Vehicle engine control method, device and vehicle

Abstract

The application discloses a vehicle engine control method and device and a vehicle, and belongs to the technical field of vehicle control, and is used for solving the technical problem that the pressure in the air inlet pipe of an existing engine system rapidly rises to a high level when a user releases the accelerator and noise exists when pressure relief. The method comprises the following steps: in response to the accelerator pedal of the vehicle being released, determining whether the engine is in a prohibited fuel cut-off working condition; if yes, controlling the throttle valve to be closed after being delayed for a first preset time length and / or to be closed at a preset speed, reducing the fuel injection amount of the engine, and enabling the engine to charge the battery; and if no, controlling the throttle valve to increase the opening degree and / or keep the opening degree of the throttle valve maximum, and stopping fuel injection to the engine. According to the method, the pressure in the air inlet pipe can be stably reduced when the user releases the accelerator, the noise during pressure relief is eliminated, the redundant power generated during pressure relief can be utilized, the customer experience is improved, and the fuel economy is increased.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle engine control method, device and vehicle. Background Technology

[0002] Most vehicles currently use turbocharged engines. A turbocharged engine consists of two parts: a turbocharger and an engine. The turbocharger includes a compressor on the intake side and a turbine on the exhaust side. When a driver presses the accelerator, the turbocharged engine starts running. The compressor compresses the air entering the intake port and sends it into the engine for combustion through the open throttle valve. The exhaust gases produced by the combustion drive the turbine to rotate and are then discharged through the exhaust port. During this process, the rotation of the turbine drives the coaxial compressor to rotate, continuously compressing the air entering the intake port and sending it into the engine, allowing the engine to continuously produce power in conjunction with fuel. At the same time, the exhaust gases produced by the engine combustion continue to drive the turbine to rotate, which in turn drives the compressor to rotate and compress air, thus maintaining the vehicle's driving needs.

[0003] When a driver wants the vehicle to slow down, needs to shift gears, or is coasting in neutral, they typically lift the accelerator pedal to release the accelerator. At this time, the throttle is closed, but the exhaust gases from the engine combustion continue to drive the turbine to rotate. Simultaneously, the turbine and compressor themselves have significant inertia, causing the turbine to drive the compressor to continue rotating rapidly and compressing air. However, because the throttle is closed at this time, the pressure in the intake manifold between the compressor outlet and the throttle valve rises rapidly to a very high level. This causes the high-pressure airflow to backflow and impact the blades, resulting in surge. Furthermore, the increased pressure in the intake manifold can damage components such as the intake manifold and throttle valve.

[0004] Currently, conventional turbocharged engines typically have a wastegate. When the driver releases the accelerator, causing the pressure in the turbocharged engine's intake manifold to rise and requiring pressure relief, the engine control system will open the wastegate to release pressure and prevent surge caused by excessive pressure. However, during the pressure relief process, new noises such as bleed noise or slamming noise will be generated, affecting the driver's driving experience. Summary of the Invention

[0005] This application provides an engine depressurization method, device, and vehicle to solve the following technical problem: existing engine systems experience rapid pressure rise in the intake manifold when the user releases the accelerator, resulting in surge, and there is noise during depressurization.

[0006] The technical solution adopted in this application is as follows: In a first aspect, this application provides a vehicle engine control method applied to a new energy vehicle, the new energy vehicle including at least a battery and an engine, the engine including a throttle valve for adjusting the intake air volume, the method including: in response to the release of the accelerator pedal of the vehicle, determining whether the engine is in a prohibited fuel cut-off condition; if so, controlling the throttle valve to close after a first preset time and / or close at a preset speed, reducing the fuel injection quantity of the engine, and enabling the engine to charge the battery; if not, controlling the throttle valve to increase the opening degree and / or maintain the throttle valve opening degree at its maximum, and stopping fuel injection to the engine.

[0007] In this application, when the vehicle detects that the user has released the accelerator pedal, it first determines whether the vehicle's current operating condition is a prohibited fuel cut-off condition or a permitted fuel cut-off condition. A prohibited fuel cut-off condition means that under the vehicle's current operating condition or state, fuel cut-off to the engine is prohibited, and the engine must continue to burn and output power to meet the vehicle's driving needs. A permitted fuel cut-off condition means that under the vehicle's current operating condition or state, fuel cut-off to the engine is permitted, and the engine can cease burning and output power. When the vehicle is in a prohibited fuel cut-off condition, the throttle body is controlled to close after a first preset time delay, or close at a preset speed, or close at a preset speed after a first preset time delay; that is, the throttle body is controlled to close with a delayed or slow closure. Taking throttle valve delayed closing as an example, during the first preset duration of throttle valve delay, the intake manifold continues to supply pressurized gas to the engine, allowing the engine to continue combustion and power generation. The engine continues to consume the gas in the intake manifold, preventing the pressure in the intake manifold from rising rapidly to a high level. At the same time, since the user releases the accelerator, the vehicle speed decreases, requiring less driving force from the engine to the wheels, resulting in a reduction in engine output power. Therefore, the amount of fuel injected into the engine can be reduced at this time. As the amount of fuel injected decreases, the amount of exhaust gas produced by engine combustion decreases, reducing the ability of the exhaust gas to drive the turbine rotation, causing the pressure of the pressurized gas to continuously decrease. This results in a smooth decrease in the pressure in the intake manifold, preventing the production of pressure relief noises such as bleed sounds during the pressure relief process. Taking the slow throttle closing as an example, after the user releases the accelerator pedal, the throttle closes at a preset speed. During the closing process, the air in the intake manifold continues to be delivered to the engine, allowing the engine to continue combustion and power. As the throttle slowly closes, the pressure in the intake manifold may experience a slow increase. However, because the engine is still burning and consuming the air in the intake manifold, the pressure increase will not be very high. Compared to the pressure in the intake manifold when the throttle is directly closed, the pressure increase is relatively low. Simultaneously, as the engine's fuel injection decreases, the amount of gas entering the engine for combustion during the slow throttle closing process also decreases, resulting in less exhaust gas. This reduces the exhaust gas's ability to drive the turbine, causing the pressure in the intake manifold to continuously decrease, achieving a smooth pressure reduction without producing exhaust noise. Furthermore, the engine's power is used to charge the battery, utilizing the battery power of the new energy vehicle to consume the engine's output power. This achieves the intake manifold pressure relief effect while also utilizing the engine's redundant power generated by fuel consumption, improving fuel economy. When the vehicle is in a condition where fuel cut-off is permissible, the engine can stop burning and output power. At this time, fuel injection to the engine can be stopped, and the throttle opening can be increased or kept at its maximum opening. This allows the gas in the intake manifold to be discharged through the exhaust manifold without causing the pressure in the intake manifold to rise to a very high level. It also avoids the noise such as bleed sound generated by traditional pressure relief valves, which would affect the user's driving experience.

[0008] In one possible implementation of this application, the step of charging the battery with the engine includes: obtaining the current power demand of the vehicle; determining the remaining power after the engine's output power meets the current power demand of the vehicle; and charging the battery with the remaining power.

[0009] In this implementation, when the vehicle is in a no-fuel-cut-off condition, the engine continues to burn and output power. This no-fuel-cut-off condition may indicate a power demand from the vehicle. In this case, before using the engine's power to charge the battery, the engine must first meet the vehicle's current power demand. Only after this demand is met will the remaining power be used to charge the battery, thus prioritizing the vehicle's power demand and thus the user's driving needs. Simultaneously, using the engine's output power to meet the vehicle's current power demand and charge the battery allows the engine to continuously consume air in the intake manifold, resulting in a smooth pressure reduction in the intake manifold without producing exhaust noise or other disturbances.

[0010] In one possible implementation of this application, controlling the throttle to close after a first preset time and / or close at a preset speed includes: determining the first preset time for delaying the throttle closure and / or the preset speed for closing based on the current power demand of the vehicle, wherein the first preset time is positively correlated with the current power demand of the vehicle, and the preset speed is negatively correlated with the current power demand of the vehicle.

[0011] In this implementation, when the vehicle is in a no-fuel-cut-off condition, there may be a power demand. The engine continues to burn power to prioritize meeting this demand. Therefore, the level of the vehicle's power demand determines the amount of power the engine needs to continue burning, which in turn determines the amount of air the engine needs to intake. Thus, the first preset duration and / or preset closing speed of the throttle valve can be adjusted according to the vehicle's current power demand, allowing the engine to consume the gas in the intake manifold based on the vehicle's current power requirement. On one hand, by adjusting the first preset duration and / or preset closing speed of the throttle valve, the pressurized gas in the intake manifold is continuously consumed by the engine, resulting in a stable decrease in intake manifold pressure. On the other hand, while the engine consumes the pressurized gas in the intake manifold, it also considers the vehicle's power demand, preventing the engine from blindly burning gas due to pressure relief needs, thereby improving fuel economy.

[0012] In one possible implementation of this application, determining a first preset duration for delaying throttle closure and / or a preset speed for closure based on the vehicle's current power demand includes: acquiring road condition information ahead of the vehicle and determining future power demand within a second preset duration based on the road condition information; and determining the first preset duration for delaying throttle closure and / or the preset speed for closure based on the current power demand and the future power demand.

[0013] In this implementation, by utilizing road condition information ahead of the vehicle and its driver assistance functions, the vehicle's future power demand within a second preset time period can be determined, such as the power demand within the next two minutes. Based on the current and future power demands, the first preset time and / or preset closing speed of the throttle valve can be controlled and adjusted. On one hand, a first preset time and / or preset speed can be determined based on the current power demand to control the delayed and / or slow closing of the throttle valve, allowing for a smooth reduction in intake manifold pressure. Then, based on changes in future power demand, this determined first preset time and / or preset speed is adjusted so that the throttle valve's delayed closing time and / or slow closing speed adapt to changes in vehicle power. This ensures that while the engine burns and consumes intake manifold gases to smoothly reduce intake manifold pressure, the power generated by engine combustion matches the vehicle's power demand, preventing insufficient engine output power or excessive redundant engine output power. On the other hand, the current and future power requirements of the vehicle can be taken into account to directly determine the throttle valve delay closing time and / or slow closing speed. In this way, while the engine continues to burn and consume the gas in the intake manifold to make the pressure in the intake manifold decrease steadily, frequent control and adjustment of the throttle valve can be avoided, thus increasing the service life of the throttle valve.

[0014] In one possible implementation of this application, before charging the battery with the remaining power, the method further includes: determining whether the vehicle has experienced a battery-related fault, the battery-related fault including at least the inability to charge the battery; if so, increasing the vehicle's braking force.

[0015] In this implementation, when the vehicle is in a no-fuel-cut-off condition, the engine continues to burn and consume the gas in the intake manifold, causing the pressure in the intake manifold to decrease steadily. After the engine output power meets the vehicle's power requirements, the redundant or surplus power charges the battery. However, before charging the battery, it is necessary to determine whether the battery has malfunctioned. If the battery malfunctions and cannot be charged, the surplus power generated by the engine cannot be consumed. At this time, the vehicle's braking force can be increased to use the heat energy generated by the vehicle's braking to consume the engine's surplus power, so that the engine can continue to burn and output power. While meeting the vehicle's power requirements, it can continue to consume the gas in the intake manifold, thereby achieving the effect of intake manifold depressurization.

[0016] In one possible implementation of this application, a pressure sensor is provided between the turbocharger outlet and the intercooler of the engine. The method further includes: after the throttle valve closes after a first preset time delay or during the process of closing at a preset speed, controlling the throttle valve to open or adjusting the preset speed of throttle valve closing based on the pressure value detected by the pressure sensor.

[0017] In this implementation, when the vehicle is in a no-fuel-cut-off condition, the throttle valve is controlled to close after a first preset time delay. After the throttle valve closes, the turbine will continue to rotate due to inertia, which may cause the pressure in the intake manifold to continue to rise for a period of time. The pressure value in the intake manifold is detected by a pressure sensor. When the pressure value is too high, the throttle valve is controlled to open to release pressure. Because the increase in pressure in the intake manifold at this time is caused by the inertia of the turbine, the turbine speed will not be particularly high under the action of inertia, and may even become slower and slower. Therefore, the pressure in the intake manifold will not rise very high. In this way, even if the throttle valve is opened to release pressure, no noise such as bleed sound will be generated. Furthermore, during the process of controlling the throttle to close at a preset speed, if the throttle closes too quickly, the pressure in the intake manifold will rise to a high value, which is not conducive to the smooth reduction of intake manifold pressure and may even cause surge. However, by using the pressure value detected by the pressure sensor to adjust the preset speed of throttle closure, the throttle can achieve a slow closing effect. This not only prolongs the time for the engine to consume air in the intake manifold, but also, as the throttle closes continuously, the amount of air consumed by the engine in the intake manifold decreases, and the amount of exhaust gas produced decreases continuously, causing the turbine speed to decrease continuously. Thus, the pressure in the intake manifold can be reduced more smoothly.

[0018] In one possible implementation of this application, if not, controlling the throttle valve to increase its opening or maintain its maximum opening includes: determining that the battery charge is lower than a preset charge threshold; obtaining the vehicle's current road condition information, and determining, based on the vehicle's current road condition information, whether it is necessary to re-inject fuel into the engine within a third preset time period in the future; if not, controlling the throttle valve to increase its opening or maintain its maximum opening.

[0019] In this implementation, when the engine is allowed to cut off fuel supply, fuel injection to the engine is stopped, and the throttle opening is increased and / or maintained at its maximum to expel gas from the intake manifold, achieving a pressure relief effect. However, before controlling the throttle opening to relieve pressure, it is necessary to determine whether the vehicle will need to re-inject fuel into the engine within the next three preset time period based on the vehicle's current road conditions. If the battery charge is low, but the vehicle requires significant power within the next three preset time period, and the battery cannot provide power, then fuel injection into the engine is required to restart combustion and output power. Engine combustion requires pressurized gas; if pressure relief removes the pressurized gas from the intake manifold, it hinders engine restart, forcing the engine to wait for the pressure in the intake manifold to rise, thus preventing the engine from responding promptly to the vehicle's power demands. However, if the vehicle does not need to re-inject fuel into the engine within the next three preset time period, meaning the vehicle does not require significant power in the future, and the engine does not need to restart combustion, then the throttle opening can be directly increased and / or maintained at its maximum to relieve pressure in the intake manifold. This implementation takes into account the engine's future combustion needs during depressurization, ensuring that the engine can still respond to the vehicle's power requirements in a timely manner while depressurizing.

[0020] In one possible implementation of this application, a pressure sensor is provided between the turbocharger outlet and the intercooler of the engine. The method further includes: if fuel needs to be re-injected into the engine within a third preset time period in the future, the throttle opening is controlled to increase based on the pressure value detected by the pressure sensor.

[0021] In this implementation, if the vehicle has a power demand within a third preset time period, and this power demand requires the engine to reignite and output power to meet it, then, in principle, the intake manifold will not be depressurized when the user releases the accelerator pedal, under the condition of fuel cut-off. This is to avoid the situation where the engine needs to wait for boost pressure again after depressurization, thus failing to respond to the vehicle's power demand in a timely manner. However, since the pressure in the intake manifold rises rapidly after the throttle is closed, it is necessary to control the throttle opening during this process, for example, by slightly opening the throttle to prevent the pressure in the intake manifold from becoming too high, thereby avoiding surge. At this time, the increased throttle opening can be controlled based on the pressure value detected by the pressure sensor in the intake manifold. That is, controlling the throttle opening based on the pressure value can both prevent the pressure in the intake manifold from rising too high and causing surge, achieving the depressurization effect, and prevent all or most of the pressure in the intake manifold from being released, allowing the engine to still respond to the vehicle's power demand in a timely manner. In other words, this implementation allows the engine to depressurize while ensuring timely response to the vehicle's power demand.

[0022] Secondly, this application also provides a vehicle engine control device, the device comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor to enable the at least one processor to execute, in response to the release of the accelerator pedal of the vehicle, determining whether the engine is in a prohibited fuel cut-off condition; if so, controlling the throttle valve to close after a first preset time and / or close at a preset speed, reducing the amount of fuel injected into the engine, and enabling the engine to charge the battery; if not, controlling the throttle valve to increase its opening and / or maintain the throttle valve opening at its maximum, and stopping fuel injection into the engine.

[0023] On the other hand, this application also provides a vehicle, including at least an engine and an engine control system, wherein computer-executable instructions are written into the engine control system. When the computer-executable instructions are executed, the engine performs the following actions in response to the release of the accelerator pedal: determining whether the engine is in a condition where fuel cut-off is prohibited; if so, controlling the throttle valve to close after a first preset time and / or close at a preset speed, reducing the amount of fuel injected into the engine, and causing the engine to charge the battery; if not, controlling the throttle valve to increase its opening and / or maintain the throttle valve opening at its maximum, and stopping fuel injection into the engine.

[0024] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. In the drawings: Figure 1 This application provides a schematic diagram of the structure of a turbocharged engine system; Figure 2 A flowchart of Embodiment 1 provided in this application; Figure 3 A flowchart of Embodiment 5 provided in this application; Figure 4 A flowchart of Embodiment 6 provided in this application; Figure 5 This is a structural schematic diagram of a vehicle engine control device provided in this application. Detailed Implementation

[0026] To enable those skilled in the art to better understand the technical solutions in this application, exemplary embodiments of this application will be described in more detail below with reference to the accompanying drawings. Although exemplary embodiments of this application are shown in the drawings, it should be understood that this application can be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided to enable a more thorough understanding of this application and to fully convey the scope of this application to those skilled in the art. All other embodiments obtained by those skilled in the art based on the embodiments of this specification without inventive effort should fall within the scope of protection of this application.

[0027] This application provides a vehicle engine control method, device, and vehicle. Figure 2 This is a flowchart of a vehicle engine control method provided in an embodiment of this application. The method is applicable to the vehicle processor or controller, and preferably, it can also be applied to the corresponding processor or controller of the engine system, such as the engine control system.

[0028] As the turbocharged engine system in this application, such as Figure 1 As shown, the system includes a turbocharger 1 and an engine 2. The turbocharger 1 further includes a compressor 11 and a turbine 12. The compressor 11 compresses the air entering the intake manifold 3 and then sends it to the engine 2 for combustion. The exhaust gas produced by combustion in the engine 2 drives the turbine 12 to rotate and is then discharged through the exhaust manifold 4. The flow of gas within the turbocharged engine system can be seen from the direction of the arrows. Because the turbine 12 and the compressor 11 are coaxially mounted, the rotation of the turbine 12 drives the compressor 11 to rotate, continuously compressing air to produce boosted gas. The boosted gas enters the engine 2 for combustion and then continuously produces exhaust gas, driving the turbine 12 to rotate, thus creating a cycle.

[0029] A throttle valve 31 for regulating the intake air volume is installed in the intake manifold 3. When the user presses the accelerator pedal while driving, the throttle valve 31 opens, allowing the gas in the intake manifold 3 to enter the engine 2 for combustion and power output. When the user releases the accelerator pedal, the throttle valve 31 closes, preventing the gas in the intake manifold 3 from entering the engine 2 for combustion, or allowing only a small portion of the gas to enter the engine 2. At this time, the section of the intake manifold from the compressor 11 outlet to the throttle valve 31 is nearly closed. As the turbine 12 continues to rotate, the pressure in this section of the intake manifold rises rapidly to a very high level. The high-pressure gas is prone to backflow and impacts the blades, causing surge. Therefore, the intake manifold 3 needs to be depressurized when the user releases the accelerator pedal.

[0030] Example 1 like Figure 2As shown, the engine control method in this application specifically includes the following execution steps: Step 201: In response to the release of the accelerator pedal, determine whether the engine is in a condition where fuel cut-off is prohibited.

[0031] Step 202: If so, control the throttle valve to close after a first preset time and / or close at a preset speed, reduce the amount of fuel injected by the engine, and enable the engine to charge the battery.

[0032] When a user releases the accelerator pedal based on road conditions ahead, indicating a need to slow down, or when the user determines an opportunity to accelerate and releases the pedal in anticipation of shifting gears and accelerating again, or in other situations, the vehicle can detect that the accelerator pedal has been released. This detection can be achieved using devices such as an angle sensor or opening sensor installed under the accelerator pedal. In this embodiment, "released accelerator pedal" refers to the pedal being fully released, not just partially released or still partially depressed.

[0033] Furthermore, when the vehicle detects that the accelerator pedal has been released, it first determines whether the engine's operating condition is a no-fuel-cut-off condition. A no-fuel-cut-off condition refers to a condition where fuel injection to the engine needs to continue to be supplied to maintain combustion and power output. As one possible implementation in this embodiment, no-fuel-cut-off conditions may include situations where the vehicle has functional requirements such as air conditioning being on, insufficient engine running time, insufficient engine speed, high exhaust temperature preventing fuel cut-off, or the Gasoline Particulate Filter (GPF) preventing fuel cut-off. Of course, other conditions not listed here may also be included. Taking the vehicle's air conditioning functional requirement as an example, when the user is driving, the air conditioning system is turned on to output cold air to cool the cabin. When the user releases the accelerator pedal, because the air conditioning is not turned off and needs to continue outputting cold air, the vehicle requires the engine to continue outputting power to the air conditioning system. Therefore, the engine is in a no-fuel-cut-off condition at this time. Taking the example of the engine running time not meeting the requirement, in order to ensure the performance of the engine, the engine usually has a minimum running time 'a'. That is, after the engine is started, it needs to run for at least 'a' before it can stop running. Suppose that after the user starts the vehicle and makes the engine run for 'b', he releases the accelerator pedal. Because time 'b' does not reach time 'a', that is, the actual running time of the engine has not reached the minimum running time set by the engine, the engine is not allowed to cut off the fuel supply at this time, so the engine is in a fuel cut-off prohibited condition.

[0034] When the engine is in a no-fuel-cut-off condition, the throttle body is controlled to close after a first preset time delay and / or close at a preset speed. That is, the throttle body can be controlled to close after a first preset time delay, or to close slowly at a preset speed, or to close slowly at a preset speed after a first preset time delay. By controlling the throttle body to close slowly or delay its closure, air from the intake manifold continues to be supplied to the engine for combustion and power output, meeting the vehicle's driving needs. By consuming the air in the intake manifold, the engine prevents the pressure inside the intake manifold from rising rapidly. As the engine continues to burn and consume the air, the pressure in the intake manifold is steadily reduced, effectively depressurizing the intake manifold without producing any whistling or other noise. Taking the throttle valve closing after a first preset time delay as an example, when the user releases the accelerator pedal, because the engine is in a no-fuel-cut-off condition, it will continue to inject fuel to keep the engine burning and outputting power. Engine combustion requires oxygen, so the engine will continue to consume the pressurized gas in the intake manifold. This means that the gas pressure in the intake manifold will not rise rapidly after the accelerator pedal is released; in fact, the pressure may not even rise initially. Simultaneously, releasing the accelerator pedal may trigger braking, causing the vehicle speed to decrease. A decrease in vehicle speed means a decrease in the traction the engine needs to provide to the wheels, which in turn requires a decrease in engine power output. This decrease in engine power output will inevitably lead to a decrease in the amount of exhaust gas produced by engine combustion. The decrease in exhaust gas volume will further reduce the ability of the exhaust gas to drive the turbine, resulting in a decrease in the pressure of the pressurized gas produced by the compressor. This further reduces the pressure in the intake manifold, meeting the intake manifold's pressure relief requirements. Taking the throttle valve closing at a preset speed as an example, after the user releases the accelerator pedal, the throttle valve closes slowly. The gas in the intake manifold can still enter the engine to participate in combustion, which means that the engine can continue to consume the gas in the intake manifold. This prevents the pressure in the intake manifold from rising rapidly. Although there may be a period of pressure increase in the intake manifold during the slow closing of the throttle valve, the pressure increase will not be very high compared to the pressure in the intake manifold after the traditional throttle valve is closed. As the engine continues to consume power and the engine output power decreases, the amount of exhaust gas produced by the engine decreases. This reduces the force that drives the turbine to rotate the compressor, and the pressure of the compressor to compress the air and produce boost gas decreases, thereby further reducing the pressure in the intake manifold. As a result, the pressure in the intake manifold shows a steady downward trend overall.Taking the example of closing the throttle valve at a preset speed after a first preset delay, after the user releases the accelerator pedal, the throttle valve closes after a first preset delay. During this first preset delay, the engine continues to consume gas in the intake manifold, preventing the pressure in the intake manifold from rising rapidly. At the same time, as the engine's output power decreases, the amount of exhaust gas produced by engine combustion decreases, reducing the force that drives the turbine to rotate the compressor. This causes the pressure of the boosted gas produced by the compressor to decrease, further reducing the pressure in the intake manifold. Then, the throttle valve closes slowly, reducing the amount of gas sent into the engine through the intake manifold, which in turn reduces the amount of exhaust gas produced by engine combustion. This drives the turbine to smoothly reduce the speed of the compressor, allowing the pressure in the intake manifold to decrease steadily. This satisfies the pressure relief requirements of the intake manifold without producing noise such as bleed sounds.

[0035] At the same time, because the traction force provided by the engine to the wheels decreases when the user releases the accelerator pedal, the power output required by the engine is reduced compared to before the accelerator pedal was released. Therefore, the amount of fuel injected into the engine can be reduced. The reduction in the amount of fuel injected reduces the amount of exhaust gas produced by the engine combustion. The force of the exhaust gas driving the turbine to rotate the compressor decreases, thereby reducing the pressure of the boost gas produced by the compressor. This can further reduce the pressure in the intake manifold, allowing the pressure in the intake manifold to decrease steadily.

[0036] The engine control method in this embodiment is preferably applicable to new energy vehicles, which include at least a battery. Therefore, the power generated by the engine can charge the battery. While the engine consumes the gas in the intake manifold to reduce the pressure in the intake manifold smoothly and meet the intake manifold depressurization requirements, the power generated by the engine combustion can also be used to charge the battery, thereby improving fuel economy.

[0037] Of course, the vehicle engine control method proposed in this embodiment is also applicable to ordinary fuel vehicles that are not new energy vehicles. When the user releases the accelerator pedal and the vehicle is in a condition where fuel cut-off is prohibited, by controlling the throttle valve to close after a first preset time and / or close at a preset speed, the engine continues to consume the gas in the intake manifold, preventing the pressure in the intake manifold from rising rapidly and allowing it to decrease smoothly. At the same time, the amount of fuel injected by the engine is reduced, thus reducing the amount of exhaust gas produced by engine combustion. This reduces the force that drives the turbine to rotate the compressor, causing the pressure of the boosted gas produced by the compressor to decrease, thereby further reducing the pressure in the intake manifold and achieving a smooth reduction in intake manifold pressure without producing exhaust noise or other noises. However, since ordinary fuel vehicles do not have a battery to consume the power generated by the engine, the vehicle's braking force can be increased to convert the power generated by the engine into heat energy for consumption, thereby avoiding redundant power generation in the engine. This allows the engine to continue burning and consuming the gas in the intake manifold, thus meeting the pressure relief requirements of the intake manifold.

[0038] Example 2 Based on Example 1, when the user releases the accelerator pedal and the vehicle is in a condition where fuel cut-off is not permitted, the vehicle's current power demand is determined. For example, if the user turns on the air conditioning system while driving, blowing cold air into the cabin, and does not turn off the air conditioning system when or after releasing the accelerator pedal, leaving it still operational, the vehicle needs to continue supplying power to the air conditioning system to keep it running. In this case, the vehicle can be considered to have a current power demand. When the vehicle has a current power demand, charging the battery using the engine's output power must be done after prioritizing meeting the vehicle's current power demand. That is, after determining the remaining power after the engine's output power meets the vehicle's current power demand, the remaining power is used to charge the battery. In this way, the power requirements of the vehicle can be prioritized, which is equivalent to prioritizing the driving needs of the user and enhancing the driving experience. At the same time, the principle of prioritizing the power requirements of the vehicle allows the engine to continue to use the gas in the intake manifold for combustion, thereby allowing the pressure in the intake manifold to be reduced steadily and meeting the pressure relief requirements of the intake manifold. Furthermore, the redundant or surplus power of the engine can be used to charge the battery, thereby increasing the fuel economy of the vehicle engine.

[0039] As one possible implementation of this embodiment, when the vehicle is in a no-fuel-cut-off condition and there is a current power demand, the engine continues to consume gas in the intake manifold to participate in combustion and output power. This is to prioritize meeting the vehicle's current power demand. Therefore, in this embodiment, the level of the vehicle's power demand can be considered to determine the amount of power the engine needs to continue burning and output, and the amount of engine output power determines the amount of air the engine needs to intake. Thus, the first preset duration of the throttle valve's delayed closing and / or the preset closing speed can be adjusted according to the vehicle's current power demand, so that the engine controls the throttle valve's closing based on the vehicle's current power demand, thereby actually controlling the amount of gas entering the engine through the intake manifold. On the one hand, by adjusting the first preset duration of the throttle valve's delayed closing and / or the preset closing speed, the pressurized gas in the intake manifold is continuously consumed by the engine, thereby causing the pressure in the intake manifold to decrease steadily. On the other hand, while the engine consumes the pressurized gas in the intake manifold, the vehicle's power demand can also be considered, preventing the engine from blindly burning and consuming gas due to pressure relief needs, thus improving fuel economy. It's important to note that the higher the vehicle's current power demand, the greater the power the engine needs to output, and the greater the amount of gas required for combustion. Therefore, when delaying throttle closure by the first preset time, the longer the first preset time of throttle closure needs to be, the longer the intake manifold has time to enter the engine for combustion, resulting in more engine power output. Conversely, when the throttle closes at a preset speed, the slower the throttle closes, the more intake manifold gas can enter the engine for combustion, further increasing engine power output. Therefore, when adjusting the first preset time of throttle closure and / or the preset closing speed based on the vehicle's current power demand, the higher the current power demand, the longer the first preset time of throttle closure and the slower the preset closing speed. In other words, the first preset time of throttle closure is positively correlated with the vehicle's current power demand, while the preset closing speed is negatively correlated.

[0040] Furthermore, during driving, users may adjust their accelerator pedal input based on road conditions. For example, when driving over a speed bump, a user might release the accelerator pedal first to allow the vehicle to pass over it at a relatively slow speed, and then press the accelerator pedal again to accelerate. Similarly, when approaching an intersection, a user typically releases the accelerator pedal first to allow for braking at any time, and then presses the accelerator pedal again to accelerate after passing the intersection. Therefore, when controlling the throttle closing process based on the vehicle's current power demand, in addition to considering the current power demand, future power demand can also be considered. Future power demand can be determined through driver assistance functions. Specifically, the vehicle's driver assistance functions acquire road condition information ahead, which can be obtained from the current navigation map or from the monitoring video of the vehicle's front camera. Based on this information, the vehicle's future power demand within a second preset time period is determined, such as the power demand within the next two minutes. Using both current and future power demands, the first preset time for delaying throttle closing and / or the preset closing speed are adjusted. It should be noted that adjusting the throttle closing process based on the vehicle's current power demand and the power demand not yet activated can be done in two ways. First, a delayed closing duration and / or a slow closing speed can be determined based on the vehicle's current power demand. Then, the previously determined delay duration and / or closing speed can be adjusted based on future power demand to dynamically adjust the throttle closing process. Alternatively, both the current power demand and the power demand not yet activated can be considered to directly determine a delayed closing duration and / or a slow closing speed without needing to control the throttle multiple times. See the example below for details.

[0041] For example, when a user is driving and sees that they are about to pass an intersection, they release the accelerator pedal. Assuming that the vehicle's air conditioning system is on and the engine needs to continue to output power to power the air conditioning system, the vehicle will determine that the engine is in a condition where fuel cut-off is not allowed. On one hand, the required power output of the engine can be determined based on the power required by the air conditioning system. This power output is then used to determine the throttle body delay closing time t1 and / or closing speed v1. Then, the vehicle's driver assistance functions can be used to determine if the vehicle will accelerate after passing an intersection and if the user will press the accelerator pedal, indicating a future increase in power demand. In this case, the throttle body delay closing time t1 can be shortened and / or the closing speed v1 increased, causing the throttle to close earlier and / or faster. This allows a small portion of the pressure in the intake manifold to be released, rather than all or most of it. This ensures that when the vehicle's future power demand increases, the engine can output the required power more quickly without waiting for the pressure in the intake manifold to rise again. This achieves the goal of releasing pressure in the intake manifold without causing it to rise too high, while simultaneously meeting the vehicle's driving needs and ensuring the engine can respond promptly to the vehicle's power requirements. On the other hand, the throttle body can be delayed and / or closed at a speed that takes into account both the vehicle's current and future power demands. For example, if the future power demand is greater than the current power demand, the throttle body will be controlled to close with a relatively short delay and / or a relatively fast speed, so that the engine can respond to the vehicle's power demand in a timely manner without waiting for the boost gas pressure in the intake manifold to rise. Alternatively, if the future power demand is less than the current power demand, the throttle body will be controlled to close with a relatively long delay and / or a relatively slow speed, so that most of the pressure in the intake manifold can be released.

[0042] Example 3 Based on Example 1, when the user releases the accelerator pedal and the engine is determined to be in a no-fuel-cut-off condition, the power generated by the engine is used to charge the battery of the new energy vehicle. However, before charging, it is necessary to determine whether the battery can be charged normally.

[0043] Specifically, it determines whether the vehicle's battery has experienced a battery-related malfunction, such as a battery failure preventing normal charging or causing the battery to refuse charging. In this case, the power generated by the engine cannot be consumed by the battery, resulting in redundant or surplus power in the engine. This embodiment solves this problem by increasing the vehicle's braking force. The increased braking force is used to convert the power generated by the engine into heat energy for consumption, thus ensuring energy conservation.

[0044] As one possible implementation of this embodiment, when the battery malfunctions and cannot be charged, the power generated by the engine cannot be consumed, or cannot be fully consumed, resulting in redundant power in the engine. Besides increasing the vehicle's braking force to convert this power into heat energy, combustion control of the engine can also be implemented. Preferably, the amount of gas actually entering the combustion chamber and participating in combustion is continuously reduced on the engine side, causing a steady decrease in the pressure within the intake manifold. Simultaneously, the amount of exhaust gas generated by engine combustion is continuously reduced. The exhaust gas drives the turbine, which in turn drives the compressor to rotate, reducing the pressure of the booster gas generated by compressing air, thereby further reducing the pressure within the intake manifold. This continuous reduction of redundant engine power helps to achieve a steady decrease in the pressure within the intake manifold.

[0045] Example 4 Based on Embodiment 1, a pressure sensor can also be installed in the intake manifold of the turbocharged engine system. The pressure sensor detects the pressure value in the intake manifold, and then adjusts the first preset duration of the throttle valve delay closing and / or the preset closing speed based on this pressure value.

[0046] As one possible implementation of this embodiment, such as Figure 1 As shown, the aforementioned pressure sensor 33 is installed inside the intake pipe 3, preferably in the section of the intake pipe between the compressor 11 outlet and the intercooler 32. Because the throttle valve 31 is located after the intercooler 32, closing the throttle valve 31 effectively seals the section of the intake pipe between the compressor 11 outlet and the throttle valve 31, causing the pressure in this section of the intake pipe to rise rapidly to a very high level. The intercooler 32's function is to cool the pressurized gas generated by the compressor 11. This temperature reduction may also affect the gas pressure. Therefore, placing the pressure sensor 33 before the intercooler 32 ensures that the pressure value it detects is closer to the actual pressure value inside the intake pipe, thereby guaranteeing more accurate throttle control based on this pressure value.

[0047] Furthermore, taking the throttle valve closing after a first preset time delay as an example, even if no gas or only a very small amount of gas enters the engine to participate in combustion after the throttle valve closes, resulting in very little or almost no exhaust gas produced by the engine, the turbine's inertia during rotation will cause the compressor to continue rotating and compressing air. Therefore, after the throttle valve closes after the first preset time delay, the pressure in the intake manifold will also increase due to the turbine's inertia. A pressure sensor detects this pressure, and when the pressure value is detected to be too high, the throttle valve can be reopened to release pressure. However, no bleed sound will be produced at this time. This is because the pressure generated in the intake manifold due to the turbine's inertia driving the compressor to rotate will be much lower than the pressure in the intake manifold after the throttle valve closes when the user releases the accelerator pedal. Although the pressure is relatively small at this time, it may still cause backflow impacting the blades and causing surge, thus requiring pressure release. However, the relatively small pressure when the throttle valve is opened to release pressure will not produce a bleed sound. Taking the throttle closing at a preset speed as an example, during the throttle closing process, even if the engine consumes some gas from the intake manifold, the compressor continues to rotate because the turbine drives it, thus compressing air and producing boosted gas. Therefore, the pressure in the intake manifold may still increase, especially when the amount of gas consumed by the engine is less than the amount of boosted gas produced by the compressor. Therefore, by detecting the pressure value in the intake manifold using a pressure sensor, when the detected pressure is too high, the preset speed at which the throttle closes is reduced, causing the throttle to close more slowly. This allows more gas to enter the engine, thereby reducing the pressure in the intake manifold.

[0048] In other words, in this embodiment, the pressure value inside the intake manifold can be detected by a pressure sensor, and the throttle valve closing process can be adjusted using the pressure value to ensure that the pressure inside the intake manifold decreases smoothly.

[0049] Example 5 like Figure 3 As shown, the engine control method in this application may further include the following execution steps: Step 301: In response to the release of the accelerator pedal, determine whether the engine is in a condition where fuel cut-off is prohibited.

[0050] Step 302: If not, control the throttle valve to increase its opening and / or maintain the throttle valve opening at its maximum.

[0051] When a user releases the accelerator pedal while driving, the vehicle determines whether the engine is in a condition where fuel cut-off is prohibited. If not, it means the engine is in a condition where fuel cut-off is permitted. At this time, fuel injection to the engine stops, and the throttle body is opened to release pressure in the intake manifold. Specifically, the throttle opening can be increased to a larger degree, allowing the gas in the intake manifold to be expelled through the exhaust pipe, thus releasing pressure in the intake manifold. Alternatively, the throttle can be kept at its maximum opening to quickly release the pressure in the intake manifold. Another option is to first increase the throttle opening to release some of the pressure in the intake manifold, and then keep the throttle at its maximum opening to release the remaining pressure. This avoids the noise such as hissing that might occur when the throttle is fully opened.

[0052] As one possible implementation of this embodiment, when the user releases the accelerator pedal and the engine is in a condition where fuel cut-off is permissible, fuel injection to the engine stops, and the engine will not continue to burn and output power. The throttle body is opened to release pressure in the intake manifold. However, if the engine needs to burn and output power again shortly after fuel cut-off, such as in new energy vehicles with low battery power, if the vehicle needs to output power again in the near future, and the battery cannot provide that power, the engine needs to be restarted to burn and output power. In this case, it is best not to open the throttle body to release pressure, or only to open the throttle body only slightly to release a small portion of the pressure, just enough to avoid surge. This is so that when the engine restarts subsequently, the pressurized gas in the intake manifold can quickly enter the engine to participate in combustion, allowing the engine to respond to the vehicle's power demand in a timely manner, without waiting for the compressor to recompress the air and increase the pressure in the intake manifold. In other words, when the engine is in a condition where fuel cut-off is permissible, before opening the throttle, the battery charge is checked. If the battery charge is high, the throttle opening can be increased directly and / or maintained at its maximum. This is because, in this situation, even if the vehicle subsequently has a new power demand, the battery can provide the necessary power without requiring the engine to reignite. However, if the battery charge is low, it is necessary to further assess whether the vehicle will have a power demand in the near future. If not, the throttle opening can be increased directly and / or maintained at its maximum. If so, it means that fuel injection to the engine will be required in the near future to reignite power output. In this case, the battery charge is adjusted accordingly. Figure 1 The pressure sensor 33 shown detects the pressure in the intake manifold. When the pressure is too high, it controls the throttle valve to increase the opening. At this time, the increased opening is a small opening, which releases a small portion of the pressure. This achieves the goal of meeting the intake manifold pressure relief requirement while ensuring that the engine can respond to the vehicle's power demand in a timely manner.

[0053] Example 6 Based on the above embodiments, this embodiment provides a more detailed explanation of the engine control process.

[0054] like Figure 4 As shown, when the vehicle detects that the user has released the accelerator pedal, the Vehicle Control Unit (VCU) determines whether the vehicle is in a fault condition or a non-fault condition. If the vehicle is in a non-fault condition, the Power Domain Control Unit (PDCU) determines whether the engine is in a fuel cut-off condition or a fuel cut-off prohibited condition. If the engine is in a fuel cut-off condition, the Engine Control Unit (ECU) directly controls the throttle to open rapidly to its maximum, releasing pressure in the intake manifold. However, if the engine is in a fuel cut-off prohibited condition, the ECU controls the throttle to close later or slowly, responding to the vehicle's current torque demand. This current torque demand can be simply understood as the vehicle's power demand. By controlling the throttle to close later or slowly, the engine continues to burn and consume the gas in the intake manifold, thereby reducing the pressure in the intake manifold and meeting the intake manifold pressure release demand. At the same time, the Battery Management System (BMS) uses the remaining power generated by the engine to charge the battery.

[0055] Furthermore, if the vehicle control unit (VCU) determines that the vehicle is in a fault condition that causes engine torque limitation, the power domain control unit (PDCU) will first determine whether the engine is in a fuel cut-off condition or a fuel cut-off prohibited condition. If the engine is in a fuel cut-off condition, the engine control unit (ECU) will directly control the throttle to open rapidly to the maximum to relieve pressure in the intake manifold. However, if the engine is in a fuel cut-off prohibited condition, the engine control unit (ECU) will control the throttle to close later or slowly to respond to the vehicle's torque limitation requirement. This torque limitation requirement can also be understood as the power requirement of the vehicle. That is, by controlling the throttle to close later or slowly, the engine continues to burn and output power to consume the gas in the intake manifold, thereby reducing the pressure in the intake manifold and meeting the intake manifold's pressure relief requirement. Next, it continues to determine whether the vehicle malfunction is battery-related or non-battery-related. If it is a non-battery malfunction, the remaining power generated by the engine is used to charge the battery. However, if the malfunction is battery-related and the battery cannot be charged, the Electronic Stability Program (ESP) will increase braking force to brake the wheels and prevent the vehicle from skidding or fishtailing, converting the engine's remaining power into heat energy generated by braking. At the same time, the engine control unit (ECU) controls the turbocharger to reduce the boost pressure smoothly. In fact, the ECU controls combustion by smoothly reducing the amount of gas entering the combustion chamber from the intake manifold to participate in combustion, so that the exhaust gas produced by the engine combustion is reduced smoothly. This allows the exhaust gas to drive the turbocharger to reduce the boost pressure smoothly, thus avoiding surge while reducing the pressure in the intake manifold.

[0056] As one possible implementation of this embodiment, the aforementioned vehicle malfunction that causes engine torque limitation includes at least: oil pump malfunction torque limitation, accelerator pedal malfunction torque limitation, high coolant temperature torque limitation, boost pressure malfunction torque limitation, rail pressure malfunction torque limitation, and transmission malfunction torque limitation.

[0057] The above are embodiments of the method proposed in this application. The engine control method in this application can meet the pressure relief requirements of the engine intake manifold without generating leakage noise, thus improving the user experience. Simultaneously, the redundant power generated by the engine during pressure relief can charge the battery of new energy vehicles, improving fuel economy. Compared to traditional pressure relief methods using a pressure relief valve, the pressure relief method in this application eliminates the pressure relief valve and bypass pipeline, thereby completely eliminating leakage noise and other sounds generated during pressure relief. It also enables the reduction of vehicle components, contributing to cost reduction and weight reduction.

[0058] Based on the same inventive concept, this application also provides a vehicle engine control device, the structure of which is as follows: Figure 5 As shown.

[0059] Figure 5This is a schematic diagram of a vehicle engine control device provided in an embodiment of this application. Figure 5 As shown, the device includes: at least one processor 501; and a memory 502 communicatively connected to the at least one processor 501 (e.g., connected via a bus); wherein the memory 502 stores instructions executable by the at least one processor, which are executed by the at least one processor 501 to enable the at least one processor 501 to perform a vehicle engine control method as described in any of the above embodiments.

[0060] In one possible implementation of this application, the aforementioned processor 501 is capable of executing the following actions in response to the release of the accelerator pedal of the vehicle: determining whether the engine is in a condition where fuel cut-off is prohibited; if so, controlling the throttle valve to close after a first preset time and / or close at a preset speed, reducing the amount of fuel injected into the engine, and enabling the engine to charge the battery; if not, controlling the throttle valve to increase its opening and / or maintain the throttle valve opening at its maximum, and stopping fuel injection into the engine.

[0061] In addition, this application embodiment also provides a vehicle, which includes at least an engine and an engine control system. The engine control system is programmed with computer-executable instructions. When the computer-executable instructions are executed, the engine performs the following actions in response to the release of the accelerator pedal: determining whether the engine is in a prohibited fuel cut-off condition; if so, controlling the throttle valve to close after a first preset time and / or close at a preset speed, reducing the amount of fuel injected into the engine, and charging the battery; if not, controlling the throttle valve to increase its opening and / or maintain the throttle valve opening at its maximum, and stopping fuel injection into the engine.

[0062] This embodiment can also divide the vehicle into functional modules according to the above method example. For example, each function can be assigned to a separate module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0063] When each functional module is divided according to its corresponding function, the vehicle may include: a detection module, a judgment module, a control module, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced from the functional description of the corresponding functional module, and will not be repeated here.

[0064] The vehicle provided in this embodiment is used to execute the above-described vehicle engine control method, and therefore can achieve the same effect as the above-described implementation method.

[0065] When using integrated units, the vehicle may also include a processing module and a storage module. The processing module is used to control and manage the vehicle's movements. The storage module supports the vehicle in executing program code and data.

[0066] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits as disclosed in this application. The processor may also be a combination of computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0067] This application also provides a computer-readable storage medium (including but not limited to disk storage, CD-ROM, optical storage, etc.) storing computer program code. When the computer program code is run on a computer, the computer executes the above-mentioned related method steps to implement a vehicle engine control method provided in the above embodiments.

[0068] This application also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement the vehicle engine control method provided in the above embodiments. The beneficial effects of the above embodiments can be found in the corresponding methods described above, and will not be repeated here.

[0069] Through the above description of the implementation methods or embodiments, those skilled in the art can understand that, for the sake of convenience and brevity, the division of the above functional modules is only used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0070] In the embodiments or examples provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0071] In the description of the embodiments or examples provided in this application, it should be understood that if the terms "upper", "lower", "front", "rear", "left" and "right" are used to indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, they are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the position or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this disclosure.

[0072] It should be noted that, in the embodiments or examples provided in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

[0073] The above are merely embodiments or examples of this application and are not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A vehicle engine control method, applied to a new energy vehicle, wherein the new energy vehicle includes at least a battery and an engine, the engine including a throttle valve for regulating intake air volume, characterized in that, The method includes: In response to the release of the vehicle's accelerator pedal, determine whether the engine is in a condition where fuel cut-off is prohibited; If so, obtain the road condition information ahead of the vehicle, and determine the future power demand within the second preset time period based on the road condition information ahead. According to the current power demand and future power demand of the vehicle, control the throttle to close after a first preset time period and / or close at a preset speed, reduce the amount of fuel injected by the engine, and enable the engine to charge the battery. If not, control the throttle to increase the opening and / or maintain the throttle opening at its maximum, and stop injecting fuel into the engine.

2. The vehicle engine control method according to claim 1, characterized in that, The process of charging the battery by the engine includes: Obtain the vehicle's current power requirement; After determining the remaining power after the engine's output power meets the vehicle's current power requirements, the remaining power is used to charge the battery.

3. The vehicle engine control method according to claim 2, characterized in that, The control of the throttle valve to close after a first preset time and / or close at a preset speed includes: Based on the vehicle's current power demand, a first preset duration for delaying throttle valve closure and / or a preset closure speed are determined, wherein the first preset duration is positively correlated with the vehicle's current power demand, and the preset speed is negatively correlated with the vehicle's current power demand.

4. The vehicle engine control method according to claim 2, characterized in that, Before using the remaining power to charge the battery, the method further includes: To determine whether the vehicle has experienced a battery-related malfunction, the battery-related malfunction includes at least the inability to charge the battery; If so, increase the vehicle's braking force.

5. The vehicle engine control method according to claim 1, characterized in that, A pressure sensor is installed between the turbocharger outlet and the intercooler of the engine, and the method further includes: After the throttle valve closes after a first preset time delay or during the process of closing at a preset speed, the preset speed at which the throttle valve opens or is adjusted is controlled based on the pressure value detected by the pressure sensor.

6. The vehicle engine control method according to claim 1, characterized in that, If not, control the throttle opening to increase or maintain the throttle opening at its maximum, including: Determine that the battery level is below a preset threshold. Obtain the vehicle's current road condition information, and determine whether the engine needs to be re-injected with fuel within a third preset time period based on the vehicle's current road condition information; If not, control the throttle to increase its opening or keep the throttle opening at its maximum.

7. A vehicle engine control method according to claim 6, characterized in that, A pressure sensor is installed between the turbocharger outlet and the intercooler of the engine, and the method further includes: If fuel needs to be re-injected into the engine within a third preset time period, the throttle opening will be increased based on the pressure value detected by the pressure sensor.

8. A vehicle engine control device, characterized in that, The device includes: At least one processor; and, A memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor, enabling the at least one processor to perform the following: In response to the release of the vehicle's accelerator pedal, determine whether the engine is in a condition where fuel cut-off is prohibited; If so, obtain the road condition information ahead of the vehicle, and determine the future power demand within the second preset time period based on the road condition information ahead. According to the current power demand and future power demand of the vehicle, control the throttle to close after a first preset time period and / or close at a preset speed, reduce the amount of fuel injected by the engine, and enable the engine to charge the battery. If not, control the throttle to increase the opening and / or maintain the throttle opening at its maximum, and stop injecting fuel into the engine.

9. A vehicle comprising at least an engine and an engine control system, characterized in that, Computer-executable instructions are written into the engine control system. When these computer-executable instructions are executed, they cause the engine to perform the following: In response to the release of the vehicle's accelerator pedal, determine whether the engine is in a condition where fuel cut-off is prohibited; If so, obtain the road condition information ahead of the vehicle, and determine the future power demand within the second preset time period based on the road condition information ahead. According to the current power demand and future power demand of the vehicle, control the throttle to close after a first preset time period and / or close at a preset speed, reduce the amount of fuel injected by the engine, and enable the engine to charge the battery. If not, control the throttle to increase the opening and / or maintain the throttle opening at its maximum, and stop injecting fuel into the engine.

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