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

Abstract

The invention provides an engine control method and device, electronic equipment, a computer readable storage medium and a computer program product. The method comprises the steps that under the condition that an exhaust gas recirculation (EGR) system is enabled, a first EGR rate corresponding to first environment data and a second EGR rate corresponding to second environment data are determined; determining a first variable valve timing (VVT) opening degree corresponding to the first EGR rate; and based on the variable quantity between the first EGR rate and the second EGR rate, the first VVT opening degree is adjusted, and the second VVT opening degree corresponding to the second environment data is determined. Through the application, the fuel consumption rate can be reduced, and the engine performance can be improved.

Description

Technical Field

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

[0002] Currently, the exhaust gas recirculation (EGR) system and the variable valve timing (VVT) system in an engine are controlled independently. When the engine's operating environment changes, the control parameters of the EGR system change, but the control parameters of the VVT ​​system cannot follow suit, thereby increasing fuel consumption and reducing engine performance. Summary of the Invention

[0003] This application provides an engine control method, device, electronic equipment, computer-readable storage medium, and computer program product that can improve fuel consumption and enhance engine performance.

[0004] The technical solution of this application is implemented as follows:

[0005] This application provides an engine control method, the method comprising:

[0006] With the exhaust gas recirculation (EGR) system enabled, determine the first EGR rate corresponding to the first environmental data and the second EGR rate corresponding to the second environmental data.

[0007] Determine the first variable valve timing (VVT) opening corresponding to the first EGR rate;

[0008] Based on the change between the first EGR rate and the second EGR rate, the first VVT opening is adjusted to determine the second VVT opening corresponding to the second environmental data.

[0009] This application provides an engine control device, including:

[0010] The EGR control module is used to determine the first EGR rate corresponding to the first environmental data and the second EGR rate corresponding to the second environmental data when the exhaust gas recirculation (EGR) system is enabled.

[0011] The VVT ​​control module is used to determine the first variable valve timing (VVT) opening corresponding to the first EGR rate; and to adjust the first VVT opening based on the change between the first EGR rate and the second EGR rate, thereby determining the second VVT opening corresponding to the second environmental data.

[0012] Optionally, the VVT ​​control module is further configured to determine a target correction coefficient based on the change between the first EGR rate and the second EGR rate; determine a third VVT opening when the EGR system is not enabled; and adjust the first VVT opening according to the target correction coefficient and the third VVT opening to determine the second VVT opening.

[0013] Optionally, the VVT ​​control module is further configured to determine the difference between the first VVT opening and the third VVT opening; determine the opening adjustment amount based on the target correction coefficient and the difference; and determine the second VVT opening based on the first VVT opening and the opening adjustment amount.

[0014] Optionally, the VVT ​​control module is further configured to determine the target correction coefficient based on the engine speed and the change between the first EGR rate and the second EGR rate; the target correction coefficient is used to correct the first VVT opening to the VVT ​​opening matched by the combination of the change and the engine speed.

[0015] Optionally, the engine control device further includes: a determining module, the determining module being configured to determine at least one change between a first EGR rate and at least one other EGR rate;

[0016] Based on the at least one change and at least one speed, determine a combination of at least one change and at least one speed, and determine the VVT ​​opening matched for each combination of at least one change and at least one speed; based on the VVT ​​opening matched for each combination of change and at least one speed, and the difference between the first VVT opening and the third VVT opening, determine a correction coefficient corresponding to each combination of change and speed, thereby determining at least one correction coefficient corresponding to at least one combination of at least one change and at least one speed; the at least one other EGR rate includes the second EGR rate.

[0017] Optionally, the EGR control module is further configured to determine an EGR rate that matches the first environmental data based on the engine speed and mean effective pressure, and use this as the first EGR rate.

[0018] Optionally, the VVT ​​control module is further configured to determine the VVT ​​opening degree under the first environmental data and when the first environmental data is enabled, based on the rotational speed and the mean effective pressure, as the first VVT opening degree; the first VVT opening degree characterizes the VVT ​​opening degree that matches the rotational speed and the mean effective pressure when the EGR system is enabled.

[0019] Optionally, the VVT ​​control module is further configured to determine the VVT ​​opening degree when the EGR system is not enabled based on the engine speed and mean effective pressure, as the third VVT opening degree; the third VVT opening degree characterizes the VVT ​​opening degree that matches the engine speed and the mean effective pressure when the EGR system is not enabled.

[0020] Optionally, the VVT ​​control module is further configured to determine whether the EGR system is enabled based on at least one of the second environmental data, the engine operating conditions, and the system status data of the EGR system.

[0021] This application provides an electronic device, the electronic device comprising:

[0022] Memory is used to store executable instructions for a computer;

[0023] The processor, when executing computer-executable instructions stored in the memory, implements the engine control method provided in the embodiments of this application.

[0024] This application provides a vehicle, the vehicle including: an engine equipped with an EGR system and a VVT system, and the electronic equipment provided in this application as described above.

[0025] This application provides a computer-readable storage medium storing a computer program or computer-executable instructions for implementing the engine control method provided in this application when executed by a processor.

[0026] This application provides a computer program product, including a computer program or computer-executable instructions, which, when executed by a processor, implement the engine control method provided in this application.

[0027] The embodiments of this application have the following beneficial effects:

[0028] With the EGR system enabled, the first EGR rate corresponding to the first environmental data and the second EGR rate corresponding to the second environmental data are determined. The first variable valve timing (VVT) opening corresponding to the first EGR rate is also determined. Based on the change between the first and second EGR rates, the first VVT opening is adjusted to determine the second VVT opening corresponding to the second environmental data. Thus, with the EGR system enabled, the VVT ​​opening corresponding to the first EGR rate can be adjusted according to the change between the first and second EGR rates, determining a second VVT opening that matches the second EGR rate. In this way, when the engine's operating environment changes, causing a change in the EGR rate, the VVT ​​opening can be adjusted promptly according to the EGR rate, ensuring that the VVT ​​opening follows the EGR rate change. This allows the engine to operate under better control parameters, reducing fuel consumption and improving engine performance. Attached Figure Description

[0029] Figure 1 This is an optional flowchart illustrating the engine control method provided in the embodiments of this application. Figure 1 ;

[0030] Figure 2 This is a schematic diagram showing the preset correspondence between rotational speed, mean effective pressure, and EGR rate when the EGR system is enabled, based on the first environmental data provided in this application embodiment.

[0031] Figure 3 This is the first environmental data provided in the embodiments of this application, and a schematic diagram of the preset correspondence between the rotational speed, mean effective pressure and VVT opening when the EGR system is enabled;

[0032] Figure 4 This is an optional flowchart illustrating the engine control method provided in the embodiments of this application. Figure 2 ;

[0033] Figure 5 This is a schematic diagram illustrating the preset correspondence between the rotational speed, EGR rate ratio, and correction coefficient provided in the embodiments of this application;

[0034] Figure 6 This is a schematic diagram showing the preset correspondence between rotational speed, mean effective pressure, and VVT opening when the EGR system provided in this application embodiment is disabled;

[0035] Figure 7 This is a schematic diagram of an optional process for applying the engine control method provided in this application embodiment to a real-world scenario;

[0036] Figure 8 This is a schematic diagram of fuel consumption rates under different EGR rates and VVT openings provided in the embodiments of this application;

[0037] Figure 9 This is a schematic diagram of an optional structure of the engine control device provided in the embodiments of this application;

[0038] Figure 10 This is a schematic diagram of an optional structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0039] To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings. The described embodiments should not be regarded as limitations on this application. All other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0040] In the following description, references are made to “some embodiments,” which describe a subset of all possible embodiments. However, it is understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0041] In this application embodiment, the terms "module" or "unit" refer to a computer program or part of a computer program that has a predetermined function and works with other related parts to achieve a predetermined goal, and can be implemented wholly or partially using software, hardware (such as processing circuitry or memory), or a combination thereof. Similarly, a processor (or multiple processors or memory) can be used to implement one or more modules or units. Furthermore, each module or unit can be part of an overall module or unit that includes the functionality of that module or unit.

[0042] Unless otherwise defined, all technical and scientific terms used in the embodiments of this application have the same meaning as commonly understood by one of ordinary skill in the art. The terminology used in the embodiments of this application is for the purpose of describing the embodiments of this application only and is not intended to limit this application.

[0043] In the following description, the terms "first, second, third" are used merely to distinguish similar objects and do not represent a specific ordering of objects. It is understood that "first, second, third" may be interchanged in a specific order or sequence where permitted, so that the embodiments of this application described herein can be implemented in an order other than that illustrated or described herein.

[0044] Before providing a further detailed description of the embodiments of this application, the nouns and terms involved in the embodiments of this application will be explained, and the nouns and terms involved in the embodiments of this application shall be interpreted as follows.

[0045] 1) Exhaust Gas Recirculation System: The EGR system is a technology used in small internal combustion engines for automobiles to re-inhale a portion of the exhaust gases after combustion. Its main purpose is to reduce nitrogen oxides in the exhaust gases and save fuel at partial loads.

[0046] 2) Variable Valve Timing: VVT is a technology used in automotive piston engines. VVT technology can adjust the overlap time and timing of the engine's intake and exhaust systems (part or all of them), reducing fuel consumption and improving efficiency.

[0047] 3) Fuel consumption rate refers to the amount of fuel consumed by an engine working at one kilowatt of power for one hour. It is also known as the vehicle braking fuel consumption rate, often referred to as BSFC (Brake Specific Fuel Consumption); or it refers to the amount of fuel consumed per unit of effective work per hour, usually expressed as fuel consumption per kilowatt-hour.

[0048] Currently, EGR technology primarily reduces combustion temperature and NOx emissions by reintroducing a portion of the exhaust gas produced by the engine into the intake system, mixing it with fresh air, and then re-entering the combustion chamber. VVT technology, on the other hand, optimizes engine intake and exhaust efficiency by adjusting the opening and closing timing of the intake and exhaust valves. Through the interplay and combined action of EGR and VVT technologies, engine performance and emissions can be further optimized. For example, by delaying exhaust valve closing and earlier intake valve opening, a specific valve overlap angle can be created to regulate the amount of exhaust gas remaining in the intake and exhaust manifolds, thereby reducing pumping losses in gasoline engines and improving thermal efficiency under partial load.

[0049] However, currently, the EGR system and VVT system in engines are controlled independently. The VVT ​​system primarily controls the engine based on operating parameters such as engine speed, while the EGR system controls it based on the applicable EGR rate. When the engine's operating environment changes, the applicable EGR rate will differ, and the control parameters of the EGR system will change. When the EGR system's control parameters change, the VVT ​​system's control parameters cannot follow or adapt to these changes. This mismatch between the EGR and VVT system's control parameters leads to ineffective coordinated control of the engine, resulting in increased fuel consumption (BSFC) and reduced engine performance. Ultimately, this increases fuel consumption and reduces engine performance.

[0050] This application provides an engine control method, device, electronic equipment, computer-readable storage medium, and computer program product that can reduce fuel consumption and improve engine performance.

[0051] See Figure 1 , Figure 1 This is an optional flowchart of the engine control method provided in this application embodiment, including S101 to S103, as follows:

[0052] S101. With the EGR system enabled, determine the first EGR rate corresponding to the first environmental data and the second EGR rate corresponding to the second environmental data.

[0053] In S101, the environmental data characterizes the operating environment of the engine. In some embodiments, the environmental data may include data such as atmospheric pressure, temperature, and humidity. In this application embodiment, the first environmental data and the second environmental data are different. For example, the first environmental data may include standard environmental data, such as environmental data under standard conditions like normal temperature and pressure. The second environmental data may include environmental data of the engine under the current actual environment.

[0054] When the EGR system is enabled, the EGR rate is adjusted based on the engine's operating environment data. The first EGR rate represents the EGR rate corresponding to the first environmental data when the EGR system is enabled; that is, the EGR rate matched to the first environmental data. In other words, the first EGR rate is the EGR rate achievable under the first environmental data, such as standard environmental data. However, the actual engine operating environment affects the EGR rate, often making it difficult to reach the first EGR rate. When the environmental data changes, the EGR rate also changes accordingly to adapt the engine's EGR rate to its operating environment. Here, the second EGR rate corresponds to the second environmental data; that is, the EGR rate matched to the second environmental data. In other words, the second EGR rate represents the actual EGR rate performed under the second environmental data when the EGR system is enabled.

[0055] For example, when the engine is operating in a standard environment of normal temperature and pressure, the EGR system uses the first EGR rate; when the engine is traveling at high altitudes, causing a decrease in the air pressure of the operating environment, or an increase in the temperature and humidity of the operating environment, the EGR system calculates and uses a second EGR rate adapted to the current second environmental data.

[0056] S102. Determine the first VVT opening corresponding to the first EGR rate.

[0057] In this embodiment, the first VVT opening degree represents the VVT ​​opening degree that matches the first EGR rate when the EGR system is enabled. In some embodiments, the VVT ​​opening degree may include parameters that characterize the degree of valve opening of the engine, such as the VVT ​​opening degree, angle, or opening angle. The specific selection is made according to the actual situation, and this embodiment does not limit it.

[0058] In some embodiments, the first VVT opening matching the first EGR rate can be obtained by performing engine tests or calibrations under first environmental data in advance. In some embodiments, the calculation relationship between the EGR rate and the matching VVT opening under the first environmental data can also be obtained from experimental data obtained by engine tests or calibrations in advance, and then the first VVT opening matching the first EGR rate can be calculated based on this calculation relationship and the first EGR rate. The specific choice depends on the actual situation, and the embodiments in this application are not limited.

[0059] In some embodiments, the first EGR rate is matched with the first VVT opening, indicating that under the first environmental data, the EGR system uses the first EGR rate and the VVT ​​system uses the first VVT opening for joint control, which can optimize the engine's fuel consumption rate and other performance characteristics.

[0060] S103. Based on the change between the first EGR rate and the second EGR rate, adjust the first VVT opening to determine the second VVT opening corresponding to the second environmental data.

[0061] In this embodiment, the change between the first EGR rate and the second EGR rate represents the change in EGR rate caused by the environmental difference between the current second environmental data and the standard first environmental data. In some embodiments, the change between the first EGR rate and the second EGR rate can be represented as the ratio between the second EGR rate and the first EGR rate, or as the difference between the first EGR rate and the second EGR rate, etc., depending on the actual situation, and this embodiment does not limit it.

[0062] In this embodiment, the first VVT opening is adjusted based on the change between the first EGR rate and the second EGR rate. This allows the EGR rate change caused by environmental data variations to be applied to the VVT ​​opening, quantitatively adjusting the VVT ​​opening to match the second environmental data. This achieves joint control of the engine using the second EGR rate and the corresponding second VVT opening, thus realizing the linkage between EGR rate changes and VVT opening changes.

[0063] Understandably, with the EGR system enabled, the process involves determining a first EGR rate corresponding to a first environmental data point and a second EGR rate corresponding to a second environmental data point; determining the first variable valve timing (VVT) opening corresponding to the first EGR rate; and adjusting the first VVT opening based on the change between the first and second EGR rates to determine the second VVT opening corresponding to the second environmental data. Thus, with the EGR system enabled, the VVT ​​opening corresponding to the first EGR rate can be adjusted according to the change between the two rates, determining a second VVT opening that matches the second EGR rate. This allows for timely adjustment of the VVT ​​opening based on changes in the engine's operating environment, causing variations in the EGR rate. Consequently, when changes occur in the engine's operating environment, leading to changes in the EGR rate, the VVT ​​opening can be adjusted accordingly, ensuring it follows the EGR rate changes. This results in the engine operating under optimized control parameters, reducing fuel consumption and improving engine performance.

[0064] In some embodiments, determining the first EGR rate corresponding to the first environmental data includes: determining an EGR rate that matches the first environmental data based on the engine speed and mean effective pressure, and using this as the first EGR rate.

[0065] In some embodiments, when the EGR system is enabled, data is measured using first environmental data. Based on the measured data, a preset correspondence between engine speed, mean effective pressure, and EGR rate is determined. Then, based on the preset correspondence between engine speed, mean effective pressure, and EGR rate, combined with the current engine speed and mean effective pressure, the corresponding EGR rate, i.e., the EGR rate matching the first environmental data, is determined as the first EGR rate. Here, mean effective pressure refers to the average effective gas pressure during the intake and compression strokes of the engine. For example, mean effective pressure may include indicated mean effective pressure (IMEP) or brake mean effective pressure (BMEP), etc., selected according to actual conditions; this application embodiment does not limit this.

[0066] For example, with the first environmental data and the EGR system enabled, the preset correspondence between engine speed, mean effective pressure, and EGR rate can be as follows: Figure 2 As shown. Figure 2 In this context, Revolutions Per Minute (RPM) represents the rotational speed, and IMEP represents the mean effective pressure.

[0067] For example, data measurement may include engine tuning or testing processes such as engine bench testing. Based on test data obtained from engine bench testing with the first environmental data and the EGR system enabled, an EGR rate adapted to different engine speeds and mean effective pressures can be obtained with the first environmental data and the EGR system enabled. This yields a preset correspondence between engine speed, mean effective pressure, and EGR rate. Based on this correspondence, engine speed and mean effective pressure are matched to determine the first EGR rate.

[0068] In some embodiments, the EGR rate can also be calculated based on the first environmental data, the engine speed, and the current mean effective pressure to obtain an EGR rate that matches the engine speed, mean effective pressure, and the first environmental data, which is then used as the first EGR rate.

[0069] In some embodiments, the EGR rate can be calculated based on the current engine speed and mean effective pressure, combined with second environmental data, to obtain the actual EGR rate performed by the engine under the current operating environment, which is then used as the second EGR rate.

[0070] It should be noted that, when the EGR system is enabled, the processes of determining the first EGR rate and determining the second EGR rate can be executed in any order or in parallel, and the embodiments of this application do not impose any limitations.

[0071] In some embodiments, it can be determined whether the EGR system is enabled, i.e. whether the EGR system is working, based on at least one of the second environmental data, the engine operating conditions, and the system status data of the EGR system.

[0072] For example, if the second environmental data and / or the engine's operating conditions meet the enabling conditions of the EGR system, it can be determined that the EGR system is enabled; if the second environmental data and / or the engine's operating conditions do not meet the enabling conditions of the EGR system, it can be determined that the EGR system is not enabled. The engine's operating conditions may include data related to the engine's operating state, such as current engine speed, coolant temperature, pressure conditions, or one or more other data. Alternatively, the enabling of the EGR system can be determined based on system status data, such as preset status flags or other parameters that can characterize whether the EGR system is enabled. Alternatively, the enabling of the EGR system can be determined by combining system status data with the second environmental data and / or the engine's operating conditions. The specific choice depends on the actual situation, and this application embodiment does not limit this.

[0073] It should be noted that for the independently controlled EGR system and VVT system in the transmitter, process S101 can be executed by the EGR control module corresponding to the EGR system, and processes S102-S103 can be executed by the VVT ​​control module corresponding to the VVT ​​system. In some embodiments, processes S102-S103 can be executed by the VVT ​​control module when it is determined that the EGR system is enabled. The VVT ​​control module can independently determine whether the EGR system is enabled; that is, the VVT ​​control module can determine whether the EGR system is enabled based on at least one of the second environmental data, the engine's operating conditions, and the EGR system's system status data. Alternatively, the VVT ​​control module can also obtain the determination result from the EGR control module to determine whether the EGR system is enabled. The specific choice depends on the actual situation, and this application embodiment does not limit this.

[0074] In some embodiments, determining the first variable valve timing (VVT) opening corresponding to the first EGR rate includes: determining the VVT ​​opening under the condition that the EGR system is enabled in the first environmental data, based on the engine speed and mean effective pressure, as the first VVT opening. The first VVT opening characterizes the VVT ​​opening that matches the engine speed and mean effective pressure when the EGR system is enabled. Since both the first VVT opening and the first EGR rate are determined under the first environmental data, the first VVT opening and the first EGR rate are matched.

[0075] In some embodiments, engine testing or calibration, such as engine bench testing, is performed with the first environmental data and the EGR system enabled. This allows for the prior acquisition of VVT openings matched to various engine speeds and mean effective pressures, thus obtaining a preset correspondence between engine speed, mean effective pressure, and VVT opening under the first environmental data and with the EGR system enabled. Based on this preset correspondence, the VVT ​​opening corresponding to the current engine speed and mean effective pressure can be determined as the first VVT opening corresponding to the first EGR rate. For example, the preset correspondence between the first environmental data and the EGR system enabled can be in tabular form, such as... Figure 3 As shown. Figure 3 In this context, RPM represents rotational speed and IMEP represents mean effective pressure.

[0076] In some embodiments, the calculation relationship between engine speed, mean effective pressure and matching VVT opening under the first environmental data can be obtained through experimental data obtained from engine tests or calibrations performed in advance. Based on this calculation relationship, combined with the current engine speed and mean effective pressure, the first VVT opening can be calculated.

[0077] In some embodiments, engine testing or calibration can be performed using first environmental data and with the EGR system enabled to obtain multiple data combinations of various engine speeds, mean effective pressures, and matching VVT openings under the first environmental data. Each data combination includes an engine speed, mean effective pressure, and a VVT opening matching that speed and mean effective pressure. Training a neural network based on these multiple data combinations allows the network to learn the data relationships between the VVT ​​openings matched with various engine speeds and mean effective pressures under the first environmental data. The trained neural network can then perform network inference based on the current engine speed and mean effective pressure to obtain the first VVT opening. The specific selection depends on the actual situation, and this application does not limit the specific choices.

[0078] In some embodiments, based on Figure 1 ,like Figure 4 As shown, S103 can be achieved by executing the processes S1031-S1033, as follows:

[0079] S1031. Determine the target correction coefficient based on the change between the first EGR rate and the second EGR rate.

[0080] In this embodiment, the first EGR rate represents the EGR rate adapted to the current engine speed and mean effective pressure under the first environmental data, and the second EGR rate represents the EGR rate adapted to the current engine speed and mean effective pressure under the actual second environmental data. Therefore, the change between the first and second EGR rates, such as the ratio of the first and second EGR rates, can represent the proportion of the actual EGR rate under the current environmental data to the standard EGR rate under the standard environmental data. The difference between the first and second EGR rates can represent the gap between the actual EGR rate under the current environmental data and the standard EGR rate under the standard environmental data. Based on the change between the first and second EGR rates, a corresponding target correction coefficient can be determined. Then, based on the target correction coefficient, the first VVT opening of the engine under the standard environmental data can be quantitatively adjusted to match the second EGR rate actually executed under the second environmental data.

[0081] In some embodiments, a target correction factor can be determined based on the engine speed and the change between the first EGR rate and the second EGR rate. The target correction factor is used to correct the first VVT opening to a VVT opening matched by the combination of the change and the engine speed.

[0082] Here, the target correction coefficient can be determined based on the engine speed and the change between the first EGR rate and the second EGR rate, combined with at least one correction coefficient corresponding to a pre-calibrated combination of at least one change and at least one speed.

[0083] In some embodiments, before determining the target correction coefficient based on the change between the first EGR rate and the second EGR rate, the method includes: determining at least one change between the first EGR rate and at least one other EGR rate; determining a combination of at least one change and at least one speed based on the at least one change and at least one speed, and determining the VVT ​​opening matched by each combination of at least one change and at least one speed in the combination of at least one change and at least one speed; determining the correction coefficient corresponding to each combination of change and speed based on the VVT ​​opening matched by each combination of change and speed, and the difference between the first VVT opening and the third VVT opening, thereby determining at least one correction coefficient corresponding to at least one combination of at least one change and at least one speed.

[0084] Here, the engine's EGR and VVT systems can be pre-tuned together. During this joint tuning, based on a first EGR rate, the EGR rate is continuously adjusted to obtain at least one other EGR rate; this at least one other EGR rate includes a second EGR rate. For each of the at least one other EGR rate, the engine is jointly tuned under each combination of that other EGR rate and at least one speed to obtain the VVT ​​opening matched to that combination of other EGR rate and speed. That is, under that other EGR rate and speed, using the matched VVT opening, the engine's fuel consumption and other performance characteristics can be optimized. Furthermore, based on the change in the other EGR rate and the first EGR rate, the VVT ​​opening matched to a combination of that change and a speed can be determined. Thus, the VVT ​​opening matched to each combination of at least one change and at least one speed is determined. For each combination of change and speed, calculate the ratio between the VVT ​​opening matched by the combination of change and speed and the difference between the first VVT opening and the third VVT opening. Use this ratio as the correction coefficient corresponding to the combination of change and speed, thereby obtaining the correction coefficient corresponding to each combination of change and speed, and obtaining at least one correction coefficient corresponding to at least one combination of change and at least one speed.

[0085] In some embodiments, at least one correction coefficient corresponding to the combination of at least one change and at least one speed can be directly used as a preset correspondence between the change, speed and correction coefficient. Based on the preset correspondence between the change, speed and correction coefficient, combined with the engine speed and the change between the first EGR rate and the second EGR rate, the corresponding correction coefficient is determined as the target correction coefficient.

[0086] Understandably, the EGR and VVT systems in the engine can be jointly tuned beforehand through engine bench testing to obtain the optimal correction coefficients for different engine speeds and EGR rate ratios. Then, based on the ratio of the second EGR rate to the first EGR rate, combined with the current engine speed, a matching process is performed within the preset correspondence between engine speed, EGR rate ratio, and correction coefficient. The determined target correction coefficient is the optimal correction coefficient matching the change in engine speed and EGR rate.

[0087] For example, the change between the first EGR rate and the second EGR rate may include the EGR rate ratio of the second EGR rate to the first EGR rate. Based on a preset correspondence between engine speed, the EGR rate ratio, and a correction coefficient, a correction coefficient corresponding to the current engine speed and the EGR rate ratio is determined, serving as the target correction coefficient. For example, the preset correspondence between engine speed, the EGR rate ratio, and the correction coefficient may be as follows: Figure 5 As shown. Figure 5 In this context, Ratio represents the EGR rate ratio, RPM represents the rotational speed, and each EGR rate ratio corresponds to a correction factor for the rotational speed. For example, the correction factor is greater than or equal to 0 and less than or equal to 1.

[0088] In some embodiments, based on at least one correction coefficient corresponding to the combination of at least one change and at least one speed, a calculation relationship between speed, change, and correction coefficient can be obtained. Based on this calculation relationship, combined with the current engine speed and the first, a target correction coefficient can be calculated.

[0089] In some embodiments, at least one correction coefficient corresponding to the combination of at least one change and at least one speed can be used as sample data to train the neural network. Thus, using the trained neural network, the target correction coefficient can be predicted by performing network inference based on the current engine speed and the change between the first EGR rate and the second EGR rate.

[0090] S1032. Determine the third VVT opening degree when the EGR system is disabled.

[0091] In this embodiment, the third VVT opening is the applicable VVT ​​opening when the EGR system is disabled. Here, the EGR system being disabled includes: the EGR system not working (or being turned off), and / or, the ERG rate being 0.

[0092] In some embodiments, based on the preset correspondence between engine speed, mean effective pressure and VVT opening when the EGR system is disabled, the VVT ​​opening corresponding to the current engine speed and mean effective pressure when the EGR system is disabled can be determined as the third VVT opening.

[0093] In some embodiments, engine bench tests can be conducted with the EGR system disabled to determine the appropriate VVT ​​opening at different engine speeds and mean effective pressures, thereby obtaining a preset correspondence between engine speed, mean effective pressure, and VVT opening when the EGR system is disabled. For example, the tabular form of the preset correspondence between engine speed, mean effective pressure, and VVT opening when the EGR system is disabled can be as follows: Figure 6 As shown. Figure 6 In this context, RPM represents rotational speed and IMEP represents mean effective pressure.

[0094] In some embodiments, the relationship between engine speed, mean effective pressure and VVT opening under different engine speeds and mean effective pressures obtained by engine bench testing when the EGR system is disabled can be determined. Based on this relationship, combined with the current engine speed and mean effective pressure, a third VVT opening can be calculated.

[0095] In some embodiments, the VVT ​​opening obtained from engine bench tests under different engine speeds and mean effective pressures when the EGR system is disabled can be used as sample data to train a neural network. The trained neural network can then perform network inference based on the current engine speed and mean effective pressure to predict the third VVT opening. The specific selection depends on the actual situation, and this application embodiment does not limit it.

[0096] It should be noted that both the process of determining the first VVT opening degree and the process of determining the third VVT opening degree are executed when the EGR system is enabled. The determination of the first VVT opening degree and the determination of the third VVT opening degree can be executed in any order or in parallel, and this application embodiment does not limit them.

[0097] S1033. Based on the target correction coefficient and the third VVT opening, adjust the first VVT opening to determine the second VVT opening.

[0098] In this embodiment, the first VVT opening is the VVT ​​opening when the EGR system is enabled, and the third VVT opening is the VVT ​​opening when the EGR system is disabled. It can be understood that the difference between the first and third VVT openings characterizes the VVT ​​opening difference between the EGR system being off and the execution of the first EGR rate. Based on the target correction coefficient, this opening difference is corrected, and the corrected opening difference is applied to the first VVT opening corresponding to the first EGR rate to determine the second VVT opening. This achieves that, when the EGR rate changes, the VVT ​​opening can follow the actual executed EGR rate, and the amount of change can be calibrated.

[0099] In some embodiments, S1033 may include: determining the difference between the first VVT opening and the third VVT opening; determining the opening adjustment amount based on the target correction coefficient and the difference; and determining the second VVT opening based on the first VVT opening and the opening adjustment amount.

[0100] The opening adjustment amount can be determined by multiplying the target correction coefficient and the difference, or by combining the product of the target correction coefficient and the difference with a preset empirical value for fine-tuning. The specific choice depends on the actual situation, and this application does not limit the specific choice.

[0101] In some embodiments, the opening adjustment amount can be accumulated on the first VVT opening to determine the second VVT opening.

[0102] It should be noted that in some embodiments, if the engine's EGR system is not working, the EGR rate will not change, and there is no need to adjust the VVT ​​opening based on changes in the EGR rate. In this case, the VVT ​​opening corresponding to the current engine speed and mean effective pressure can be determined as the second VVT opening based on the preset correspondence between engine speed, mean effective pressure, and VVT opening when the EGR system is not enabled.

[0103] Understandably, with the EGR system enabled, the second VVT opening, adapted to the current second EGR rate, can be determined based on the target correction coefficient, combined with the first VVT opening corresponding to the first EGR rate and the third VVT opening when the EGR system is disabled. Thus, when the engine's operating environment changes, causing variations in the EGR rate, the VVT ​​opening can be adjusted promptly according to the EGR rate, ensuring it follows the changes. This allows the engine to operate under optimal control parameters, reducing fuel consumption and improving engine performance.

[0104] For example, the engine control method provided in this application embodiment can be applied in real-world scenarios as follows: Figure 7As shown. First, based on the engine bench test results, the following calculations were performed: Figure 2 The table showing standard environmental data at ambient temperature and pressure, and EGR rate under EGR system enabled conditions, and as shown in the table... Figure 3 The table shows the VVT ​​opening under standard environmental data at normal temperature and pressure, with the EGR system enabled; then, the following calculations are performed: Figure 6 The table shown shows the VVT ​​opening when the EGR system is disabled. It should be noted that... Figure 2 It is mainly used to demonstrate the relationship between speed, mean effective pressure and EGR rate when the EGR system is enabled; Figure 3 and Figure 6 These are used to demonstrate the relationship between engine speed, mean effective pressure, and VVT opening when the EGR system is enabled and disabled. Figure 2 , 3 The specific EGR rate or VVT opening values ​​in section 6 are related to the actual test results and are not shown in the figure.

[0105] like Figure 7 As shown, the engine control method of this application embodiment includes two control flows corresponding to the EGR control module corresponding to the EGR system and the VVT ​​control module corresponding to the VVT ​​system, respectively. The EGR control module determines the EGR system enabling conditions and the ratio of the second EGR rate to the first EGR rate, including: firstly, determining whether the EGR system operating conditions are enabled based on ambient temperature, engine operating conditions, system status, etc. When the EGR system operating conditions are not met, the EGR system function is turned off, and the EGR rate is 0. When the EGR system operating conditions are met, the EGR system is enabled, and a table is looked up based on the current engine speed (RPM) and the current average indicated cylinder pressure (IMEP). Figure 2 The target EGR rate A, also known as the first EGR rate, is calculated. Based on current environmental data, such as current temperature, humidity, and pressure (second environmental data), the restricted EGR rate B, also known as the second EGR rate, is calculated. The EGR control module calculates the ratio C of the second EGR rate to the first EGR rate, where C = B / A.

[0106] The VVT ​​control module calculates the second VVT opening based on the EGR system enabling conditions and the ratio C of the second EGR rate to the first EGR rate. This includes the VVT ​​control module determining whether the EGR system is enabled based on ambient temperature, engine operating conditions, and system status. When the EGR system operating conditions are not met, the EGR system is disabled (not enabled), and the second VVT opening is determined by... Figure 6 The table is determined. When the EGR system operating conditions are met, the EGR system is enabled, based on the VVT ​​opening table corresponding to the first EGR rate, i.e. Figure 3Calculate the VVT ​​opening A1 (equivalent to the first VVT opening). This is based on the VVT ​​opening table corresponding to the EGR system shutdown. Figure 6 Calculate the VVT ​​opening B1 (equivalent to the second VVT opening). Calculate the original VVT opening difference C1, C1 = B1 - A1. Based on the ratio C between the second EGR rate and the first EGR rate, and the current engine speed (RPM), look up the table. Figure 5 (Horizontal axis: C; Vertical axis: RPM) Obtain the correction coefficient D1 (equivalent to the target correction coefficient). Calculate the corrected value E1 of the original VVT opening difference, E1 = C1 * D1; calculate the executed VVT opening F1, F1 = A1 + E1. Here, F1 is the second VVT opening.

[0107] As can be seen, the engine control method of this application embodiment allows the VVT ​​opening of the engine to change continuously with the EGR rate, and the amount of change can be calibrated. In this way, the engine can operate under more optimal parameters, thereby reducing fuel consumption and improving engine performance.

[0108] By way of example, the engine control method of this application embodiment can be applied to achieve the engine's Brake Specific Fuel Consumption (BSFC) at different EGR rates and VVT openings as follows: Figure 8 As shown, through Figure 8 It can be seen that when the EGR rate is 30%, the optimal VVT opening is 15CA (corresponding to the lowest BSFC, 203.8). When the EGR rate is 20%, the optimal VVT opening is 25-35CA. When the EGR rate is 0, the optimal VVT opening is 45CA. Thus, the method in this embodiment can quantitatively adjust the VVT ​​opening to the corresponding optimal opening when the EGR rate changes, realizing the joint control of the EGR system and the VVT ​​system, thereby reducing fuel consumption, improving engine thermal efficiency, and enhancing engine performance.

[0109] This application provides an engine control device 1, such as... Figure 9 As shown, it includes:

[0110] EGR control module 11 is used to determine the first EGR rate corresponding to the first environmental data and the second EGR rate corresponding to the second environmental data when the exhaust gas recirculation EGR system is enabled.

[0111] VVT control module 12 is used to determine the first variable valve timing (VVT) opening corresponding to the first EGR rate; and to adjust the first VVT opening based on the change between the first EGR rate and the second EGR rate, and to determine the second VVT opening corresponding to the second environmental data.

[0112] In some embodiments, the VVT ​​control module 12 is further configured to determine a target correction coefficient based on the change between the first EGR rate and the second EGR rate; determine a third VVT opening when the EGR system is not enabled; adjust the first VVT opening according to the target correction coefficient and the third VVT opening, and determine the second VVT opening.

[0113] In some embodiments, the VVT ​​control module 12 is further configured to determine the difference between the first VVT opening and the third VVT opening; determine the opening adjustment amount based on the target correction coefficient and the difference; and determine the second VVT opening based on the first VVT opening and the opening adjustment amount.

[0114] In some embodiments, the VVT ​​control module 12 is further configured to determine the target correction coefficient based on the engine speed and the change between the first EGR rate and the second EGR rate; the target correction coefficient is used to correct the first VVT opening to the VVT ​​opening matched by the combination of the change and the engine speed.

[0115] In some embodiments, the engine control device further includes: a determining module, the determining module being configured to determine at least one change between a first EGR rate and at least one other EGR rate;

[0116] Based on the at least one change and at least one speed, determine a combination of at least one change and at least one speed, and determine the VVT ​​opening matched for each combination of at least one change and at least one speed; based on the VVT ​​opening matched for each combination of change and at least one speed, and the difference between the first VVT opening and the third VVT opening, determine a correction coefficient corresponding to each combination of change and speed, thereby determining at least one correction coefficient corresponding to at least one combination of at least one change and at least one speed; the at least one other EGR rate includes the second EGR rate.

[0117] In some embodiments, the EGR control module 11 is further configured to determine an EGR rate that matches the first environmental data based on the engine speed and mean effective pressure, as the first EGR rate.

[0118] In some embodiments, the VVT ​​control module 12 is further configured to determine, based on the rotational speed and the mean effective pressure, the VVT ​​opening under the first environmental data and when the first environmental data is enabled, as the first VVT opening; the first VVT opening characterizes the VVT ​​opening that matches the rotational speed and the mean effective pressure when the EGR system is enabled.

[0119] In some embodiments, the VVT ​​control module 12 is further configured to determine the VVT ​​opening degree when the EGR system is not enabled based on the engine speed and mean effective pressure, as the third VVT opening degree; the third VVT opening degree characterizes the VVT ​​opening degree that matches the engine speed and the mean effective pressure when the EGR system is not enabled.

[0120] In some embodiments, the VVT ​​control module 12 is further configured to determine whether the EGR system is enabled based on at least one of the second environmental data, the engine operating conditions, and the system status data of the EGR system.

[0121] It should be noted that the description of the above device embodiments is similar to the description of the above method embodiments, and has similar beneficial effects. For technical details not disclosed in the device embodiments of this application, please refer to the description of the method embodiments of this application for understanding.

[0122] This application also provides an electronic device. Figure 10 This is a schematic diagram of an optional structure of the electronic device 3 provided in an embodiment of this application. For example... Figure 10 As shown, the electronic device 3 includes a memory 32 and a processor 33. The memory 32 and the processor 33 are connected via a communication bus 34. The memory 32 is used to store executable instructions. The processor 33 is used to implement the engine control method provided in this application embodiment when executing the executable instructions stored in the memory 32.

[0123] This application also provides a vehicle, which includes an engine equipped with an EGR system and a VVT system, and the electronic equipment provided in this application. Exemplarily, the EGR system configured in the engine may include a low-pressure exhaust gas recirculation (LPEGR) system, or other types of EGR systems, depending on the specific circumstances; this application does not limit the specific type of EGR system.

[0124] This application provides a computer-readable storage medium storing executable instructions. When the executable instructions are executed by the processor, the processor will execute the engine control method provided in this application.

[0125] In some embodiments, the computer-readable storage medium may be a memory such as FRAM, ROM, PROM, EPROM, EEPROM, flash memory, magnetic surface memory, optical disk, or CD-ROM; or it may be a variety of devices including one or any combination of the above-mentioned memories.

[0126] In some embodiments, executable instructions may take the form of a program, software, software module, script, or code, written in any form of programming language (including compiled or interpreted languages, or declarative or procedural languages), and may be deployed in any form, including as a standalone program or as a module, component, subroutine, or other unit suitable for use in a computing environment.

[0127] As an example, executable instructions may, but do not necessarily, correspond to files in a file system. They may be stored as part of a file that holds other programs or data, for example, in one or more scripts within a Hyper Text Markup Language (HTML) document, in a single file dedicated to the program in question, or in multiple co-located files (e.g., files storing one or more modules, subroutines, or code sections). As an example, executable instructions may be deployed to execute on a single computing device, or on multiple computing devices located in one location, or on multiple computing devices distributed across multiple locations and interconnected via a communication network.

[0128] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of hardware embodiments, software embodiments, or embodiments combining software and hardware aspects. Furthermore, this application can take the form of a computer program product implemented on one or more computer-usable storage media (including, but not limited to, disk storage and optical storage) containing computer-usable program code.

[0129] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0130] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0131] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0132] The above description is merely a preferred embodiment of this application and is not intended to limit the scope of protection of this application. Any modifications, equivalent substitutions, and improvements made within the spirit and scope of this application are included within the scope of protection of this application.

Claims

1. An engine control method, characterized in that, The method includes: With the exhaust gas recirculation (EGR) system enabled, determine the first EGR rate corresponding to the first environmental data and the second EGR rate corresponding to the second environmental data. Determine the first variable valve timing (VVT) opening corresponding to the first EGR rate; Based on the change between the first EGR rate and the second EGR rate, the first VVT opening is adjusted to determine the second VVT opening corresponding to the second environmental data.

2. The method according to claim 1, characterized in that, The step of adjusting the first VVT opening based on the change between the first EGR rate and the second EGR rate, and determining the second VVT opening corresponding to the second environmental data, includes: The target correction coefficient is determined based on the change between the first EGR rate and the second EGR rate; Determine the third VVT opening when the EGR system is disabled; Based on the target correction coefficient and the third VVT opening, the first VVT opening is adjusted to determine the second VVT opening.

3. The method according to claim 2, characterized in that, The step of adjusting the first VVT opening based on the target correction coefficient and the third VVT opening to determine the second VVT opening includes: Determine the difference between the first VVT opening and the third VVT opening; The opening adjustment amount is determined based on the target correction coefficient and the difference. The second VVT opening is determined based on the first VVT opening and the opening adjustment amount.

4. The method according to claim 2, characterized in that, Determining the target correction coefficient based on the change between the first EGR rate and the second EGR rate includes: The target correction coefficient is determined based on the engine speed and the change between the first EGR rate and the second EGR rate. The target correction factor is used to correct the first VVT opening to the VVT ​​opening that matches the combination of the change and the rotational speed.

5. The method according to claim 4, characterized in that, Before determining the target correction coefficient based on the change between the first EGR rate and the second EGR rate, the method further includes: Determine at least one amount of change between the first EGR rate and at least one other EGR rate; Based on the at least one change and at least one rotational speed, determine the combination of at least one change and at least one rotational speed, and determine the VVT ​​opening matched by each combination of the at least one change and at least one rotational speed. Based on the VVT ​​opening matched to each combination of change and speed, and the difference between the first VVT opening and the third VVT opening, a correction coefficient corresponding to each combination of change and speed is determined, thereby determining at least one correction coefficient corresponding to at least one combination of change and at least one speed; the at least one other EGR rate includes the second EGR rate.

6. The method according to any one of claims 1-5, characterized in that, Determining the first EGR rate corresponding to the first environmental data includes: Based on the engine speed and mean effective pressure, an EGR rate matching the first environmental data is determined and used as the first EGR rate.

7. The method according to claim 6, characterized in that, Determining the first variable valve timing (VVT) opening corresponding to the first EGR rate includes: Based on the rotational speed and the average effective pressure, the VVT ​​opening is determined under the first environmental data and with the EGR system enabled, and is taken as the first VVT opening; The first VVT opening characterizes the VVT ​​opening that matches the rotational speed and the mean effective pressure when the EGR system is enabled.

8. The method according to claim 2, characterized in that, Determining the third VVT opening when the EGR system is disabled includes: Based on the engine speed and mean effective pressure, the VVT ​​opening degree when the EGR system is not enabled is determined as the third VVT opening degree; The third VVT opening characterizes the VVT ​​opening that matches the rotational speed and the mean effective pressure when the EGR system is not enabled.

9. The method according to any one of claims 1-4, or claim 7 or 8, characterized in that, The method further includes: Based on at least one of the second environmental data, the engine's operating conditions, and the EGR system's system status data, determine whether the EGR system is enabled.

10. A control device for variable valve timing, characterized in that, The device includes: The EGR control module is used to determine the first EGR rate corresponding to the first environmental data and the second EGR rate corresponding to the second environmental data when the exhaust gas recirculation (EGR) system is enabled. The VVT ​​control module is used to determine the first variable valve timing (VVT) opening corresponding to the first EGR rate; and to adjust the first VVT opening based on the change between the first EGR rate and the second EGR rate, thereby determining the second VVT opening corresponding to the second environmental data.

11. An electronic device, characterized in that, The electronic device includes: Memory is used to store executable instructions or computer programs. A processor, when executing computer-executable instructions or computer programs stored in the memory, implements the method according to any one of claims 1 to 9.

12. A vehicle, characterized in that, The vehicle includes: an engine equipped with an EGR system and a VVT system, and electronic equipment as described in claim 11.

13. A computer-readable storage medium storing computer-executable instructions or a computer program, characterized in that, When the computer-executable instructions or computer program are executed by a processor, they implement the method described in any one of claims 1 to 9.

14. A computer program product comprising computer-executable instructions or a computer program, characterized in that, When the computer-executable instructions or computer program are executed by a processor, they implement the method according to any one of claims 1 to 9.

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