first ignition interpolation coefficient based on the latest pressure interval corresponding to the dynamic atmospheric pressure includes: Obtaining a VVT interpolation coefficient mapping table and an ignition interpolation coefficient mapping table, wherein the VVT ​​interpolation coefficient mapping table includes VVT interpolation coefficients corresponding to different pressure intervals, and the ignition interpolation coefficient mapping table includes ignition interpolation coefficients corresponding to different pressure intervals; querying the VVT ​​interpolation coefficient mapping table based on the latest pressure interval corresponding to the dynamic atmospheric pressure to obtain the first VVT interpolation coefficient; The ignition interpolation coefficient mapping table is queried based on the latest pressure range corresponding to the dynamic atmospheric pressure to obtain the first ignition interpolation coefficient.

8. An electronic device, characterized in that: The invention comprises a processor, a memory and a computer program stored in the memory and executable on the processor, wherein the steps of the engine control method according to any one of claims 1 to 7 are implemented when the computer program is executed by the processor.

9. A readable storage medium for storing a program, characterized in that: When the program is executed by a processor, the steps of the engine control method according to any one of claims 1 to 7 are implemented.

10. A computer program product, characterized in that The method comprises computer instructions, which, when executed by a processor, implement the steps of the engine control method according to any one of claims 1 to 7.

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