Engine control methods, devices, vehicles, storage media, and program products

Abstract

This application relates to the field of engine control technology, and in particular to an engine control method and apparatus. The method includes: at the end of engine start-up, acquiring the delay time corresponding to the current coolant temperature, and detecting the speed deviation between the engine's real-time speed and the target speed; when the speed deviation is less than or equal to a preset deviation threshold, or when the time difference between the engine's start-up end time and the current time is greater than or equal to the delay time, detecting the engine's actual control mode; and when the control mode is a non-closed-loop control mode, controlling the engine to enter a proportional-derivative (PD) control mode. This solves the problem in related technologies where PD control logic performs PD control based on uncertainty about the engine's ability to accept PD control, which may lead to a strong control output from the powerful derivative action in PD control on the engine's large speed deviation rate, easily damaging the engine system's inherent damping and directly inducing speed oscillations.

Description

Technical Field

[0001] This application relates to the field of engine control technology, and in particular to an engine control method, device, vehicle, storage medium, and program product. Background Technology

[0002] A typical engine starting process can be divided into several stages: starter motor activation, ignition, engine speed ramp-up, and engine speed stabilization after starting. Once the engine successfully ignites and enters the engine speed ramp-up stage, the engine control unit (ECU) controls parameters such as throttle opening and fuel injection quantity to try to bring the engine speed up to and stabilize near the preset target idle speed as quickly as possible. The entire speed control logic typically includes both open-loop and closed-loop control modes.

[0003] In related technologies, there exists a control "window" or "transition period" after the open-loop control ends and before the closed-loop control conditions are met. To suppress excessively rapid speed drop and attempt to stabilize the speed during this transition period, many ECU strategies introduce PD (proportional-derivative) control. The PD controller can quickly output a correction based on the deviation between the target speed and the actual speed and its rate of change, theoretically smoothing speed fluctuations more effectively than pure open-loop control.

[0004] However, the PD control logic in related technologies is rather crude in its switching judgment between open-loop → PD → closed-loop control. It usually relies on only a few thresholds, and then immediately or unconditionally starts PD control after the open-loop control ends, either immediately or after a fixed delay. In practical applications, this control execution often fails to achieve the desired PD control effect because the engine is unlikely to be able to accept PD control at this point. If the strong differential action in PD control generates a strong control output on the engine's large rate of change in speed deviation, it will cause "sudden braking" or "sudden acceleration"-like operations, easily damaging the engine system's inherent damping and directly inducing speed oscillations, which urgently needs to be addressed. Summary of the Invention

[0005] This application provides an engine control method, device, vehicle, storage medium, and program product to address the issue that PD control logic in related technologies often fails to achieve the desired PD control effect in practical applications. When PD control is performed without the engine being certain of its ability to accept PD control, the strong differential action in PD control may generate a strong control output on the engine's large speed deviation rate, which can easily damage the inherent damping of the engine system and directly induce problems such as speed oscillation.

[0006] The first aspect of this application provides an engine control method, comprising the following steps: at the end of engine start-up, reading the current coolant temperature of the engine to obtain a delay time corresponding to the current coolant temperature, detecting the real-time speed of the engine, and calculating the speed deviation between the real-time speed and the target speed; when the speed deviation is less than or equal to a preset deviation threshold, or when the time difference between the engine start-up end time and the current time is greater than or equal to the delay time, detecting the actual control mode of the engine; when the actual control mode is a non-closed-loop control mode, generating a proportional-derivative (PD) control signal for the engine, so as to control the engine to enter the PDR control mode according to the PDR control signal.

[0007] Through the above technical means, the embodiments of this application can adaptively determine the optimal waiting time of the engine based on the delay time corresponding to the current coolant temperature at the end of engine start-up, to ensure that the engine state tends to stabilize; at the same time, the engine stability is judged based on the speed deviation between the real-time speed after engine start-up and the target speed being less than or equal to a certain deviation threshold; finally, the engine's PD control mode is allowed to be activated when either the delay condition is met or the speed deviation has fallen back to a reasonable range and the engine has not entered the closed-loop control mode. This achieves precise control of the optimal intervention time of PD control, fundamentally eliminating the engine's "slippage" phenomenon, effectively improving the speed smoothness and stability of the start-up process, reducing harmful engine emissions and extending engine life, without increasing any hardware costs, thus effectively enhancing the practical application capability and implementation promotion of this application.

[0008] Optionally, in one embodiment of this application, before obtaining the delay time corresponding to the current coolant temperature, the method further includes: obtaining the simulated delay time corresponding to different coolant temperatures of the engine; and constructing a water temperature-delay mapping table for querying the delay time corresponding to the current coolant temperature based on the different coolant temperatures and their corresponding simulated delay times.

[0009] Through the above technical means, the embodiments of this application can form an adaptive delay activation mechanism based on water temperature by pre-constructing a water temperature-delay mapping table. Instead of using a fixed delay time, the optimal delay time is dynamically matched by querying the pre-stored water temperature-delay mapping table according to the real-time engine coolant temperature. This accurately adapts to different operating conditions such as cold start and hot engine, avoids control deviations caused by fixed delays, thereby improving engine combustion efficiency, power responsiveness and smooth operation, while optimizing emissions and component lifespan.

[0010] Optionally, in one embodiment of this application, the method further includes: detecting the engine speed drop characteristics; and determining the preset deviation threshold based on the engine speed drop characteristics.

[0011] Through the above technical means, the embodiments of this application can determine the preset deviation threshold of the speed deviation between the actual engine speed and the target speed based on the engine speed drop characteristics, thereby ensuring precise control of the intervention timing of the engine closed-loop control mode. Furthermore, by accurately matching the intervention timing of the closed-loop control mode with the engine's own dynamic response law, premature intervention and frequent adjustments caused by an excessively small threshold can be avoided, which could lead to engine speed oscillations. It can also effectively prevent late intervention and control lag caused by an excessively large threshold, thus avoiding the inability to correct deviations in time. Ultimately, it can effectively improve the stability and accuracy of engine speed control, reduce operational fluctuations, and ensure smooth power output and fuel economy.

[0012] Optionally, in one embodiment of this application, detecting the actual control mode of the engine when the speed deviation is less than or equal to a preset deviation threshold, or when the time difference between the engine start-up end time and the current time is greater than or equal to the delay time, includes: acquiring the level signal of a timer connected to the engine; determining that the time difference is less than the delay time when the timer's level signal is low, and determining that the time difference is greater than or equal to the delay time when the timer's level signal is high.

[0013] Through the above technical means, the embodiments of this application can control the output signal state of the delay setting module through a timer, thereby achieving precise matching of the delay time based on the real-time water temperature at the end of engine start-up. This ensures that the closed-loop control judgment is not triggered prematurely within the delay time adapted to the current operating conditions. After the timeout, a high-level flag is used to clearly indicate the completion of the delay, providing a precise timing signal for subsequent closed-loop control intervention. This effectively adapts to different operating conditions such as cold start and hot engine restart, ensuring a smooth transition after engine start-up and improving the rationality and reliability of speed control.

[0014] Optionally, in one embodiment of this application, before detecting the actual control mode of the engine when the speed deviation is less than or equal to a preset deviation threshold, or when the time difference between the engine start-up end time and the current time is greater than or equal to the delay time, the method further includes: acquiring the level signal of a reset-set trigger connected to the engine; determining that the speed deviation is greater than the preset deviation threshold when the level signal of the reset-set trigger is low; and determining that the speed deviation is less than or equal to the preset deviation threshold when the level signal of the reset-set trigger is high.

[0015] Through the above technical means, the embodiments of this application can monitor the deviation between the target speed and the real-time speed of the engine in real time through a comparator. When the deviation is greater than a set threshold, a high level is output. After being inverted by an NOT gate, a valid signal is applied to the reset terminal of the RS flip-flop (reset-set flip-flop), causing it to output a low level. When the deviation falls back to within the threshold, the comparator outputs a low level. After being inverted by an NOT gate, a valid signal is applied to the set terminal of the RS flip-flop, causing it to output a high level and maintain this state.

[0016] A second aspect of this application provides an engine control device, comprising: a reading module, configured to read the current coolant temperature of the engine at the end of engine start-up to obtain a delay time corresponding to the current coolant temperature, detect the real-time speed of the engine, and calculate the speed deviation between the real-time speed and a target speed; a first detection module, configured to detect the actual control mode of the engine when the speed deviation is less than or equal to a preset deviation threshold, or when the time difference between the start-up end time of the engine and the current time is greater than or equal to the delay time; and a control module, configured to generate a proportional-derivative (PD) control signal for the engine when the actual control mode is a non-closed-loop control mode, so as to control the engine to enter a proportional-derivative (PD) control mode according to the PDR control signal.

[0017] Through the above technical means, the embodiments of this application can adaptively determine the optimal waiting time of the engine based on the delay time corresponding to the current coolant temperature at the end of engine start-up, to ensure that the engine state tends to stabilize; at the same time, the engine stability is judged based on the speed deviation between the real-time speed after engine start-up and the target speed being less than or equal to a certain deviation threshold; finally, the engine's PD control mode is allowed to be activated when either the delay condition is met or the speed deviation has fallen back to a reasonable range and the engine has not entered the closed-loop control mode. This achieves precise control of the optimal intervention time of PD control, fundamentally eliminating the engine's "slippage" phenomenon, effectively improving the speed smoothness and stability of the start-up process, reducing harmful engine emissions and extending engine life, without increasing any hardware costs, thus effectively enhancing the practical application capability and implementation promotion of this application.

[0018] Optionally, in one embodiment of this application, it further includes: an acquisition module, configured to acquire simulated delay times corresponding to different coolant temperatures of the engine before acquiring the delay time corresponding to the current coolant temperature; and a construction module, configured to construct a water temperature-delay mapping table for querying the delay time corresponding to the current coolant temperature based on the different coolant temperatures and their corresponding simulated delay times.

[0019] Through the above technical means, the embodiments of this application can form an adaptive delay activation mechanism based on water temperature by pre-constructing a water temperature-delay mapping table. Instead of using a fixed delay time, the optimal delay time is dynamically matched by querying the pre-stored water temperature-delay mapping table according to the real-time engine coolant temperature. This accurately adapts to different operating conditions such as cold start and hot engine, avoids control deviations caused by fixed delays, thereby improving engine combustion efficiency, power responsiveness and smooth operation, while optimizing emissions and component lifespan.

[0020] Optionally, in one embodiment of this application, it further includes: a second detection module for detecting the engine speed drop characteristics; and a determination module for determining the preset deviation threshold based on the engine speed drop characteristics.

[0021] Through the above technical means, the embodiments of this application can determine the preset deviation threshold of the speed deviation between the actual engine speed and the target speed based on the engine speed drop characteristics, thereby ensuring precise control of the intervention timing of the engine closed-loop control mode. Furthermore, by accurately matching the intervention timing of the closed-loop control mode with the engine's own dynamic response law, premature intervention and frequent adjustments caused by an excessively small threshold can be avoided, which could lead to engine speed oscillations. It can also effectively prevent late intervention and control lag caused by an excessively large threshold, thus avoiding the inability to correct deviations in time. Ultimately, it can effectively improve the stability and accuracy of engine speed control, reduce operational fluctuations, and ensure smooth power output and fuel economy.

[0022] Optionally, in one embodiment of this application, the first detection module includes: an acquisition unit, configured to acquire a level signal of a timer connected to the engine; and a determination unit, configured to determine that the time difference is less than the delay time when the level signal of the timer is low, and to determine that the time difference is greater than or equal to the delay time when the level signal of the timer is high.

[0023] Through the above technical means, the embodiments of this application can control the output signal state of the delay setting module through a timer, thereby achieving precise matching of the delay time based on the real-time water temperature at the end of engine start-up. This ensures that the closed-loop control judgment is not triggered prematurely within the delay time adapted to the current operating conditions. After the timeout, a high-level flag is used to clearly indicate the completion of the delay, providing a precise timing signal for subsequent closed-loop control intervention. This effectively adapts to different operating conditions such as cold start and hot engine restart, ensuring a smooth transition after engine start-up and improving the rationality and reliability of speed control.

[0024] Optionally, in one embodiment of this application, it further includes: a second acquisition module, configured to acquire a level signal of a reset-set trigger connected to the engine before detecting the actual control mode of the engine when the speed deviation is less than or equal to a preset deviation threshold, or when the time difference between the engine start-up end time and the current time is greater than or equal to the delay time; and a determination module, configured to determine that the speed deviation is greater than the preset deviation threshold when the level signal of the reset-set trigger is low, and to determine that the speed deviation is less than or equal to the preset deviation threshold when the level signal of the reset-set trigger is high.

[0025] Through the above technical means, the embodiments of this application can monitor the deviation between the target speed and the real-time speed of the engine in real time through a comparator. When the deviation is greater than a set threshold, a high level is output. After being inverted by an NOT gate, a valid signal is applied to the reset terminal of the RS flip-flop (reset-set flip-flop), causing it to output a low level. When the deviation falls back to within the threshold, the comparator outputs a low level. After being inverted by an NOT gate, a valid signal is applied to the set terminal of the RS flip-flop, causing it to output a high level and maintain this state.

[0026] A third aspect of this application provides an 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 as described in the above embodiments.

[0027] A fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the engine control method described above.

[0028] A fifth aspect of this application provides a computer program product, including a computer program that, when executed, is used to implement the engine control method described above.

[0029] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0030] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein:

[0031] Figure 1 This is a schematic diagram of the engine speed oscillation during start-up termination according to one embodiment of this application;

[0032] Figure 2 This is a flowchart of an engine control method provided according to an embodiment of this application;

[0033] Figure 3 This is a flowchart illustrating the speed control after engine start-up according to one embodiment of this application;

[0034] Figure 4 This is a schematic diagram of the structure of the engine control device provided according to an embodiment of this application;

[0035] Figure 5 This is a schematic diagram of the structure of an electronic device provided according to an embodiment of this application.

[0036] Figure label:

[0037] 10- Engine control device; 100- Acquisition module, 200- First detection module and 300- Control module; 501- Memory, 502- Processor and 503- Communication interface. Detailed Implementation

[0038] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0039] The following description, with reference to the accompanying drawings, outlines an engine control method, apparatus, vehicle, storage medium, and program product according to embodiments of this application. In practical applications, the PD control logic in the related technologies mentioned in the background often fails to achieve the desired PD control effect. Performing PD control without knowing if the engine is capable of accepting it can lead to a strong control output from the powerful derivative action in the PD control, which can easily damage the inherent damping of the engine system and directly induce speed oscillations. This application provides an engine control method in which the engine is determined to be in a non-closed-loop control mode based on whether the time difference between the engine's start-up end time and the current time is greater than or equal to the corresponding delay time, or whether the speed deviation between the engine's real-time speed and the target speed is less than or equal to a certain preset deviation threshold. The engine is then controlled to enter a proportional-derivative control mode. Therefore, this invention achieves adaptive determination of the optimal waiting time for the engine based on the delay time corresponding to the current coolant temperature at the end of engine start-up, ensuring engine stability. Simultaneously, it uses a speed deviation between the real-time engine speed after start-up and the target speed being less than or equal to a certain deviation threshold as a criterion for engine stability. Finally, when either the delay condition is met or the speed deviation has fallen back to a reasonable range, and the engine has not entered closed-loop control mode, the engine's PD control mode is activated. This precisely controls the optimal intervention time for PD control, fundamentally eliminating engine "slippage," effectively improving the smoothness and stability of the starting process, reducing harmful emissions, and extending engine life, all without increasing hardware costs, thus significantly enhancing the practical application and implementation potential of this application. This solves the problem that PD control logic in related technologies often fails to achieve the desired PD control effect in practical applications. Performing PD control when the engine is uncertain to accept it can lead to strong control outputs from the powerful differential action in PD control on the large rate of change of engine speed deviation, easily damaging the inherent damping of the engine system and directly inducing speed oscillations.

[0040] Before explaining the engine control method in the embodiments of this application, the speed oscillation caused by the fixed timing of PD control during the speed drop phase after engine start-up in the embodiments of this application, and the principle of the engine control method in the embodiments of this application will be explained.

[0041] A typical engine starting process can be divided into several stages: starter motor actuation, ignition, engine speed ramp-up, and engine speed stabilization after starting. Once the engine successfully ignites and enters the engine speed ramp-up stage, the engine electronic control unit (ECU) controls parameters such as throttle opening and fuel injection quantity to try to make the engine speed reach and stabilize near the preset target idle speed as quickly as possible. The entire speed control logic usually includes two modes: open-loop control and closed-loop control.

[0042] During the initial startup phase, because the signals from various engine sensors (especially the oxygen sensor) are not yet stable, the system primarily employs an open-loop control strategy based on a pre-stored MAP. As the engine's operating state stabilizes and system conditions are met (such as a valid oxygen sensor signal or a certain coolant temperature), the ECU will switch to feedback-based closed-loop control (such as PID control) to achieve precise and smooth speed regulation.

[0043] However, after the open-loop control ends and before the closed-loop control conditions are met, there exists a control "window" or "transition period." To suppress excessive speed drop and attempt to stabilize the speed during this transition period, many ECU strategies introduce PD control. The PD controller can quickly output a correction based on the deviation between the target speed and the actual speed, and its rate of change, theoretically smoothing speed fluctuations more effectively than pure open-loop control.

[0044] Although the strategy of introducing PD control is well-intentioned, it has been found to have significant defects in practical applications, which can cause obvious speed oscillations (or "slowing down") during the speed drop process immediately after the engine starts.

[0045] The main reason for this is that PD control in related technologies typically starts unconditionally either immediately after the open-loop control ends or after a fixed delay. In other words, the engine control logic in these technologies is rather crude in its switching judgment between open-loop, PD, and closed-loop control, usually relying only on a few thresholds (such as time or a fixed speed). This simple switching logic easily leads to the PD controller being activated at the most inappropriate time (when system damping is low, deviation is large, and the state is unstable), resulting in speed oscillations, such as... Figure 1 As shown, Figure 1 This is a schematic diagram of the engine speed oscillation during the start-up termination of one embodiment of this application.

[0046] However, the operating characteristics of an engine vary greatly under different operating conditions, especially under different coolant temperatures.

[0047] For example, when the engine is cold, the engine friction resistance is high, the fuel atomization effect is poor, the speed build-up is slow, and the speed drop characteristics are completely different from those of a warm engine. A fixed timing for PD control intervention cannot be universally applied to all temperature conditions. Moreover, when the engine is cold-started at low temperatures, the speed and system state are extremely unstable. Engaging the dynamically responsive PD control too early may lead to overcompensation, causing oscillations in the control system and resulting in the engine speed fluctuating repeatedly around the target value.

[0048] If the system's readiness for PD control is not adequately assessed before direct engagement, a large deviation between the actual and target engine speeds indicates that the engine has not yet entered a relatively stable transition state. In this situation, the powerful derivative action of PD control will generate a strong control output to the large rate of change of engine speed deviation. This "sudden braking" or "sudden acceleration" operation can easily disrupt the system's inherent damping, directly inducing engine speed oscillations.

[0049] Based on this, this application proposes a multi-condition collaborative intelligent control strategy that considers multiple key factors such as engine coolant temperature and speed deviation. First, it adaptively determines the optimal waiting time by querying a delay mapping table based on engine coolant temperature to ensure system stability. Second, it sets a flag when the deviation between the target speed and the actual speed exceeds 100 rpm (100 revolutions per minute), serving as a basis for judging that the system is not yet stable. Finally, PD control is activated only when all three conditions are met simultaneously: the above delay conditions are met, the speed deviation has fallen back to a reasonable range (i.e., the flag is reset), and the system has not entered closed-loop control. This allows for precise control of the optimal intervention time for PD control, fundamentally eliminating the "runaway" phenomenon, effectively improving the smoothness and stability of the starting process, reducing harmful emissions, extending engine life, and requiring no additional hardware costs, making it easy to implement and promote.

[0050] Specifically, Figure 2 This is a flowchart of an engine control method provided in an embodiment of this application.

[0051] like Figure 2 As shown, the control method for this engine includes the following steps:

[0052] Step S201: When the engine starts, read the current coolant temperature of the engine to obtain the delay time corresponding to the current coolant temperature, detect the real-time speed of the engine, and calculate the speed deviation between the real-time speed and the target speed.

[0053] Step S202: When the speed deviation is less than or equal to a preset deviation threshold, or when the time difference between the engine start-up end time and the current time is greater than or equal to the delay time, the actual control mode of the engine is detected.

[0054] Step S203: When the actual control mode is a non-closed-loop control mode, a proportional-derivative control signal for the engine is generated to control the engine to enter the proportional-derivative control mode according to the proportional-derivative control signal.

[0055] As one possible approach, this application embodiment can determine whether the engine has the basis to enter PD control by combining the current coolant temperature after the engine has finished starting and the speed deviation between the real-time speed and the target speed. Then, by combining the dual control of whether the engine is in a non-closed-loop control mode, the necessary mode state constraints are provided for the activation of engine PD control, thereby ensuring that the engine can enter PD control under the dual conditions of ensuring smooth starting and preventing stalling, effectively improving the stability and reliability of engine PD control.

[0056] First, in this embodiment, the current coolant temperature of the engine can be read when the engine starts, thereby obtaining the delay time corresponding to the current coolant temperature. At the same time, this embodiment can detect the real-time speed of the engine and calculate the speed deviation between the real-time speed and the target speed.

[0057] Here, "engine start-up completion" refers to the point at which the engine transitions from the starting state to the transition phase between open-loop and closed-loop control, marking the end of the engine start-up phase. "Current coolant temperature" refers to the real-time coolant temperature data collected by a coolant temperature sensor at the moment the engine start-up ends. For example, during a cold start in winter, the sensor might measure a coolant temperature of -5°C at the end of the start-up. Similarly, if the engine is turned off and immediately restarted while driving (a warm-up restart), the sensor might measure a coolant temperature of 85°C at the end of the start-up.

[0058] Real-time engine speed here refers to the engine's current rotational speed, collected in real-time by the engine ECU through sensors such as speed sensors after the engine has started. For example, after starting, the ECU collects the engine speed 10 times per second, and at a certain moment, the measured real-time engine speed is 855 rpm. Target speed here can be understood as the pre-set target idle speed at which the engine can maintain relatively stable operation after open-loop control ends; it is also the target speed during the transition phase between open-loop and closed-loop control. For example, if the target idle speed is 850 rpm, then the engine's real-time speed needs to approach 850 rpm. Speed ​​deviation is the difference between the real-time speed and the target speed.

[0059] Then, in this embodiment of the application, when the speed deviation between the real-time speed and the target speed is less than or equal to a preset deviation threshold, or when the time difference between the engine start-up end time and the current time is greater than or equal to the delay time, the actual control mode of the engine is detected as a non-closed-loop control mode.

[0060] Here, the preset deviation threshold refers to the critical value of the speed deviation between the engine's real-time speed and the target speed. It is used to determine whether the engine's actual speed is close to a stable state. If the speed deviation between the real-time speed and the target speed is less than or equal to the preset deviation threshold, the engine's actual speed can be determined to be close to a stable state; otherwise, the engine's actual speed can be determined to be still not stable. For example, if the preset deviation threshold is set to 50 rpm, then when the speed deviation between the engine's real-time speed and the target speed is ≤ 50 rpm, the engine speed can be considered close to a stable state.

[0061] The delay time corresponding to the current coolant temperature can be understood here as the transition time required to enter PD control mode (proportional-derivative control mode) at the current coolant temperature, thus preventing the engine from entering PD control mode prematurely when the current coolant temperature is not up to standard. The engine start-end time refers to the moment when the engine finishes starting; the current time here refers to the time corresponding to each moment after the engine finishes starting.

[0062] It should be noted that the specific target speed and preset deviation threshold can be determined by professionals in this field through bench tests and other means based on the actual conditions of the vehicle or engine. The embodiments in this application are only illustrative and do not impose any specific limitations.

[0063] Ultimately, when the speed deviation between the real-time engine speed and the target speed is less than or equal to a certain threshold, or when the time difference between the engine start-up end time and the current time is greater than or equal to the delay time corresponding to the current coolant temperature, the actual control mode of the engine can be detected in this embodiment.

[0064] The detection of the engine's actual control mode mainly involves providing necessary mode state constraints for the activation of PD control based on the effective enable conditions of the engine in a non-closed-loop control state. Then, when the engine's actual control mode is determined to be a non-closed-loop control mode, a proportional-derivative control signal is generated, thereby controlling the engine to enter the proportional-derivative control mode based on the proportional-derivative control signal.

[0065] For example, in this embodiment, the state monitoring module can determine in real time whether the engine has entered a closed-loop control mode based on oxygen sensor feedback: when the system has entered closed-loop control, the module outputs a high-level signal, which is then inverted by a NOT gate and outputs a low-level flag; when the system has not entered closed-loop control (is in a non-closed-loop mode), the module outputs a low-level signal, which is then inverted by a NOT gate and outputs a high-level flag. Thus, through logical inversion, a valid enable condition representing "the engine system is in a non-closed-loop control state" is generated, providing the necessary mode state constraints for the activation of engine PD control.

[0066] It should be noted that when the speed deviation between the engine's real-time speed and the target speed is less than or equal to a certain threshold, the time difference between the engine's start-up end time and the current time may also be greater than or equal to the delay time corresponding to the current coolant temperature; these two are not contradictory. However, in practical applications, as long as either of the following conditions is met—that the speed deviation between the engine's real-time speed and the target speed is less than or equal to a certain threshold, or that the time difference between the engine's start-up end time and the current time may also be greater than or equal to the delay time corresponding to the current coolant temperature—it is possible to detect whether the engine's actual control mode is a non-closed-loop control mode.

[0067] Because the speed deviation between the real-time engine speed and the target speed is less than or equal to a certain threshold, it indicates that the actual engine speed has reached and stabilized near the target idle speed. The time difference between the engine start-up end time and the current time is greater than or equal to the delay time corresponding to the current coolant temperature, indicating that the engine has been heated to a certain extent and reached a relatively stable operating state. At this time, by detecting that the actual control mode of the engine is a non-closed-loop control mode, the engine is allowed to engage dynamic PD control with rapid response, which will not cause overcompensation and can effectively prevent the oscillation of the control system and repeated fluctuations of the speed around the target value.

[0068] This application embodiment can adaptively determine the optimal waiting time of the engine based on the delay time corresponding to the current coolant temperature at the end of engine start-up, to ensure that the engine state tends to stabilize. Simultaneously, it uses a speed deviation between the real-time engine speed after start-up and the target speed being less than or equal to a certain deviation threshold as a criterion for judging engine stability. Finally, the engine's PD control mode is activated simultaneously when either the delay condition is met or the speed deviation has fallen back to a reasonable range, and the engine has not entered closed-loop control mode. This achieves precise control of the optimal intervention time for PD control, fundamentally eliminating the engine's "slippage" phenomenon, effectively improving the smoothness and stability of the starting process, reducing harmful engine emissions, and extending engine life, all without increasing hardware costs. This effectively enhances the practical application capability and implementation promotion of this application.

[0069] Optionally, in one embodiment of this application, before obtaining the delay time corresponding to the current coolant temperature, the method further includes: obtaining the simulated delay time corresponding to different coolant temperatures of the engine; and constructing a water temperature-delay mapping table for querying the delay time corresponding to the current coolant temperature based on different coolant temperatures and their corresponding simulated delay times.

[0070] Based on the descriptions of other embodiments, it will be understood that this application can first determine the delay time corresponding to the current coolant temperature.

[0071] In actual implementation, this application can first conduct certain simulation experiments to determine the simulated delay time of the engine at different coolant temperatures, that is, how long the engine needs to delay at the current coolant temperature to enter a relatively stable state and meet the conditions for accepting PD control. Based on the different coolant temperatures of the engine and their corresponding simulated delay times, a water temperature-delay mapping table can be constructed for querying the delay time corresponding to the current coolant temperature.

[0072] To facilitate querying the delay time corresponding to the current coolant temperature, embodiments of this application may, but are not limited to, construct a coolant temperature-delay mapping table for the delay times corresponding to different coolant temperatures of the engine. This coolant temperature-delay mapping table stores the mapping relationship between different coolant temperatures and delay times of the engine. Table 1 is a coolant temperature-delay mapping table (MAP) of one embodiment of this application, and Table 1 may, but is not limited to, represent the following:

[0073]

[0074] The first row of Table 1 shows the engine coolant temperature. Each coolant temperature corresponds to a state of the engine, such as -30℃ for cold start, 20℃ for warm-up, and 90℃ for normal operation. The second row shows the delay time (waiting time) for the engine PD control action. Each coolant temperature in Table 1 corresponds to an optimized delay time.

[0075] It should be noted that the specific mapping relationship between coolant temperature and delay time can be determined by those skilled in the art through bench testing and real vehicle calibration optimization. The embodiments in this application are only illustrative and do not impose specific limitations.

[0076] For example, this application can first simulate different coolant temperature conditions (from cold start to warm-up, high load warm-up, etc.) in a controlled laboratory environment such as an engine bench, and test the impact of different delay times on engine performance such as combustion efficiency, power output, emissions, and smoothness, thereby selecting the optimal delay time for each coolant temperature. Then, the data is corrected through real-vehicle calibration, such as in actual driving scenarios like city driving, highway driving, and hill climbing, eliminating the differences between bench and real-vehicle operating conditions, and finally forming an accurate coolant temperature-delay mapping table, which is pre-stored in the engine ECU (electronic control unit).

[0077] In actual use, the ECU can collect signals from the engine coolant temperature sensor in real time, and then quickly retrieve the corresponding delay time for the current coolant temperature by querying the mapping table pre-stored in the engine ECU. This delay time is used to determine when the engine enters PD control. For example, during a cold start, when the coolant temperature is low, fuel atomization is poor, and component gaps are large, the mapping table will provide a longer fuel injection delay time to allow the fuel to mix fully with the air. After the engine warms up and the coolant temperature reaches 90°C, the mapping table will switch to a shorter delay time to ensure power response speed, etc.

[0078] This application embodiment can form an adaptive delay activation mechanism based on water temperature by pre-constructing a water temperature-delay mapping table. Instead of using a fixed delay time, it dynamically matches the optimal delay time by querying the pre-stored water temperature-delay mapping table according to the real-time engine coolant temperature. This accurately adapts to different operating conditions such as cold start and hot engine, avoiding control deviations caused by fixed delays, thereby improving engine combustion efficiency, power responsiveness and smooth operation, while optimizing emissions and component lifespan.

[0079] Optionally, in one embodiment of this application, the method further includes: detecting the engine speed drop characteristics; and determining a preset deviation threshold based on the engine speed drop characteristics.

[0080] In some embodiments, this application requires that the engine enter closed-loop mode only when the speed deviation between the real-time speed and the target speed is less than or equal to a preset deviation threshold. Based on this, this application may also first determine the preset deviation threshold of the speed deviation according to the speed drop characteristics of the engine.

[0081] Here, the engine speed drop-off characteristic can be understood as the inherent property of the engine speed naturally returning to the target speed from a state without additional control, where the actual speed deviates from the target speed. For example, the rate of engine speed drop, i.e., the magnitude by which the actual engine speed approaches the target speed per unit time, such as a drop of 150 rpm per minute; the smoothness of the engine speed drop, such as whether there are fluctuations or overshoot, i.e., whether it briefly falls below / rises above the target speed before returning to its original position; and the steady-state approach of the engine speed drop, such as whether it can quickly stabilize near the target speed without continuous oscillations.

[0082] Based on the engine speed drop characteristics, the embodiments of this application can determine a preset deviation threshold for the speed deviation between the real-time speed and the target speed.

[0083] For example, this application can first test the engine speed drop characteristics through bench testing: for example, when the engine load suddenly decreases, causing the speed to rise to 1000 rpm, deviating from the target speed by 150 rpm, the additional control of the engine is cut off, and it is observed that the engine speed drops smoothly at a rate of 180 rpm per minute, and there is no overshoot during the entire speed process. It can drop to 880 rpm within 30 seconds, with a deviation from the target speed of only 30 rpm. In the subsequent process, the engine can maintain a stable operating state, indicating that the engine speed drop characteristics are fast speed drop rate, good stability and strong self-adjustment capability.

[0084] Based on the engine's ability to quickly and smoothly return to near the target speed, this embodiment of the application can set the preset deviation threshold for speed deviation to 50 rpm without reserving an excessively large buffer space. That is, only when the deviation between the engine's real-time speed and 850 rpm is ≤ 50 rpm (i.e., 800-900 rpm) can it be determined whether the engine is in closed-loop control mode; if the deviation is > 50 rpm, it means that the speed is still in the rapid decline phase, and the closed-loop judgment is not triggered temporarily to avoid premature intervention that would lead to frequent engine adjustments.

[0085] For example, when the engine speed drops from 1200 rpm after a sudden load change, the drop rate is 100 rpm per minute. Furthermore, the engine exhibits slight overshoot; for instance, if the engine speed drops to 820 rpm and then suddenly rises back to 870 rpm, the engine's speed drop-off characteristic is slow and volatile. Based on this, embodiments of this application may, but are not limited to, setting the preset deviation threshold to 100 rpm. This allows for a longer natural speed drop-off buffer time, preventing incorrect entry into the engine's closed-loop control judgment due to the engine's speed drop-off characteristics (such as misjudging overshoot deviations as signals requiring adjustment), thereby reducing unnecessary control intervention.

[0086] This application embodiment can determine a preset deviation threshold for the speed deviation between the actual engine speed and the target speed based on the engine speed drop characteristics. This ensures precise control of the intervention timing of the engine closed-loop control mode. Furthermore, by accurately matching the intervention timing of the closed-loop control mode with the engine's own dynamic response law, it avoids premature intervention and frequent adjustments caused by an excessively small threshold, which could lead to engine speed oscillations. It can also effectively prevent late intervention and control lag caused by an excessively large threshold, thus avoiding the inability to correct deviations in a timely manner. Ultimately, it can effectively improve the stability and accuracy of engine speed control, reduce operational fluctuations, and ensure smooth power output and fuel economy.

[0087] Optionally, in one embodiment of this application, when the speed deviation is less than or equal to a preset deviation threshold, or when the time difference between the engine start-up end time and the current time is greater than or equal to a delay time, the actual control mode of the engine is detected, including: acquiring the level signal of a timer connected to the engine; when the timer's level signal is low, determining that the time difference is less than the delay time; when the timer's level signal is high, determining that the time difference is greater than or equal to the delay time.

[0088] In some embodiments, when determining whether the engine is in a non-closed-loop control mode based on the time difference between the engine start-up end time and the current time being greater than or equal to the delay time, this application may, but is not limited to, determine the relationship between the time difference between the engine start-up end time and the current time and the delay time based on the acquired level signal of the timer connected to the engine.

[0089] Specifically, when the timer signal connected to the engine is low, it can be determined that the time difference between the engine start-up end time and the current time is less than the delay time corresponding to the current coolant temperature; when the timer signal connected to the engine is high, it can be determined that the time difference between the engine start-up end time and the current time is greater than or equal to the delay time corresponding to the current coolant temperature.

[0090] For example, this application can trigger the system's delay setting module when the engine system detects a start-end signal, i.e., when the engine start-up is complete. The module immediately reads the engine's current coolant temperature and queries a pre-built coolant-delay mapping table to obtain the corresponding delay time. Then, the delay setting module starts a timer, outputting a low-level signal (logic 0) within a time T_delay from the start-end time. When the timer expires, i.e., after T_delay, the output flag of the delay setting module automatically flips to a high level (logic 1), and this signal is recorded as Flag_Delay.

[0091] This application embodiment can control the output signal state of the delay setting module through a timer, thereby achieving precise matching of the delay time based on the real-time water temperature at the end of engine start-up. This ensures that the closed-loop control judgment is not triggered prematurely within the delay time adapted to the current operating condition. After the timeout, a high-level flag is used to clearly indicate the completion of the delay, providing a precise timing signal for subsequent closed-loop control intervention. This effectively adapts to different operating conditions such as cold start and hot engine restart, ensuring a smooth transition after engine start-up and improving the rationality and reliability of speed control.

[0092] Optionally, in one embodiment of this application, before detecting the actual control mode of the engine when the speed deviation is less than or equal to a preset deviation threshold, or when the time difference between the engine start-up end time and the current time is greater than or equal to a delay time, the method further includes: acquiring the level signal of a reset-set trigger connected to the engine; determining that the speed deviation is greater than the preset deviation threshold when the level signal of the reset-set trigger is low; and determining that the speed deviation is less than or equal to the preset deviation threshold when the level signal of the reset-set trigger is high.

[0093] In other embodiments, when determining whether the engine is in a non-closed-loop control mode based on the speed deviation between the engine's real-time speed and the target speed being less than or equal to a certain deviation threshold, this application may, but is not limited to, determine the relationship between the speed deviation between the engine's real-time speed and the target speed and the certain deviation threshold based on the level signal of the reset-set trigger connected to the engine.

[0094] Specifically, when the level signal of the reset-set trigger connected to the engine is low, it can be determined that the speed deviation between the real-time engine speed and the target speed is greater than a certain deviation threshold; when the level signal of the reset-set trigger connected to the engine is high, it can be determined that the speed deviation between the real-time engine speed and the target speed is less than or equal to a certain deviation threshold.

[0095] For example, this application can integrate a comparator and an RS flip-flop into the engine system. The RS flip-flop can implement a standard SR latch logic in the engine system, which specifies that the set input (S) is active high and the reset input (R) is active high. Initially, the flip-flop output (Q) is 0.

[0096] In this embodiment, a comparator can monitor the deviation between the target speed and the real-time speed of the engine in real time. When the deviation is greater than a set threshold, the comparator outputs a high level. After being inverted by an NOT gate, a valid signal is applied to the reset terminal of the RS flip-flop (reset-set flip-flop), causing it to output a low level. When the deviation falls back to within the threshold, the comparator outputs a low level. After being inverted by an NOT gate, a valid signal is applied to the set terminal of the RS flip-flop, causing it to output a high level and maintain this state.

[0097] Based on the state latching characteristics of the RS trigger, the embodiments of this application can ensure that a valid signal will only be output when the real-time speed of the engine is continuously stable within a reasonable range, effectively preventing frequent switching of control commands due to slight fluctuations in speed.

[0098] This application embodiment can monitor the speed deviation between the real-time engine speed and the target speed in real time through a comparator and control the RS flip-flop in reverse through a NOT gate. By utilizing the state latching characteristic of the RS flip-flop, a valid signal (high level) is output only when the speed is continuously stable within the threshold. This can effectively filter out the interference of small speed fluctuations, avoid frequent switching of control commands, provide stable and reliable triggering conditions for subsequent closed-loop control, and ensure the smoothness and logic stability of engine speed control.

[0099] The following detailed description of the engine control method in this application embodiment is based on a specific example.

[0100] Figure 3 This is a flowchart of engine speed control after engine start-up according to one embodiment of this application, as follows: Figure 3 As shown:

[0101] Taking the current coolant temperature, its corresponding delay time, and the speed deviation threshold set in Table 1 as 100 RPM, and the engine cold start (-10°C) as an example:

[0102] After the engine system determines that the start-up is complete, it first queries the engine's current coolant temperature to obtain a 0.5-second delay time from the delay time mapping table (Flag_Delay is 0 during the delay period). In the initial stage of speed drop, because the deviation between the real-time engine speed and the target speed is usually greater than 100 RPM, the RS trigger is reset, outputting Flag_Stable=0. At this time, PD control is disabled, and the system uses open-loop control to allow the speed to drop naturally, effectively avoiding control oscillations.

[0103] When the 0.5-second delay period expires, Flag_Delay is set to 1, and / or the speed deviation has fallen back to within the threshold (≤100 RPM). The RS flip-flop is set and latched (Flag_Stable=1). The two conditions are combined through an OR gate and then logically ANDed with the continuously valid non-closed-loop state signal to finally output the PD control enable signal, which activates the PD control to increase and stabilize the engine speed, thereby successfully preventing the engine from stalling.

[0104] This embodiment of the application achieves intelligent activation of PD control through three-channel parallel judgment and logic synthesis: After startup, the system first outputs a flag signal based on the adaptive delay of water temperature, and simultaneously latches the state signal of the speed deviation falling back to the threshold through an RS trigger. The two are synthesized through an OR gate to provide a dual activation path that prevents engine stalling and ensures a smooth engine transition. This intermediate signal (flag signal / state signal) is then ANDed with the flag signal representing the non-closed-loop control state to finally determine the activation timing of PD control. Thus, this embodiment of the application can suppress PD control in the early stage of speed drop to avoid engine oscillation, and can also activate the engine's PD control in a timely manner after the delay expires or the speed stabilizes to prevent stalling. At the same time, the stability and reliability of control can be ensured through state latching and mode judgment, ultimately effectively improving the smoothness of engine startup and preventing engine stalling.

[0105] According to the engine control method proposed in this application, the engine can be controlled to enter a proportional-derivative (PD) control mode based on whether the engine is in a non-closed-loop control mode, or whether the engine speed deviation between the real-time engine speed and the target speed is less than or equal to a certain preset deviation threshold. This allows for adaptive determination of the engine's optimal waiting time based on the delay time corresponding to the current coolant temperature at the end of engine start-up, ensuring engine stability. Simultaneously, the engine stability is judged based on the speed deviation between the real-time engine speed and the target speed being less than or equal to a certain deviation threshold. Finally, when either the delay condition or the speed deviation has fallen back to a reasonable range, and the engine has not entered a closed-loop control mode, the PD control mode of the engine can be activated. This precisely controls the optimal intervention time of PD control, fundamentally eliminating engine "slippage," effectively improving the smoothness and stability of the starting process, reducing harmful emissions, and extending engine life, all without increasing hardware costs. This significantly enhances the practical application and promotion capabilities of this application. This solves the problem that PD control logic in related technologies often fails to achieve the desired PD control effect in practical applications. When PD control is performed without knowing whether the engine is capable of accepting it, the strong differential action in PD control may generate a strong control output on the engine's large speed deviation rate, which can easily damage the inherent damping of the engine system and directly induce problems such as speed oscillation.

[0106] Next, the control device for an engine according to an embodiment of this application is described with reference to the accompanying drawings.

[0107] Figure 4 This is a schematic diagram of the engine control device according to an embodiment of this application.

[0108] like Figure 4 As shown, the engine control device 10 includes: a reading module 100, a first detection module 200, and a control module 300.

[0109] The reading module 100 is used to read the current coolant temperature of the engine at the end of engine start-up to obtain the delay time corresponding to the current coolant temperature, detect the real-time speed of the engine, and calculate the speed deviation between the real-time speed and the target speed; the first detection module 200 is used to detect the actual control mode of the engine when the speed deviation is less than or equal to a preset deviation threshold, or when the time difference between the engine start-up end time and the current time is greater than or equal to the delay time; the control module 300 is used to generate a proportional-derivative control signal for the engine when the actual control mode is a non-closed-loop control mode, so as to control the engine to enter the proportional-derivative control mode according to the proportional-derivative control signal.

[0110] Optionally, in one embodiment of this application, it further includes: an acquisition module, configured to acquire simulated delay times corresponding to different coolant temperatures of the engine before acquiring the delay time corresponding to the current coolant temperature; and a construction module, configured to construct a water temperature-delay mapping table for querying the delay time corresponding to the current coolant temperature based on different coolant temperatures and their corresponding simulated delay times.

[0111] Optionally, in one embodiment of this application, it further includes: a second detection module for detecting the engine speed drop characteristics; and a determination module for determining a preset deviation threshold based on the engine speed drop characteristics.

[0112] Optionally, in one embodiment of this application, the first detection module 200 includes: an acquisition unit, configured to acquire the level signal of a timer connected to the engine; and a determination unit, configured to determine that when the level signal of the timer is low, the time difference is less than the delay time, and when the level signal of the timer is high, the time difference is greater than or equal to the delay time.

[0113] Optionally, in one embodiment of this application, it further includes: a second acquisition module, configured to acquire the level signal of a reset-set trigger connected to the engine before detecting the actual control mode of the engine when the speed deviation is less than or equal to a preset deviation threshold, or when the time difference between the engine start-up end time and the current time is greater than or equal to a delay time; and a determination module, configured to determine that the speed deviation is greater than the preset deviation threshold when the level signal of the reset-set trigger is low, and to determine that the speed deviation is less than or equal to the preset deviation threshold when the level signal of the reset-set trigger is high.

[0114] It should be noted that the foregoing explanation of the engine control method embodiment also applies to the engine control device of this embodiment, and will not be repeated here.

[0115] According to the engine control device proposed in this application, the engine can determine whether it is in a non-closed-loop control mode based on whether the time difference between the engine start-up end time and the current time is greater than or equal to the corresponding delay time, or whether the speed deviation between the engine's real-time speed and the target speed is less than or equal to a certain preset deviation threshold. Then, the engine is controlled to enter a proportional-derivative (PD) control mode. This achieves adaptive determination of the engine's optimal waiting time based on the delay time corresponding to the current coolant temperature at the end of engine start-up, ensuring engine stability. Simultaneously, the speed deviation between the real-time speed and the target speed after engine start-up is less than or equal to a certain deviation threshold serves as the basis for judging engine stability. Finally, when either the delay condition is met or the speed deviation has fallen back to a reasonable range, and the engine has not entered a closed-loop control mode, the PD control mode of the engine is activated. This precisely controls the optimal intervention time of PD control, fundamentally eliminating the engine's "slippage" phenomenon, effectively improving the smoothness and stability of the starting process, reducing harmful emissions, and extending engine life, all without increasing hardware costs. This effectively enhances the practical application capability and promotion of this application. This solves the problem that PD control logic in related technologies often fails to achieve the desired PD control effect in practical applications. When PD control is performed without knowing whether the engine is capable of accepting it, the strong differential action in PD control may generate a strong control output on the engine's large speed deviation rate, which can easily damage the inherent damping of the engine system and directly induce problems such as speed oscillation.

[0116] Figure 5 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include:

[0117] The memory 501, the processor 502, and the computer program stored on the memory 501 and capable of running on the processor 502.

[0118] When the processor 502 executes the program, it implements the engine control method provided in the above embodiments.

[0119] Furthermore, the vehicle also includes:

[0120] Communication interface 505 is used for communication between memory 501 and processor 502.

[0121] The memory 501 is used to store computer programs that can run on the processor 502.

[0122] Memory 501 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0123] If the memory 501, processor 502, and communication interface 505 are implemented independently, then the communication interface 505, memory 501, and processor 502 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, Figure 5 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0124] Optionally, in a specific implementation, if the memory 501, processor 502, and communication interface 505 are integrated on a single chip, then the memory 501, processor 502, and communication interface 505 can communicate with each other through an internal interface.

[0125] Processor 502 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0126] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the engine control method described above.

[0127] This application also provides a computer program product, including a computer program that can execute computer instructions. When the computer instructions are executed by a processor, they implement the engine control method provided in this application.

[0128] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0129] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0130] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0131] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0132] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. If implemented in hardware, as in another embodiment, it can be implemented using any one or more of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0133] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0134] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0135] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. A method for controlling an engine, characterized in that, Includes the following steps: When the engine starts, the current coolant temperature of the engine is read to obtain the delay time corresponding to the current coolant temperature, the real-time speed of the engine is detected, and the speed deviation between the real-time speed and the target speed is calculated. When the speed deviation is less than or equal to a preset deviation threshold, or when the time difference between the engine start-up end time and the current time is greater than or equal to the delay time, the actual control mode of the engine is detected. When the actual control mode is a non-closed-loop control mode, a proportional-derivative control signal for the engine is generated to control the engine to enter the proportional-derivative control mode according to the proportional-derivative control signal.

2. The method according to claim 1, characterized in that, Before obtaining the delay time corresponding to the current coolant temperature, the process also includes: Obtain the simulated delay time corresponding to different coolant temperatures of the engine; Based on the different coolant temperatures and their corresponding simulated delay times, a water temperature-delay mapping table is constructed for querying the delay time corresponding to the current coolant temperature.

3. The method according to claim 1, characterized in that, Also includes: The engine speed drop characteristics were detected. The preset deviation threshold is determined based on the engine's speed drop characteristics.

4. The method according to claim 1, characterized in that, The step of detecting the actual control mode of the engine when the speed deviation is less than or equal to a preset deviation threshold, or when the time difference between the engine start-up end time and the current time is greater than or equal to the delay time, includes: Acquire the level signal of the timer connected to the engine; When the timer's level signal is low, it is determined that the time difference is less than the delay time; when the timer's level signal is high, it is determined that the time difference is greater than or equal to the delay time.

5. The method according to claim 1, characterized in that, Before detecting the actual control mode of the engine when the speed deviation is less than or equal to a preset deviation threshold, or when the time difference between the engine start-up end time and the current time is greater than or equal to the delay time, the method further includes: Obtain the level signal of the reset-set trigger connected to the engine; When the level signal of the reset-set trigger is low, it is determined that the speed deviation is greater than the preset deviation threshold. When the level signal of the reset-set trigger is high, it is determined that the speed deviation is less than or equal to the preset deviation threshold.

6. A control device for an engine, characterized in that, include: The reading module is used to read the current coolant temperature of the engine when the engine starts, to obtain the delay time corresponding to the current coolant temperature, detect the real-time speed of the engine, and calculate the speed deviation between the real-time speed and the target speed. The detection module is used to detect the actual control mode of the engine when the speed deviation is less than or equal to a preset deviation threshold, or when the time difference between the engine start-up end time and the current time is greater than or equal to the delay time. The control module is used to generate a proportional-derivative control signal for the engine when the actual control mode is a non-closed-loop control mode, so as to control the engine to enter the proportional-derivative control mode according to the proportional-derivative control signal.

7. The apparatus according to claim 6, characterized in that, Also includes: The acquisition module is used to acquire the simulated delay time corresponding to different coolant temperatures of the engine before acquiring the delay time corresponding to the current coolant temperature; The module is used to construct a water temperature-delay mapping table for querying the delay time corresponding to the current coolant temperature, based on the different coolant temperatures and their corresponding simulated delay times.

8. A vehicle, characterized in that, include: 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 engine control method as described in any one of claims 1-5.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the engine control method as described in any one of claims 1-5.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed, it is used to implement the engine control method as described in any one of claims 1-5.

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