Engine control method, engine and vehicle

Abstract

The invention relates to the technical field of engines, and provides an engine control method, an engine and a vehicle. Engine operation parameters are determined in response to engine starting monitored in the driving process; determining a target position corresponding to the engine variable valve timing system and a target ignition angle of the engine according to the engine operation parameters, controlling the engine variable valve timing system to be adjusted to the target position from the current position, and timing when the engine variable valve timing system begins to be adjusted; the target delay duration is determined according to the engine operation parameters, when the timing duration reaches the target delay duration, the ignition angle of the engine is controlled to be adjusted to the target ignition angle, and the situation that the variable valve timing system does not reach the target position yet but the ignition angle is adjusted to the target ignition angle is avoided, so that when the variable valve timing system is adjusted, the ignition angle is adjusted to the target ignition angle. The overlarge ignition angle causes abnormal ignition and the phenomena of detonation and preignition, and damage or performance degradation of the engine is avoided.

Description

Technical Field

[0001] This application relates to the field of engine technology, and more particularly to an engine control method, an engine, and a vehicle. Background Technology

[0002] When a hybrid vehicle starts its engine, the engine ignition angle can be directly adjusted to the target angle after receiving a signal. However, it takes a certain amount of time for the mechanical structure in the engine to adjust to the designated position. This mismatch between the engine ignition angle and the mechanical structure in the engine can lead to abnormal combustion, causing knocking and pre-ignition problems, which need to be improved. Summary of the Invention

[0003] In view of this, the purpose of this application is to propose an engine control method, an engine, and a vehicle to solve the problem that when the engine starts in a hybrid vehicle, the mismatch between the engine ignition angle and the mechanical structure in the engine leads to abnormal combustion, causing knocking and pre-ignition.

[0004] To achieve the above objectives, this application provides an engine control method, comprising: In response to the detection of engine starting during driving, the engine operating parameters are determined; Based on the engine operating parameters, determine the target position of the engine variable valve timing system and the target ignition angle of the engine, control the engine variable valve timing system to adjust from the current position to the target position, and start timing when the engine variable valve timing system starts adjusting; The target delay duration is determined based on the engine operating parameters. In response to the timing duration reaching the target delay duration, the engine's ignition angle is adjusted to the target ignition angle. The target delay duration is the time difference between the start time of the engine's ignition angle adjustment and the start time of the engine's variable valve timing system adjustment.

[0005] Furthermore, the engine operating parameters include the actual engine speed and the actual engine load. The step of determining the target delay duration based on the engine operating parameters includes: The database is searched based on the actual engine speed and actual engine load to determine the target delay duration corresponding to the actual engine speed and actual engine load; The database stores the correspondence between the actual engine speed, the actual engine load, and the target delay duration.

[0006] Furthermore, the engine operating parameters include the engine's actual intake air temperature, engine's actual coolant temperature, engine's actual speed, and engine's actual load. The step of determining the target delay duration based on the engine operating parameters includes: Based on the actual engine speed and actual engine load, determine the initial delay duration corresponding to the actual engine speed and actual engine load; The target correction factor is determined based on the engine's actual intake air temperature and engine's actual coolant temperature. The initial delay duration is corrected according to the target correction coefficient to obtain the target delay duration.

[0007] Furthermore, determining the target correction coefficient based on the engine's actual intake air temperature and actual coolant temperature includes: Obtain the actual intake air temperature and actual coolant temperature of the engine; In response to the engine's actual intake air temperature being greater than a preset intake air temperature threshold and / or the engine's actual coolant temperature being greater than a preset coolant temperature threshold, a target correction coefficient is determined based on the engine's actual intake air temperature and engine's actual coolant temperature.

[0008] Furthermore, determining the target correction coefficient based on the engine's actual intake air temperature and actual coolant temperature includes: Obtain the actual intake pressure of the engine; A first correction factor is determined based on the actual intake pressure of the engine and the actual intake coolant temperature of the engine; a second correction factor is determined based on the actual coolant temperature of the engine. The first correction coefficient and the second correction coefficient are weighted to obtain the target correction coefficient.

[0009] Furthermore, the response to detecting engine startup during driving and determining engine operating parameters includes: In response to the detection of engine starting during driving, the current accelerator pedal opening is determined; The actual engine speed and actual engine torque are determined based on the current accelerator pedal opening. Obtain the engine target torque corresponding to the actual engine speed, and determine the actual engine load based on the engine target torque and the actual engine torque; The actual engine speed and actual engine load are used as engine operating parameters.

[0010] Furthermore, after determining the target delay duration based on the engine operating parameters, the method further includes: In response to the timing duration being less than the preset target delay duration, and the determination that the engine variable valve timing system has reached the target position, an adjustment signal is output; The engine's ignition angle is adjusted to the target ignition angle according to the adjustment signal.

[0011] Furthermore, the response to detecting engine startup during driving and determining engine operating parameters includes: In response to the detection of engine starting during driving, the remaining battery power of the vehicle is obtained; In response to the remaining battery power being less than a preset power threshold, engine operating parameters are determined.

[0012] Based on the same inventive concept, this disclosure also provides an engine control device, including: The parameter determination module is configured to determine engine operating parameters in response to detecting engine startup during driving. The first adjustment module is configured to determine the target position of the engine variable valve timing system and the target ignition angle of the engine according to the engine operating parameters, control the engine variable valve timing system to adjust from the current position to the target position, and start timing when the engine variable valve timing system starts adjusting; The second adjustment module is configured to determine a target delay duration based on the engine operating parameters, and in response to the timing duration reaching the target delay duration, control the engine's ignition angle to adjust to the target ignition angle; wherein the target delay duration is the time difference between the start time of controlling the engine's ignition angle adjustment and the start time of controlling the engine's variable valve timing system adjustment.

[0013] Based on the same inventive concept, this disclosure also provides an engine including an electronic device, the electronic device including a memory, a processor and a computer program stored in the memory and executable by the processor, the processor implementing the method described above when executing the computer program.

[0014] Based on the same inventive concept, this disclosure also provides a vehicle including a controller for performing the method described above.

[0015] Based on the same inventive concept, this disclosure also provides a non-transitory computer-readable storage medium that stores computer instructions for causing a computer to perform the method described above.

[0016] As can be seen from the above, the engine control method, engine, and vehicle provided in this application, in response to the detection of engine starting during driving (i.e., the hybrid vehicle starting the engine while driving), exhibit a problem where the engine control software is not adapted to the state of the engine hardware, necessitating engine control operations. The method involves determining engine operating parameters and, based on these parameters, determining the target position of the engine's variable valve timing system and the target ignition angle. The engine's variable valve timing system is generally a mechanical structure controlled by oil pressure. When the engine starts, the system is immediately controlled to adjust from its current position to the target position, and timing begins when the system starts adjusting. A target delay duration is determined based on the engine operating parameters. This target delay duration is the time difference between the start time of the engine's ignition angle adjustment and the start time of the engine's variable valve timing system adjustment. When the timing duration reaches the target delay duration, the engine's ignition angle is adjusted to the target ignition angle. This means the start time of ignition angle adjustment is later than the start time of the variable valve timing system adjustment. This ensures that the time it takes for the ignition angle to reach the target angle coincides with the time it takes for the variable valve timing system to reach its target position. This prevents the variable valve timing system from reaching its target position before the ignition angle is adjusted to the target angle, which could lead to abnormal ignition, knocking, or pre-ignition. It also ensures that the engine control software adapts to the engine hardware's control state, preventing engine damage or performance degradation and improving the overall vehicle's operational balance. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic flowchart of the engine control method according to an embodiment of this application. Figure 1 ; Figure 2 This is a schematic flowchart of the engine control method according to an embodiment of this application. Figure 2 ; Figure 3 This is a schematic flowchart of the engine control method according to an embodiment of this application. Figure 3 ; Figure 4 This is a schematic flowchart of the engine control method according to an embodiment of this application. Figure 4 ; Figure 5 This is a schematic flowchart of the engine control method according to an embodiment of this application. Figure 5 ; Figure 6 This is a schematic flowchart of the engine control method according to an embodiment of this application. Figure 6 ; Figure 7 This is a schematic flowchart of the engine control method according to an embodiment of this application. Figure 7 ; Figure 8 This is a schematic diagram of an engine control device according to an embodiment of this application; Figure 9 This is a schematic diagram of an electronic device according to an embodiment of this application. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0020] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0021] The following are definitions of terms used in this disclosure: VVT: Variable Valve Timing. This system uses a control and actuation system to adjust the phase of the engine camshaft, so that the opening and closing times of the valves change with the engine speed, thereby improving charging efficiency and increasing engine power.

[0022] Hybrid vehicles, also known as hybrid electric vehicles, are vehicles that have two or more power sources, using one or more of these sources for propulsion. The power sources are typically an engine and a battery.

[0023] Hybrid vehicles can operate without an engine, adjusting power output based on vehicle speed requirements. At lower speeds, the engine doesn't need to be started; the battery-powered electric motor provides the necessary power. When higher speeds are required, the engine must be started to assist in providing power.

[0024] Hybrid vehicle engines include a variable valve timing (VVT) system. VVT adjusts the valve opening and closing times according to different engine load conditions and speeds, allowing the engine to operate at its optimal power output. Meanwhile, the engine ignition angle refers to the crankshaft angle relative to the piston reaching top dead center during the compression stroke when the spark plug ignites. It is a key parameter in the engine control system, directly affecting combustion efficiency, power output, and emissions performance.

[0025] When the engine starts, the VVT ​​needs to be adjusted to the target active position, and the target ignition angle of the engine in the current state needs to be determined. Based on the angle data transmitted by the crankshaft position sensor in the engine, when it is determined that the crankshaft angle is consistent with the ignition angle, an ignition command can be issued to the engine to control the engine to perform the ignition operation.

[0026] However, VVT (Vehicle Variable Timing) is generally a mechanical structure controlled by oil pressure. It takes time for the VVT ​​to adjust from its initial position to its target position. In contrast, ignition timing is electronically controlled, with signals sent instantaneously, meaning the ignition angle can be adjusted to the target angle instantly. Therefore, during this adjustment process, the ignition angle remains the final ignition angle; that is, during VVT adjustment, the ignition advance angle in the active position is greater than the ignition advance angle in the initial position. This leads to a mismatch between the ignition angle and the VVT ​​position. An excessively large ignition angle causes abnormal ignition, resulting in knocking, pre-ignition, and performance degradation, ultimately affecting the overall vehicle balance.

[0027] The following is in conjunction with the appendix Figures 1-8 The present application will be described in conjunction with the embodiments.

[0028] In some embodiments, an engine control method is executed by a vehicle controller, referencing... Figure 1 The method includes: S1, in response to detecting engine start during driving, determines engine operating parameters.

[0029] In this step, the hybrid vehicle adjusts the engine power output according to the vehicle speed demand during driving. That is, at lower speeds, the engine does not need to be started, and the electric motor alone can provide the necessary power. When the vehicle demands a higher speed, the engine needs to be started to provide power. When the vehicle detects engine startup during driving, it determines the engine operating parameters.

[0030] In this step, engine operating parameters may include actual engine speed, actual engine load, and actual required torque. Engine speed can be obtained through a crankshaft position sensor or calculated from the accelerator pedal opening. Required torque can be obtained through an accelerator pedal position sensor; specifically, this sensor detects the accelerator pedal opening, and the vehicle controller calculates the required torque based on the accelerator pedal opening and the vehicle's current operating status (such as vehicle speed and gradient).

[0031] Specifically, when the engine speed is obtained from the crankshaft position sensor, which can detect the crankshaft speed and position, the vehicle controller calculates the engine speed based on the signal from the crankshaft position sensor.

[0032] In this step, engine starting can be determined by detecting the starter switch signal or by observing changes in the accelerator pedal opening.

[0033] The following is a detailed explanation of how to determine engine start-up by changing the accelerator pedal opening: When the driver presses the accelerator pedal, the accelerator pedal opening is monitored. If the accelerator pedal opening is determined to be greater than a preset threshold, it indicates that the hybrid vehicle's engine has started.

[0034] The preset opening threshold is a pre-defined threshold value, and it is related to the vehicle's operating mode. Specifically, different vehicle operating modes correspond to different preset opening threshold values. Therefore, the current actual operating mode of the vehicle can be determined, and the preset opening threshold value corresponding to that actual operating mode can be determined accordingly, making the determination of the preset opening threshold value more accurate and the judgment of engine start more accurate.

[0035] It is understood that the database can be searched based on the actual operating mode to determine the preset opening threshold corresponding to the actual operating mode. The database stores the correspondence between operating modes and opening thresholds, and the form of this correspondence can include at least one of the following: a relational table, a functional relationship, a curve relationship, a key-value pair relationship, and a bar chart relationship.

[0036] For example, if the actual operating mode is hybridauto mode, i.e. intelligent hybrid mode, if the vehicle speed starts from zero, the accelerator pedal opening is greater than 50%, corresponding to a vehicle speed greater than 80km / h, and the engine will start. That is, the preset opening threshold in intelligent hybrid mode is 50%.

[0037] Another example is if the actual operating mode is ehold mode, i.e., battery hold mode. If the vehicle speed starts from zero, and the accelerator pedal opening is greater than 25%, corresponding to a vehicle speed greater than 40km / h, the engine will start. That is, the preset opening threshold in battery hold mode is 25%.

[0038] S2, determine the target position of the engine variable valve timing system and the target ignition angle of the engine according to the engine operating parameters, control the engine variable valve timing system to adjust from the current position to the target position, and start timing when the engine variable valve timing system starts adjusting.

[0039] In this step, the target position of the engine's variable valve timing system and the target ignition angle are determined by searching the database based on the engine's operating parameters. The database stores the correspondence between the engine's operating parameters and the position and ignition angle of the engine's variable valve timing system. This correspondence can take at least one of the following forms: a relational table, a functional relationship, a curve relationship, a key-value pair relationship, and a bar chart relationship.

[0040] Among them, the engine VVT ​​system is a core valve train technology. It dynamically adjusts the opening and closing timing of the intake valve and / or exhaust valve to optimize engine performance and fuel economy under different speeds and loads.

[0041] Specifically, the core structure of the VVT ​​system includes the VVT ​​actuator, oil control valve, camshaft position sensor, and engine control unit.

[0042] The VVT ​​actuator, also called a phaser, is installed at the front of the camshaft (intake / exhaust camshaft). It uses hydraulic oil to drive a vane rotor, changing the angle (phase) of the camshaft relative to the crankshaft. The oil control valve (OCV) is usually installed near the cylinder head or phaser. Based on signals from the ECU, the OCV valve controls oil pressure changes, altering the valve timing. A camshaft position sensor, installed near the camshaft, monitors the actual camshaft rotation angle in real time and feeds back to the ECU to achieve closed-loop control of the valve timing. The engine control unit (ECU) receives signals from sensors such as engine speed, load, coolant temperature, and throttle position. It calculates the target valve timing and sends duty cycle control commands to the OCV. VVT is generally a mechanical structure driven by engine lubricating oil pressure, therefore it takes a certain amount of time for VVT to move from one position to another. After determining the target position corresponding to the variable valve timing system, the engine's variable valve timing system is controlled to adjust from the current position to the target position, and timing begins when the engine's variable valve timing system begins adjustment.

[0043] S3, determine the target delay duration based on the engine operating parameters, and in response to the timing duration reaching the target delay duration, control the engine's ignition angle to adjust to the target ignition angle, wherein the target delay duration is the time difference between the start time of controlling the engine's ignition angle adjustment and the start time of controlling the engine's variable valve timing system adjustment.

[0044] Specifically, a target delay duration is determined based on the established engine operating parameters. This target delay duration is the time it takes for the engine software to delay the ignition angle until it reaches the target ignition angle. In other words, the target delay duration is the time difference between the start time of adjusting the engine's ignition angle and the start time of adjusting the engine's variable valve timing system.

[0045] For example, the start time of adjusting the variable valve timing system of the engine is recorded as second 0, and the target delay duration is determined to be 5 seconds. Then, the variable valve timing system of the engine is adjusted and timing begins. When the timing duration reaches 5 seconds (second 5), the ignition angle of the engine is adjusted. In other words, the start time of adjusting the ignition angle of the engine is second 5. The time difference between the start time of adjusting the ignition angle of the engine and the start time of adjusting the variable valve timing system is 5 seconds, and this time difference is the target delay duration.

[0046] During the adjustment of the engine's variable valve timing system, the adjustment time is timed. The timed duration is compared with the target delay duration. If it is determined that the timed duration reaches the target delay duration, that is, the timed duration is greater than or equal to the target delay duration, then it is determined that the engine ignition angle can be adjusted to the target ignition angle.

[0047] Because the ignition angle is electronically controlled, the signal can be sent instantaneously. Upon receiving the signal, the engine immediately switches to the required operating condition, i.e., the target ignition angle. Therefore, to accommodate the adjustment time of the engine's VVT system's mechanical structure, a delay period is added. That is, the ignition angle is adjusted to the target ignition angle only after the VVT ​​system has adjusted for the required delay period. This prevents the engine control software from being unsuitable for the engine hardware's state, which could lead to abnormal combustion, causing knocking and pre-ignition.

[0048] Knocking is a violent, non-uniform combustion phenomenon inside an engine, generating powerful pressure waves that impact the engine's internal structure, leading to a decrease in engine output power and a rapid increase in internal engine temperature. Pre-ignition prevents the heat generated by fuel combustion from being effectively converted into mechanical energy, reducing the engine's energy transfer efficiency. Abnormal combustion also increases the emission of combustion products, thus increasing air pollution. Furthermore, knocking, pre-ignition, and other abnormal phenomena can further lead to engine malfunctions such as spark plug erosion, piston ring loss, and piston breakage.

[0049] In this embodiment, in response to the detection of engine starting during driving (i.e., the hybrid vehicle starting its engine while in motion), which indicates a problem of the engine control software not adapting to the engine hardware state, engine control operations are performed. Engine operating parameters are determined, and based on these parameters, the target position of the engine's variable valve timing system and the target ignition angle are determined. The engine's variable valve timing system is generally a mechanical structure controlled by oil pressure. When the engine starts, the engine's variable valve timing system is immediately adjusted from its current position to the target position, and timing begins when the engine's variable valve timing system begins adjustment. A target delay duration is determined based on the engine operating parameters. This target delay duration is the time difference between the start time of the engine's ignition angle adjustment and the start time of the engine's variable valve timing system adjustment. When the timing duration reaches the target delay duration, the engine's ignition angle is adjusted to the target ignition angle; that is, the start time of the engine's ignition angle adjustment is later than the start time of the engine's variable valve timing system adjustment. The timing of the ignition angle reaching the target ignition angle is synchronized with the timing of the variable valve timing system reaching the target position. This avoids situations where the variable valve timing system has not yet reached the target position, but the ignition angle has already been adjusted to the target ignition angle. This would cause the ignition angle to be too large during the adjustment of the variable valve timing system, resulting in abnormal ignition, knocking, and pre-ignition. This ensures that the engine control software adapts to the control state of the engine hardware, avoids engine damage or performance degradation, and improves the overall balance of vehicle operation.

[0050] In some embodiments, the engine operating parameters specifically include the actual engine speed and the actual engine load. The target delay duration can then be determined based on the actual engine speed and the actual engine load, resulting in a more accurate target delay duration. Specifically, step S3, determining the target delay duration based on the engine operating parameters, includes: The database is searched based on the actual engine speed and actual engine load to determine the target delay duration corresponding to the actual engine speed and actual engine load; The database stores the correspondence between the actual engine speed, the actual engine load, and the target delay duration.

[0051] Specifically, engine speed, engine load, and delay duration are pre-calculated and calibrated to obtain the correspondence between engine speed, engine load, and delay duration, and the correspondence is stored in a database. The specific form of the correspondence may include at least one of the following: a relational table, a functional relationship, a curve relationship, a key-value pair relationship, and a bar chart relationship.

[0052] After determining the actual engine speed and actual engine load, the corresponding relationship stored in the database is searched based on the actual engine speed and actual engine load to determine the target delay time corresponding to the engine speed and actual engine load.

[0053] In this embodiment, when the accelerator pedal opening is detected to be greater than a preset threshold, i.e., when engine start is determined, the engine variable valve timing system begins to adjust from its current position to the target position. Since the engine ignition angle needs to be adjusted after a predetermined target delay period, to avoid the problem of excessive time spent determining the target delay period, leading to a further delay in the engine ignition angle adjustment and untimely engine power adjustment, thus failing to respond promptly to user needs, this embodiment uses a lookup table method to quickly determine the target delay period. This shortens the time required for determining the target delay period, enabling timely adjustment of the ignition angle and meeting user requirements.

[0054] In some embodiments, reference Figure 2 The engine operating parameters include the actual engine intake air temperature, actual engine coolant temperature, actual engine speed, and actual engine load. Because the current internal engine temperature may differ from the corresponding internal engine temperature when determining the delay duration based on the actual engine speed and load, and the internal engine temperature significantly affects engine performance, the internal engine temperature must also be considered to obtain an accurate target delay duration. Therefore, determining the target delay duration based on the engine operating parameters in step S3 specifically includes: S201, determine the initial delay duration corresponding to the actual engine speed and the actual engine load based on the actual engine speed and the actual engine load; In this step, the engine speed, engine load, and delay duration are pre-calculated and calibrated to obtain the correspondence between engine speed, engine load, and delay duration, and the correspondence is stored in the database. The specific form of the correspondence may include at least one of the following: a relational table, a functional relationship, a curve relationship, a key-value pair relationship, and a bar chart relationship.

[0055] After determining the actual engine speed and actual engine load, the corresponding relationship stored in the database is searched based on the actual engine speed and actual engine load to determine the initial delay duration corresponding to the engine speed and actual engine load.

[0056] S202, determine the target correction coefficient based on the actual intake air temperature and the actual coolant temperature of the engine; In this step, the actual intake air temperature and the actual coolant temperature of the engine are obtained. Both the actual intake air temperature and the actual coolant temperature of the engine can be obtained through sensors inside the vehicle.

[0057] Based on the determined actual engine intake air temperature and actual engine coolant temperature, a database is searched to determine a target correction coefficient corresponding to the actual engine intake air temperature and actual engine coolant temperature. The target correction coefficient is used to correct the initial delay time determined based on the actual engine speed and actual engine load.

[0058] In this step, the database stores the correspondence between engine intake air temperature and actual water temperature and correction coefficients. The specific form of the correspondence may include at least one of the following: relation table, function relation, curve relation, key-value pair relation, and bar chart relation.

[0059] S203, the initial delay duration is corrected according to the target correction coefficient to obtain the target delay duration.

[0060] In this step, the initial delay duration is corrected according to the target correction coefficient. Specifically, the initial delay duration can be multiplied with the target correction coefficient, and the resulting product value is the target delay duration.

[0061] For example, the initial delay time determined by looking up the table based on the actual engine speed and actual engine load is 2s, and the target correction coefficient determined based on the actual engine intake air temperature and actual engine coolant temperature is 1.1. Therefore, the product of the initial delay time and the target correction coefficient is processed, and the resulting product value is the target delay time of 2.2s.

[0062] In this embodiment, the impact of the engine's actual intake air temperature and actual coolant temperature on engine performance is fully considered. A target correction coefficient, determined based on the engine's actual intake air temperature and actual coolant temperature, is used to correct the initial delay duration determined by looking up a table based on the engine's actual speed and actual load, making the determined target delay duration more accurate. Furthermore, both the initial delay duration and the target correction coefficient are determined using a table lookup method, shortening the determination time and improving the efficiency of determining the target delay duration.

[0063] In some embodiments, reference Figure 3 When considering the impact of engine internal temperature on the target delay time, since the impact on engine performance is small when the engine internal temperature is low, its influence can be ignored. Therefore, the initial delay time determined by looking up a table based on the actual engine speed and actual engine load only needs to be corrected when the engine internal temperature exceeds a certain value. That is, in step 202, the target correction coefficient is determined based on the actual engine intake air temperature and the actual engine coolant temperature, specifically including: S301, obtain the actual intake air temperature and actual coolant temperature of the engine; S302, in response to the engine's actual intake air temperature being greater than a preset intake air temperature threshold and / or the engine's actual coolant temperature being greater than a preset coolant temperature threshold, a target correction coefficient is determined based on the engine's actual intake air temperature and engine's actual coolant temperature.

[0064] In this step, the actual intake air temperature and the actual coolant temperature of the engine are obtained. Both the actual intake air temperature and the actual coolant temperature of the engine can be obtained through sensors inside the vehicle.

[0065] High engine intake air temperature reduces intake air density, meaning that under the same engine speed and load, the total amount of air entering the cylinders decreases, leading to a decline in performance. Excessively high engine coolant temperature can cause engine overheating, resulting in knocking, stalling, and reduced power; in severe cases, it can cause cylinder head gasket failure, piston melting, and valve burnout. Therefore, comparing the actual engine intake air temperature with a preset intake air temperature threshold yields the first comparison result. Comparing the actual engine coolant temperature with the preset coolant temperature threshold yields the second comparison result.

[0066] If the first comparison result is that the actual intake air temperature of the engine is greater than the preset intake air temperature threshold, and / or the second comparison result is that the actual coolant temperature of the engine is greater than the preset coolant temperature threshold, it can be determined that the actual intake air temperature and / or the actual coolant temperature of the engine have a significant impact on engine performance. Therefore, the influence of the actual intake air temperature and the actual coolant temperature of the engine should be considered when determining the target delay time.

[0067] This requires correcting the initial delay time determined by looking up tables based on the actual engine speed and actual engine load, and then searching the database based on the actual engine intake air temperature and actual engine coolant temperature to determine the target correction coefficient corresponding to the actual engine intake air temperature and actual engine coolant temperature.

[0068] For example, the preset intake air temperature threshold is 40 degrees Celsius, and the preset coolant temperature threshold is 90 degrees Celsius. When the actual engine intake air temperature is 45 degrees Celsius and the actual engine coolant temperature is 85 degrees Celsius, the actual engine intake air temperature is greater than the preset intake air temperature threshold, which meets the condition for correcting the initial delay duration. The target correction coefficient is then determined based on the actual engine intake air temperature and the actual engine coolant temperature.

[0069] In another example, the preset intake air temperature threshold is 40 degrees Celsius, and the preset coolant temperature threshold is 90 degrees Celsius. When the actual engine intake air temperature is 35 degrees Celsius and the actual engine coolant temperature is 95 degrees Celsius, the actual engine coolant temperature is greater than the preset coolant temperature threshold, which meets the condition for correcting the initial delay duration. The target correction coefficient is then determined based on the actual engine intake air temperature and the actual engine coolant temperature.

[0070] In another example, the preset intake air temperature threshold is 40 degrees Celsius, and the preset coolant temperature threshold is 90 degrees Celsius. When the actual engine intake air temperature is 45 degrees Celsius and the actual engine coolant temperature is 95 degrees Celsius, the actual engine intake air temperature is greater than the preset intake air temperature threshold, and the actual engine coolant temperature is greater than the preset coolant temperature threshold, which meets the conditions for correcting the initial delay duration. The target correction coefficient is then determined based on the actual engine intake air temperature and the actual engine coolant temperature.

[0071] In this embodiment, since the impact on engine performance is minimal when the engine internal temperature is low, it can be ignored. Therefore, correction is only required when the engine internal temperature exceeds a certain value, based on the actual engine speed and load determined by a lookup table. This reduces unnecessary correction operations and minimizes the waste of vehicle resources.

[0072] In some embodiments, reference Figure 4 Since both intake pressure and intake temperature affect vehicle knocking, the effects of intake pressure, intake temperature, and engine coolant temperature can be comprehensively considered when determining the target correction coefficient for the initial delay duration. Specifically, step 302 determines the target correction coefficient based on the actual engine intake temperature and actual engine coolant temperature, including: S401, obtains the actual intake pressure of the engine; S402, determine a first correction coefficient based on the actual intake pressure of the engine and the actual intake coolant temperature of the engine, and determine a second correction coefficient based on the actual coolant temperature of the engine; S403, the first correction coefficient and the second correction coefficient are weighted to obtain the target correction coefficient.

[0073] In practical terms, engine intake pressure refers to the pressure of the air entering the engine cylinders, directly affecting the engine's intake volume and combustion efficiency. In naturally aspirated engines, the intake pressure is typically close to atmospheric pressure. In turbocharged or supercharged engines, the intake pressure is increased by the supercharger, thereby increasing the intake volume and boosting engine power. Higher intake pressure generally means more air entering the cylinders, resulting in more complete combustion and greater engine output. However, excessively high intake pressure can also lead to problems such as engine knocking. Therefore, it is necessary to monitor this pressure using sensors and precisely control and adjust it by the engine control unit (ECU) to ensure a balance between engine performance and fuel economy.

[0074] Increased intake air temperature raises the temperature of the air-fuel mixture entering the engine cylinders, accelerating combustion and increasing the rate of pressure and temperature rise within the combustion chamber, making knocking more likely. Increased intake pressure means more air enters the engine cylinders, resulting in greater compression of the air-fuel mixture and a corresponding increase in combustion chamber pressure. Under high intake pressure, the mixture reaches its auto-ignition temperature more easily, thus triggering knocking.

[0075] Therefore, in order to prevent knocking, it is necessary to comprehensively consider the intake air temperature and intake air pressure, that is, to obtain the actual intake air pressure of the engine, and to determine the first correction coefficient based on the actual intake air pressure and the actual intake air temperature of the engine. Specifically, the corresponding first correction coefficient can be determined by searching the database based on the actual intake air pressure and the actual intake air temperature of the engine.

[0076] When the engine coolant temperature is too high, the temperature inside the combustion chamber also rises, making the air-fuel mixture more prone to auto-ignition and increasing the likelihood of knocking. Simultaneously, the high temperature accelerates the combustion process, causing the pressure and temperature inside the combustion chamber to rise too rapidly, thus triggering knocking. Therefore, a second correction factor corresponding to the actual engine coolant temperature can be determined by consulting a database.

[0077] Obtain a preset weight value, and perform weighted processing on the first correction coefficient and the second correction coefficient according to the weight value to obtain the target correction coefficient.

[0078] For example, the first weight value corresponding to the first correction coefficient is determined to be 0.7, and the second weight value corresponding to the second correction coefficient is determined to be 0.3. The first correction coefficient is determined to be 1.3 based on the actual intake pressure and the actual intake coolant temperature of the engine, and the second correction coefficient is determined to be 1.1 based on the actual coolant temperature of the engine. Then, the first correction coefficient and the second correction coefficient are weighted according to the first weight value and the second weight value to obtain the target correction coefficient of 1.24.

[0079] By using the above method, when determining the target correction coefficient for the initial delay duration, the effects of intake pressure, intake temperature, and engine coolant temperature can be comprehensively considered, making the determination of the target correction coefficient more accurate.

[0080] In some embodiments, reference Figure 5 Upon detecting engine startup in a hybrid vehicle, it is necessary to determine the engine operating parameters to subsequently adjust the engine's variable valve timing system and ignition angle. These engine operating parameters can be calculated based on the actual accelerator pedal opening. Specifically, step S1, in response to detecting engine startup during driving, determines the engine operating parameters, including: S501, in response to detecting engine start during driving, determines the current accelerator pedal opening.

[0081] S502, determine the actual engine speed and actual engine torque based on the current accelerator pedal opening.

[0082] Specifically, when the hybrid vehicle detects that the engine has started during driving, it determines the actual accelerator pedal opening at that time, thus obtaining the current accelerator pedal opening.

[0083] Based on the current accelerator pedal opening, a database is consulted to determine the corresponding actual engine speed and actual engine torque. The database stores the correspondence between accelerator pedal opening and engine speed and torque. This correspondence may take at least one of the following forms: a relational table, a functional relationship, a curve relationship, a key-value pair relationship, or a histogram relationship.

[0084] Understandably, disregarding the transmission, the opening of the accelerator pedal is directly proportional to the engine speed. The accelerator pedal controls the throttle opening; pressing the accelerator pedal fully opens the throttle to almost full capacity. The accelerator pedal also controls the engine's air intake; the greater the air intake, the wider the throttle opening, and the deeper the accelerator pedal is pressed. The engine control unit (ECU) then controls the fuel injection based on the airflow, ensuring that the appropriate amount of air and fuel enters the cylinders for combustion. This generates powerful energy, increasing the engine speed. In other words, the wider the accelerator pedal opening, the higher the corresponding engine speed.

[0085] Meanwhile, the depth of the accelerator pedal directly affects the throttle opening, which in turn affects the amount of air entering the cylinder and the amount of fuel injected, ultimately determining the engine's power output. When the accelerator pedal is fully depressed, the throttle is fully open, the amount of air entering the cylinder is at its maximum, and the engine's torque output also reaches its maximum. In other words, the greater the accelerator pedal opening, the greater the corresponding engine torque.

[0086] S503, obtain the engine target torque corresponding to the actual engine speed, and determine the actual engine load based on the engine target torque and the actual engine torque.

[0087] S504, the actual engine speed and actual engine load are used as engine operating parameters.

[0088] Specifically, the target engine torque corresponding to the actual engine speed is obtained. This can be achieved by searching a database based on the actual engine speed to determine the target engine torque. The database stores the correspondence between engine speed and engine torque. This correspondence can take at least one of the following forms: a relational table, a functional relationship, a curve relationship, a key-value pair relationship, or a histogram relationship.

[0089] The actual engine load is determined based on the engine target torque and the engine actual torque. The actual engine load refers to the ratio of the engine's output torque to the maximum torque it can output at that engine speed. In other words, the actual engine load is the ratio obtained by comparing the actual engine torque with the engine target torque.

[0090] The determined actual engine speed and actual engine load are used as engine operating parameters.

[0091] In this embodiment, the actual engine speed and actual engine load are determined based on the accelerator pedal opening. Calculations based on the accelerator pedal opening provide a more accurate determination of the actual engine speed and load. Subsequently, adjustments are made to the engine's variable valve timing system and ignition angle based on the engine's operating parameters, resulting in more accurate adjustments.

[0092] In some embodiments, reference Figure 6 In actual adjustment, the engine's variable valve timing system may have been adjusted to the target position, but the timing duration may not have reached the target delay duration. That is, the engine's variable valve timing system may have been adjusted to the target position, but the engine ignition angle cannot be adjusted yet, resulting in wasted time. Therefore, after determining the target delay duration based on the engine operating parameters in step S2, the following steps are also included: S601, in response to the timing duration being less than the preset target delay duration, and determining that the engine variable valve timing system has reached the target position, output an adjustment signal; S602, the ignition angle of the engine is adjusted to the target ignition angle according to the adjustment signal.

[0093] In this embodiment, the position of the engine variable valve timing system is continuously monitored until the timing duration reaches the target delay duration.

[0094] If the timing duration is less than the preset target delay duration, and the engine's variable valve timing system has reached the target position, it indicates that the engine's variable valve timing system has been adjusted to the target position. However, the timing duration has not yet reached the target delay duration, and the engine ignition angle cannot be adjusted. At this time, an adjustment signal is output, i.e., an electrical signal is sent to the engine to control the engine ignition angle to be adjusted to the target ignition angle. That is, there is no need to wait until the target delay duration; the engine ignition angle can be directly adjusted to the target ignition angle.

[0095] In this embodiment, since the engine variable valve timing system has been adjusted to the target position, it means that the engine variable valve timing system has been adjusted to the target position, that is, the engine hardware structure has been adjusted to the target position. At this time, an adjustment signal can be output to control the engine ignition angle to be adjusted to the target ignition angle. There is no need to continue waiting for the target delay time, which reduces the waste of interval time and improves the adjustment efficiency.

[0096] In some embodiments, reference Figure 7 Vehicle knocking typically occurs when the engine needs to provide a large load, meaning it usually happens when the vehicle's power source is the engine. Hybrid vehicles, however, typically use the battery as their power source when the battery is fully charged. In other words, when the battery is fully charged, the vehicle operates using battery control, reducing the likelihood of knocking. Therefore, adjustments to the engine's variable valve timing system and ignition angle are only needed when the battery is low, i.e., when the engine is the primary power source. Thus, in step S1, in response to detecting engine startup during driving, the engine operating parameters are determined, specifically including: Step S701: In response to detecting engine start during driving, obtain the remaining battery power of the vehicle; Step S702: In response to the remaining battery power being less than a preset power threshold, determine the engine operating parameters.

[0097] Specifically, when the hybrid vehicle detects that the engine has started during driving, it obtains the remaining battery power of the vehicle, so as to determine whether the variable valve timing system and engine ignition angle need to be adjusted based on the remaining battery power.

[0098] The remaining battery power of the vehicle is compared with a preset power threshold. If the remaining battery power is greater than or equal to the preset power threshold, it means that the remaining battery power is sufficient, the vehicle mainly relies on the battery for power, and the probability of knocking is small.

[0099] If the remaining battery power is less than a preset threshold, it indicates insufficient battery power, and the engine will be used as the primary power source for the vehicle. To prevent knocking, the engine's variable valve timing system and ignition angle need to be adjusted. Therefore, engine operating parameters are determined to search a database and determine the target position for the variable valve timing system and the target ignition angle. The variable valve timing system is then adjusted from its current position to the target position, and a timer begins. Once the timer reaches the target delay, the engine ignition angle is adjusted to the target ignition angle.

[0100] In this embodiment, since vehicle knocking typically occurs when the engine needs to provide a large load, i.e., when the battery is fully charged and the vehicle is controlled by the battery, the probability of knocking is low. Therefore, adjustments to the engine's variable valve timing system and ignition angle are only needed when the battery is low, i.e., when the engine is used as the main power source for the vehicle. This reduces unnecessary adjustments and wastes vehicle resources.

[0101] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0102] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0103] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides an engine control device for a hydrogen engine.

[0104] refer to Figure 8 The engine control device includes: The parameter determination module 801 is configured to determine engine operating parameters in response to detecting engine startup during driving. The first adjustment module 802 is configured to determine the target position of the engine variable valve timing system and the target ignition angle of the engine according to the engine operating parameters, control the engine variable valve timing system to adjust from the current position to the target position, and start timing when the engine variable valve timing system starts adjusting; The second adjustment module 803 is configured to determine a target delay duration based on the engine operating parameters, and in response to the timing duration reaching the target delay duration, control the engine's ignition angle to be adjusted to the target ignition angle; wherein, the target delay duration is the time difference between the start time of controlling the engine's ignition angle adjustment and the start time of controlling the engine's variable valve timing system adjustment.

[0105] Furthermore, the engine operating parameters include the actual engine speed and the actual engine load, and the second adjustment module 803 also includes: The target delay duration determination unit is configured to search a database based on the actual engine speed and actual engine load to determine the target delay duration corresponding to the actual engine speed and actual engine load; The database stores the correspondence between the actual engine speed, the actual engine load, and the target delay duration.

[0106] Furthermore, the engine operating parameters include the actual engine intake air temperature, the actual engine coolant temperature, the actual engine speed, and the actual engine load. The second adjustment module 803 also includes: The initial delay duration determination unit is configured to determine the initial delay duration corresponding to the actual engine speed and the actual engine load based on the actual engine speed and the actual engine load. The target correction factor determination unit is configured to determine the target correction factor based on the actual intake air temperature and the actual coolant temperature of the engine. The target delay duration determination unit is configured to correct the initial delay duration according to the target correction coefficient to obtain the target delay duration.

[0107] Furthermore, the target correction coefficient determination unit is specifically configured as follows: Obtain the actual intake air temperature and actual coolant temperature of the engine; In response to the engine's actual intake air temperature being greater than a preset intake air temperature threshold and / or the engine's actual coolant temperature being greater than a preset coolant temperature threshold, a target correction coefficient is determined based on the engine's actual intake air temperature and engine's actual coolant temperature.

[0108] Furthermore, the parameter determination module 801 is also configured to: In response to the detection of engine starting during driving, the current accelerator pedal opening is determined; The actual engine speed and actual engine torque are determined based on the current accelerator pedal opening. Obtain the engine target torque corresponding to the actual engine speed, and determine the actual engine load based on the engine target torque and the actual engine torque; The actual engine speed and actual engine load are used as engine operating parameters.

[0109] Furthermore, the engine control device also includes an adjustment signal determination module, which is specifically configured as follows: In response to the timing duration being less than the preset target delay duration, and the determination that the engine variable valve timing system has reached the target position, an adjustment signal is output; The engine's ignition angle is adjusted to the target ignition angle according to the adjustment signal.

[0110] Furthermore, the parameter determination module 801 is also configured to: In response to the detection of engine starting during driving, the remaining battery power of the vehicle is obtained; In response to the remaining battery power being less than a preset power threshold, engine operating parameters are determined.

[0111] The system described above is used to implement the corresponding engine control method in any of the foregoing embodiments and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0112] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides an engine, including an electronic device, the electronic device including a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the engine control method described in any of the above embodiments.

[0113] Figure 9 This embodiment illustrates a more specific hardware structure of an electronic device. The device may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0114] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0115] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0116] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0117] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WFI, Bluetooth, etc.).

[0118] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0119] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0120] The electronic devices described above are used to implement the corresponding engine control methods in any of the foregoing embodiments and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0121] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a vehicle, including a controller, which is used to execute the engine control method described in any of the above embodiments.

[0122] The vehicle described in the above embodiments is used to implement the corresponding engine control method in any of the foregoing embodiments and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0123] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium that stores computer instructions for causing the computer to execute the engine control method as described in any of the above embodiments.

[0124] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0125] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the engine control method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0126] It is understood that before using the technical solutions of the various embodiments in this disclosure, users will be informed of the type, scope of use, and usage scenarios of the personal information involved in an appropriate manner, and user authorization will be obtained.

[0127] For example, upon receiving a user's active request, a prompt message is sent to the user to explicitly inform them that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose, based on the prompt message, whether to provide personal information to the software or hardware such as electronic devices, applications, servers, or storage media performing the operations of this disclosed technical solution.

[0128] As an optional but not limited implementation, in response to a user's active request, sending a prompt message to the user can be done via a pop-up window, where the prompt message can be presented in text format. Furthermore, the pop-up window can also include a selection control allowing the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0129] It is understood that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of this disclosure. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this disclosure.

[0130] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application (including the claims) is limited to these examples; within the framework of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in the details for the sake of brevity.

[0131] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0132] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0133] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. An engine control method, characterized in that, include: In response to the detection of engine starting during driving, the engine operating parameters are determined; Based on the engine operating parameters, determine the target position of the engine variable valve timing system and the target ignition angle of the engine, control the engine variable valve timing system to adjust from the current position to the target position, and start timing when the engine variable valve timing system starts adjusting; The target delay duration is determined based on the engine operating parameters, and in response to the timing duration reaching the target delay duration, the engine ignition angle is adjusted to the target ignition angle. The target delay duration is the time difference between the start time of adjusting the ignition angle of the engine and the start time of adjusting the variable valve timing system of the engine.

2. The method according to claim 1, characterized in that, The engine operating parameters include the actual engine speed and the actual engine load; The step of determining the target delay duration based on the engine operating parameters includes: The database is searched based on the actual engine speed and actual engine load to determine the target delay duration corresponding to the actual engine speed and actual engine load; The database stores the correspondence between the actual engine speed, the actual engine load, and the target delay duration.

3. The method according to claim 1, characterized in that, The engine operating parameters include the engine's actual intake air temperature, engine's actual coolant temperature, engine's actual speed, and engine's actual load. The step of determining the target delay duration based on the engine operating parameters includes: Based on the actual engine speed and actual engine load, determine the initial delay duration corresponding to the actual engine speed and actual engine load; The target correction factor is determined based on the engine's actual intake air temperature and engine's actual coolant temperature. The initial delay duration is corrected according to the target correction coefficient to obtain the target delay duration.

4. The method according to claim 3, characterized in that, The determination of the target correction coefficient based on the actual intake air temperature and actual coolant temperature of the engine includes: Obtain the actual intake air temperature and actual coolant temperature of the engine; In response to the engine's actual intake air temperature being greater than a preset intake air temperature threshold and / or the engine's actual coolant temperature being greater than a preset coolant temperature threshold, a target correction coefficient is determined based on the engine's actual intake air temperature and engine's actual coolant temperature.

5. The method according to claim 4, characterized in that, The determination of the target correction coefficient based on the engine's actual intake air temperature and actual coolant temperature includes: Obtain the actual intake pressure of the engine; A first correction factor is determined based on the actual intake pressure of the engine and the actual intake coolant temperature of the engine; a second correction factor is determined based on the actual coolant temperature of the engine. The first correction coefficient and the second correction coefficient are weighted to obtain the target correction coefficient.

6. The method according to claim 1, characterized in that, The response to detecting engine start during driving and determining engine operating parameters includes: In response to the detection of engine starting during driving, the current accelerator pedal opening is determined; The actual engine speed and actual engine torque are determined based on the current accelerator pedal opening. Obtain the engine target torque corresponding to the actual engine speed, and determine the actual engine load based on the engine target torque and the actual engine torque; The actual engine speed and actual engine load are used as engine operating parameters.

7. The method according to claim 1, characterized in that, After determining the target delay duration based on the engine operating parameters, the process also includes: In response to the timing duration being less than the preset target delay duration, and the determination that the engine variable valve timing system has reached the target position, an adjustment signal is output; The engine's ignition angle is adjusted to the target ignition angle according to the adjustment signal.

8. The method according to claim 1, characterized in that, The response to detecting engine start during driving and determining engine operating parameters includes: In response to the detection of engine starting during driving, the remaining battery power of the vehicle is obtained; In response to the remaining battery power being less than a preset power threshold, engine operating parameters are determined.

9. An engine comprising electronic equipment, the electronic equipment including a memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the method as claimed in any one of claims 1 to 8.

10. A vehicle comprising the engine as claimed in claim 9.

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