Engine system shutdown delay determination method, engine system shutdown delay control method, engine system shutdown delay control system and vehicle

Abstract

The invention provides an engine system shutdown delay determination method which comprises the following steps: in response to an engine shutdown instruction, acquiring an actual EGR (Exhaust Gas Recirculation) rate value before shutdown and an exhaust gas length ratio before shutdown; according to the actual EGR rate value before shutdown, the waste gas length proportion value before shutdown and the real vehicle delay database, the duration of exhausting all waste gas in the first pipeline from a throttle valve is obtained and serves as the first delay duration; the flowing duration of gas in the engine system flowing from a throttle valve to an exhaust port of an engine air cylinder is obtained and serves as second delay duration; the first delay duration and the second delay duration are summed, and the initial shutdown delay duration of the engine system is obtained; and according to the temperature difference between the current actual temperature of at least one target monitoring object in the engine system and the corresponding preset target temperature, a thermal management comprehensive duration adjustment coefficient is obtained, and according to the thermal management comprehensive duration adjustment coefficient and the initial shutdown delay duration, the final shutdown delay duration of the engine system is obtained.

Description

Technical Field

[0001] This disclosure relates to the field of engine system control technology, and in particular to a method, control method and system for determining engine system shutdown delay, vehicle, electronic equipment and computer-readable medium. Background Technology

[0002] Hybrid engines are the mainstream type of engine on the market, and EGR technology is a key technology for high thermal efficiency. Hybrid engines have a high frequency of start-stop during vehicle operation. When the engine requests to stop, if there is residual exhaust gas in the engine intake system and cylinders, and the engine requests to start again after stopping, the unpredictable amount of exhaust gas may deteriorate the control stability of the engine starting due to the exhaust gas, which may cause abnormal vibration or even failure to start. Summary of the Invention

[0003] This disclosure aims to at least solve one of the technical problems existing in the prior art, and proposes an engine system shutdown delay determination method, control method and system, vehicle, electronic equipment and computer-readable medium. By extending the shutdown after receiving the engine shutdown command, the residual exhaust gas in the intake system and cylinder is discharged, thereby reducing the impact of exhaust gas on the starting stability of the engine restart process.

[0004] In a first aspect, this disclosure provides a method for determining engine system shutdown delay, comprising:

[0005] In response to an engine shutdown command, the actual EGR rate of the current engine system is obtained as the actual EGR rate value before shutdown, and the exhaust gas length ratio in the first pipeline from the EGR valve to the throttle valve in the current engine system is obtained as the exhaust gas length ratio value before shutdown.

[0006] Based on the actual EGR rate value before shutdown, the exhaust gas length ratio value before shutdown, and the pre-acquired vehicle delay database, the time required to discharge all exhaust gas in the first pipeline from the throttle valve is obtained as the first delay time; wherein, the vehicle delay database records the reference time for the engine system to use multiple different EGR rate values ​​to perform delay operation to discharge all exhaust gas in the first pipeline from the throttle valve when the first pipeline corresponds to multiple different exhaust gas length ratio values ​​respectively;

[0007] The flow time of gas in the engine system from the throttle valve to the exhaust port of the engine cylinder is obtained as the second delay time;

[0008] The first delay duration and the second delay duration are summed to obtain the initial shutdown delay duration of the engine system;

[0009] The steps for updating the initial shutdown delay duration are as follows: Based on the temperature difference between the current actual temperature of at least one target monitoring object in the engine system and the corresponding preset target temperature, a thermal management comprehensive duration adjustment coefficient is obtained; and based on the thermal management comprehensive duration adjustment coefficient and the initial shutdown delay duration, the final shutdown delay duration of the engine system is obtained.

[0010] In some embodiments, after obtaining the initial engine system shutdown delay duration and before updating the initial shutdown delay duration, the method further includes:

[0011] Check whether the vehicle containing the engine system simultaneously meets the following conditions:

[0012] Condition 1: The engine does not malfunction but requires an emergency shutdown;

[0013] Condition 2: The vehicle is in the ready state;

[0014] Condition 3: No knocking or pre-ignition occurs within a preset time period prior to receiving the engine shutdown request command;

[0015] Condition 4: The difference between the target upper limit SOC and the actual SOC of the vehicle's power battery is greater than or equal to -5%;

[0016] Condition 5: The current actual temperature of each of the target monitoring objects is less than or equal to its corresponding preset target temperature;

[0017] When it is detected that the vehicle containing the engine system simultaneously meets conditions 1 to 5 above, the step of updating the initial shutdown delay duration is executed.

[0018] When it is detected that the engine system does not simultaneously meet conditions 1 to 5, the final shutdown delay time of the engine system is determined to be equal to the initial shutdown delay time.

[0019] In some embodiments, the step of obtaining the thermal management integrated duration adjustment coefficient based on the temperature difference between the current actual temperature of at least one target monitoring object within the engine system and the corresponding preset target temperature includes:

[0020] For each target monitoring object, a corresponding single-factor duration adjustment coefficient is determined based on the temperature difference between the current actual temperature of the target monitoring object and the corresponding preset target temperature; wherein, the temperature difference is characterized by the ratio of the current actual temperature to the corresponding preset target temperature, and the single-factor duration adjustment coefficient is negatively correlated with the temperature difference;

[0021] Based on the single-factor duration adjustment coefficients corresponding to all target monitoring objects, the comprehensive duration adjustment coefficient for thermal management is determined.

[0022] In some embodiments, at least one of the target monitoring objects includes: engine coolant, engine high-voltage battery, and catalytic converter.

[0023] In some embodiments, the thermal management overall duration adjustment factor F:

[0024]

[0025] To determine the current actual temperature of the engine coolant. With the preset target temperature of the engine coolant temperature difference The first single-factor duration adjustment coefficient determined;

[0026] To determine the current actual temperature of the engine's high-voltage battery With the preset target temperature of the engine high-voltage battery temperature difference The determined second single-factor duration adjustment coefficient;

[0027] To determine the actual temperature of the catalyst With the preset target temperature of the catalyst temperature difference The third single-factor duration adjustment coefficient was determined.

[0028] In some embodiments, the step of obtaining the final shutdown delay duration of the engine system based on the thermal management comprehensive duration adjustment coefficient and the initial shutdown delay duration includes:

[0029] The final shutdown delay duration of the engine system is determined based on the following formula. :

[0030]

[0031] in, The initial shutdown delay duration, The current engine shutdown delay self-learning coefficient and .

[0032] In some embodiments, after the step of obtaining the final shutdown delay duration of the engine system based on the thermal management comprehensive duration adjustment coefficient and the initial shutdown delay duration, the method further includes:

[0033] The self-learning coefficients for engine shutdown delay are updated through self-learning, specifically including:

[0034] Based on the final downtime duration and initial shutdown delay duration Determine the first matching case according to the order of cases 1 to 6:

[0035] Situation 1 and ;

[0036] Scenario 2 and ;

[0037] Situation 3 and ;

[0038] Situation 4 and ;

[0039] Situation 5 ;

[0040] Case 6: Other cases besides Cases 1 through 5 above;

[0041] Among them, t C1 t C2 t C3 Three different preset difference reference values ​​are given, and 0 < t. C3 <t C2 <t C1 , and For two preset reference values ​​of different cooling water temperatures and , and For the preset reference values ​​of temperature difference between two different catalysts and For each case i in cases 1 to 5 above, there is a corresponding consecutive occurrence count recording parameter CNTi and a corresponding preset count threshold Cri, i∈[1,5], where Cri is a positive integer;

[0042] When the first match is case 1, CNT1 is incremented by 1 for updating, and CNT2, CNT3, CNT4, and CNT5 are reset to 0 for updating. It is then checked whether the updated CNT1 has reached the corresponding preset threshold Cr1. If the check result is yes, then execution is performed. To Perform an update and reset CNT1 to 0; if the detection result is negative, then do not update. Update;

[0043] When the first match is case 2, CNT2 is incremented by 1 for updating, and CNT1, CNT3, CNT4, and CNT5 are reset to 0 for updating. It is then checked whether the updated CNT2 has reached the corresponding preset threshold Cr2. If the check result is yes, then execution is performed. To Perform an update and reset CNT2 to 0; if the detection result is negative, then do not update. Update;

[0044] When the first matching condition is condition 3, CNT3 is incremented by 1 for updating, and CNT1, CNT2, CNT4, and CNT5 are reset to 0 for updating. It is then checked whether the updated CNT3 has reached the corresponding preset threshold Cr3. If the check result is yes, then execution is performed. To Perform an update and reset CNT3 to 0; if the detection result is negative, then do not update. Update;

[0045] When the first matching condition is condition 4, CNT4 is incremented by 1 for updating, and CNT1, CNT2, CNT3, and CNT5 are reset to 0 for updating. It is then checked whether the updated CNT4 has reached the corresponding preset threshold Cr4. If the check result is yes, then execution is performed. To Perform an update and reset CNT4 to 0; if the detection result is negative, then do not update. Update;

[0046] When the first matching condition is condition 5, CNT5 is incremented by 1 for updating, and CNT1, CNT2, CNT3, and CNT4 are reset to 0 for updating. It is then checked whether the updated CNT4 has reached the corresponding preset threshold Cr5. If the check result is yes, then execution is performed. To Perform an update and reset CNT4 to 0; if the detection result is negative, then do not update. Update;

[0047] When the first matching case is case 6, it is incorrect. Update;

[0048] in, and "Actual EGR rate -

[0049] In some embodiments, the method for determining engine system shutdown delay further includes: acquiring a real-vehicle delay database, specifically including:

[0050] The test result database contains the test durations in which the engine system operates using different preset EGR rate initial values ​​corresponding to different preset categories of EGR rates to discharge all the exhaust gas from the throttle valve under various preset exhaust gas length ratios in the first pipeline, based on the setting of the EGR valve closed and the mixing valve fully open in the engine system using an engine bench test system.

[0051] During actual vehicle operation, the values ​​of various preset categories of EGR rates of the engine system are acquired in real time according to preset sampling rules. The test result database is updated according to the values ​​of various different EGR rates acquired at each sampling time to obtain the actual vehicle delay database.

[0052] In some embodiments, during actual vehicle operation, the steps of acquiring the values ​​of various preset categories of EGR rates of the engine system in real time according to preset sampling rules, and updating the test result database according to the values ​​of various different EGR rates acquired at each sampling time to obtain the actual vehicle delay database include:

[0053] Based on the corresponding initial EGR rate values ​​in ascending order, all the preset category EGR rates are sorted to obtain a preset category EGR rate sorting sequence. An EGR rate value array corresponding to the preset category EGR rate sorting sequence is then initialized. The EGR rate value array records the reference values ​​corresponding to each preset category EGR rate according to the preset category EGR rate sorting sequence. When the EGR rate value array is initialized, the reference values ​​corresponding to each preset category EGR rate are the corresponding initial EGR rate values.

[0054] Based on the test result database, multiple delay duration arrays are initialized and generated, each corresponding to a different preset exhaust gas length ratio. Each delay duration array records the reference duration for which the engine system, under the corresponding preset exhaust gas length ratio, uses the reference value of each preset category EGR rate to delay operation in order to discharge all exhaust gas in the first pipeline from the throttle valve. The delay duration array also records the reference duration corresponding to each preset category EGR rate in a sorted sequence according to the preset category EGR rate. When initializing the delay duration array, the reference duration corresponding to each preset category EGR rate is the corresponding test duration recorded in the test result database.

[0055] During actual vehicle operation, in response to the arrival of the collection time, the current value of each preset category EGR rate at the corresponding time is obtained, the current value of each preset category EGR rate is compared with the EGR rate value array, and the EGR rate value array and the delay duration array are updated according to the comparison results to obtain the actual vehicle delay database at the corresponding time.

[0056] In some embodiments, the number of preset category EGR rates in the preset category EGR rate sorting sequence is n;

[0057] The number of reference values ​​in the EGR rate value array is n, and the i-th reference value A in the EGR rate value array is... i It corresponds to the i-th preset category EGR rate in the preset category EGR rate sorting sequence;

[0058] The number of reference durations in each of the aforementioned delay duration arrays is n, and the i-th reference duration B in the delay duration array is... i It corresponds to the i-th preset category EGR rate in the preset category EGR rate sorting sequence;

[0059] i∈[1,n] and is a positive integer;

[0060] In response to the arrival of the acquisition time, the steps of obtaining the current value of the EGR rate of each preset category at the corresponding time, comparing the current value of the EGR rate of each preset category with the EGR rate value array, and updating the EGR rate value array and the delay duration array according to the comparison results include:

[0061] In response to the arrival of the data acquisition time, the corresponding preset EGR rate lower limit endpoint value A0 and preset EGR rate upper limit endpoint value A0 are configured for the current EGR rate value array. n+1 And, respectively configure the corresponding preset duration lower limit endpoint value B0 and preset duration upper limit endpoint value B for each of the current delay duration arrays. n+1 ;

[0062] Obtain the current value of the EGR rate for each preset category at the corresponding time, where the current value of the EGR rate for the i-th preset category is denoted as Q. i ;

[0063] Initialize i = 1;

[0064] Based on the current EGR rate value array, determine the current value range corresponding to the i-th preset category EGR rate [A]. i-1 A i+1 ];

[0065] The current value Q of the EGR rate of the i-th preset category. iCompare with the corresponding value range [A] i-1 A i+1 Compare them;

[0066] If we compare Q i ∈[A i-1 A i+1 If i > n, then the EGR rate value array and each of the delay duration arrays are not adjusted, and the size of i and n is further compared.

[0067] If the comparison shows i < n, then i is incremented by 1, and the comparison range corresponding to the current EGR rate of the i-th preset category is determined again based on the current EGR rate value array. i-1 A i+1 The steps;

[0068] If i=n is found, it means that the initial adjustment process is over. Further adjustments are made to each of the delay duration arrays based on the current EGR rate value array and the preset transition coefficient.

[0069] If we compare Q i [A i-1 A i+1 ], then according to Q i The EGR rate value array is adjusted accordingly, and the delay duration arrays are adjusted based on the adjustment of the EGR rate value array, until Q... i The value range corresponding to the i-th preset category EGR rate determined by the adjusted EGR rate value array is [A]. i-1 A i+1 ]Inside.

[0070] In some embodiments, according to Q i The EGR rate value array is adjusted accordingly, and the delay duration arrays are adjusted based on the adjustment of the EGR rate value array, until Q... i The value range corresponding to the i-th preset category EGR rate determined by the adjusted EGR rate value array is [A]. i-1 A i+1 The steps within [the document] include:

[0071] If we compare Q i <A i-1 Then, determine the value greater than Q from the current EGR rate value array. i And closest to Q i A reference value, denoted as m, is inserted at the position preceding the reference value originally located at position m in the EGR rate value array, where Q is inserted. iThen, the reference value at position n+1 in the EGR rate value array is deleted to adjust the EGR rate value array; simultaneously, based on the interpolation algorithm, an interpolation value is inserted at the position preceding the reference duration at position m in each of the delay duration arrays. i The corresponding reference durations are used to shift the positions of the reference durations originally located at positions m to n in each of the delay duration arrays one position to the right, and then the reference duration at position n+1 in each of the delay duration arrays is deleted to adjust each of the delay duration arrays; after the adjustment of the EGR rate value array and each of the delay duration arrays is completed, the value comparison range corresponding to the current preset category EGR rate is determined again based on the current EGR rate value array [A]. i-1 A i+1 The steps;

[0072] If we compare Q i >A i-1 Then, from the current EGR rate value array, determine the value less than Q. i And closest to Q i A reference value, denoted as m, is inserted at the position following the reference value originally located at position m in the EGR rate value array, where Q is inserted. i Then, the reference value at the first position in the EGR rate value array is deleted to adjust the EGR rate value array; simultaneously, based on the interpolation algorithm, an interpolation value is inserted at the position after the reference duration at the m-th position in each of the delay duration arrays, interpolating the value with respect to Q. i The corresponding reference duration is then deleted, and the reference duration at the first position in each of the delay duration arrays is adjusted. After adjusting the EGR rate value array and each of the delay duration arrays, the value comparison range corresponding to the current preset category EGR rate is determined again based on the current EGR rate value array. i-1 A i+1 The steps are as follows.

[0073] In some embodiments, the step of further adjusting each of the delay duration arrays based on the current EGR rate value array and a preset transition coefficient includes:

[0074] Each of the aforementioned delay duration arrays is used as a target delay duration array, and the target delay duration arrays are adjusted according to the following steps:

[0075] Based on the reference values ​​in the EGR rate array and the reference durations in the target delay duration array obtained after the initial adjustment process, a first eigenvalue array and a second eigenvalue array are determined. The first eigenvalue array contains n sequentially arranged first eigenvalues, and the second eigenvalue array contains n sequentially arranged second eigenvalues. The i-th first eigenvalue in the first eigenvalue array is D... i1 and the i-th first eigenvalue D in the second eigenvalue array i2 Determined by the following formula:

[0076]

[0077]

[0078] This represents the i-th reference value in the EGR rate array obtained after the initial adjustment process. This represents the i-th reference duration in the target delay duration array obtained after the initial adjustment process;

[0079] Based on the first feature value array, the second feature value array, and the preset transition coefficient, the target delay duration array is further adjusted in the following manner:

[0080] Among them, the first reference duration C1 in the further adjusted target delay duration array:

[0081] C1=B1'

[0082] The second reference duration C2 in the further adjusted target delay duration array:

[0083] C2=max(B2',C1)

[0084] The reference durations from the 3rd to the nth in the further adjusted target delay duration array are determined based on the following formula:

[0085]

[0086] Where i∈[2,n-1], C i This represents the i-th reference duration in the further adjusted target delay duration array. and There are two preset transition coefficients and , max() represents the function that takes the largest value.

[0087] In some embodiments, the various preset categories of EGR rates include: minimum EGR rate, actual EGR rate, target EGR rate, modified EGR rate, and maximum EGR rate.

[0088] In some embodiments, the step of obtaining the flow time of gas in the engine system from the throttle valve to the exhaust port of the engine cylinder as a second delay time includes:

[0089] The flow time of gas in the engine system from the throttle valve to the intake port of the engine cylinder is obtained as the first flow time;

[0090] The flow time of gas from the intake port of the engine cylinder to the exhaust port of the engine cylinder is obtained as the second flow time;

[0091] The second delay duration is obtained by summing the first flow duration and the second flow duration.

[0092] In some embodiments, the preset sampling rule is: for every 2 / N revolutions of the engine, the values ​​of various preset categories of EGR rate of the engine system are acquired once, where N is the number of cylinders of the engine.

[0093] In some embodiments, the step of obtaining the time for all the exhaust gas in the first pipeline to be discharged from the throttle valve, based on the actual EGR rate value before shutdown, the exhaust gas length ratio value before shutdown, and a pre-acquired real vehicle delay database, and using this as the first delay time, includes:

[0094] By looking up a table and using linear interpolation, the duration corresponding to the actual EGR rate value before shutdown and the exhaust length ratio value before shutdown are obtained from the real vehicle delay database, and used as the first delay duration.

[0095] Secondly, embodiments of this disclosure provide an engine system shutdown delay control method, including:

[0096] In response to an engine shutdown command, the initial shutdown delay duration of the engine system is determined using the engine system shutdown delay determination method provided in the first aspect;

[0097] The final shutdown delay duration is defined as the time required to close the EGR valve and fully open the mixing valve within the engine system, while maintaining the engine's current operating conditions.

[0098] After the final shutdown delay period ends, the engine is controlled to shut down.

[0099] Thirdly, embodiments of this disclosure provide an engine system shutdown delay determination system, wherein the engine system shutdown delay determination system is configured to implement the engine system shutdown delay determination method provided in the first aspect, and the engine system shutdown delay determination system includes:

[0100] The first acquisition module is configured to, in response to an engine shutdown command, acquire the value of the actual EGR rate of the current engine system as the actual EGR rate value before shutdown, and acquire the value of the proportion of exhaust gas length in the first pipeline from the EGR valve to the throttle valve in the current engine system as the proportion of exhaust gas length before shutdown.

[0101] The second acquisition module is configured to acquire, based on the actual EGR rate value before shutdown, the exhaust gas length ratio value before shutdown, and a pre-acquired real-vehicle delay database, the time required for all exhaust gas in the first pipeline to be discharged from the throttle valve as the first delay time; wherein, the real-vehicle delay database records the reference time for the engine system to perform delay operation with multiple different EGR rate values ​​to discharge all exhaust gas in the first pipeline from the throttle valve when the first pipeline corresponds to multiple different exhaust gas length ratio values ​​respectively;

[0102] The third acquisition module is configured to acquire the flow time of gas in the engine system from the throttle valve to the exhaust port of the engine cylinder, as the second delay time.

[0103] The calculation module is configured to sum the first delay duration and the second delay duration to obtain the initial shutdown delay duration of the engine system;

[0104] The update module is configured to obtain a thermal management comprehensive duration adjustment coefficient based on the temperature difference between the current actual temperature of at least one target monitoring object in the engine system and the corresponding preset target temperature, and to obtain the final shutdown delay duration of the engine system based on the thermal management comprehensive duration adjustment coefficient and the initial shutdown delay duration.

[0105] Fourthly, embodiments of this disclosure provide an engine system shutdown delay control system, including:

[0106] The engine system shutdown delay determination system adopts the engine system shutdown delay determination system as provided in the third aspect;

[0107] The first control module is configured to control the EGR valve in the engine system to close, the mixing valve to open fully, and to maintain the current operating condition of the engine to continue running for the final shutdown delay period.

[0108] The second control module is configured to control the engine to stop after the final shutdown delay period has ended.

[0109] Fifthly, embodiments of this disclosure provide a vehicle including: an engine system shutdown delay control system as described in the fourth aspect.

[0110] Sixthly, embodiments of this disclosure provide an electronic device, comprising:

[0111] One or more processors;

[0112] Memory, used to store one or more programs;

[0113] When the one or more programs are executed by the one or more processors, the one or more processors implement any of the methods provided in the first or second aspect.

[0114] In a seventh aspect, embodiments of this disclosure provide a computer-readable medium storing a computer program, wherein the computer program, when executed by a processor, implements the steps of any of the methods provided in the first or second aspect.

[0115] The technical solution disclosed herein can, after the engine system receives an engine shutdown command, determine the first delay time for discharging exhaust gas from the first pipeline located from the EGR valve to the throttle valve by acquiring the actual EGR rate value and the exhaust gas length ratio value before shutdown, and the second delay time for the gas in the engine system to flow from the throttle valve to the exhaust port of the engine cylinder. The first delay time and the second delay time are summed to obtain the preliminary shutdown delay time. Finally, based on the temperature difference between the current actual temperature of at least one target monitoring object in the engine system and the corresponding preset target temperature, a thermal management comprehensive duration adjustment coefficient is obtained. Based on the thermal management comprehensive duration adjustment coefficient and the preliminary shutdown delay time, the final shutdown delay time of the engine system is obtained. The technical solution disclosed herein can facilitate the complete discharge of exhaust gas in the intake system and greatly reduce the exhaust gas in the engine cylinder, thus effectively reducing the impact of exhaust gas on the next start-up performance. At the same time, the technical solution disclosed herein can also take into account the thermal management needs of the target monitoring objects in the engine system that affect engine starting. Attached Figure Description

[0116] Figure 1 This is a schematic diagram of the engine system involved in the technical solution disclosed herein;

[0117] Figure 2 A flowchart of a method for determining engine system shutdown delay provided in an embodiment of this disclosure;

[0118] Figure 3A A flowchart illustrating another method for determining engine system shutdown delay provided in this embodiment of the disclosure;

[0119] Figure 3B A flowchart illustrating another method for determining engine system shutdown delay provided in this embodiment of the disclosure;

[0120] Figure 4 This is an optional implementation method flow for step Sa23 in the embodiments of this disclosure;

[0121] Figure 5 A flowchart of an engine system shutdown delay control method provided in this disclosure embodiment;

[0122] Figure 6 A structural block diagram of an engine system shutdown delay determination system provided in this embodiment of the disclosure;

[0123] Figure 7 A structural block diagram of an engine system shutdown delay control system provided in this disclosure embodiment;

[0124] Figure 8 This is a structural block diagram of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0125] To enable those skilled in the art to better understand the technical solutions of the present invention, exemplary embodiments of the present invention are described below in conjunction with the accompanying drawings, including various details of the embodiments of the present invention to aid understanding. These should be considered merely exemplary. Therefore, those skilled in the art should recognize that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of the present invention. Similarly, for clarity and brevity, descriptions of well-known functions and structures are omitted in the following description.

[0126] Where there is no conflict, the various embodiments of the present invention and the features thereof may be combined with each other.

[0127] As used herein, the term “and / or” includes any and all combinations of one or more related enumerated entries.

[0128] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the invention. As used herein, the singular forms “a” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will also be understood that when the terms “comprising” and / or “made of” are used in this specification, the presence of the stated feature, integral, step, operation, element, and / or component is specified, but the presence or addition of one or more other features, integrals, steps, operations, elements, components, and / or groups thereof is not excluded. Terms such as “connected” or “linked” are not limited to physical or mechanical connections but can include electrical connections, whether direct or indirect.

[0129] Unless otherwise specified, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art. It will also be understood that terms such as those defined in commonly used dictionaries should be interpreted as having the meaning consistent with their meaning in the context of the relevant art and the invention, and will not be interpreted as having an idealized or overly formal meaning unless expressly so defined herein.

[0130] In the technical solution of this invention, the collection, storage, use, processing, transmission, provision, and disclosure of user personal information all comply with relevant laws and regulations and do not violate public order and good morals. The use of user data in this technical solution follows relevant national laws and regulations (e.g., the "Information Security Technology - Personal Information Security Specification"). For example: appropriate measures are taken for personal information access control; restrictions are imposed on the display of personal information; the purpose of using personal information does not exceed the scope of direct or reasonable association; and explicit identity targeting is eliminated when using personal information to avoid precisely locating a specific individual.

[0131] Figure 1 This is a schematic diagram of the engine system involved in the technical solution disclosed herein. Figure 1 As shown, an engine system generally includes an air filter 1; a mixing valve 2 connected to the air filter, configured to regulate the pressure at the outlet of the EGR valve 10, increasing the pressure difference across the EGR valve 10, with two airflow passages extending from the mixing valve 2; a compressor 3 connected to one of the airflow passages of the mixing valve 2; a throttle valve 4 connected to the compressor 3, wherein the throttle valve 4 has a boost temperature and pressure sensor at its inlet and an intake air temperature and pressure sensor at its outlet, and the throttle valve 4 body has a position sensor and an actuator; an engine 5 connected to the throttle valve 4, configured to compress fresh air for boosting; and a turbine 6 connected to the engine 5, configured to control the opening of the exhaust bypass valve. The following components are connected to the turbine 6: a catalyst 7; a particulate filter 8; an EGR cooler 9 installed on another airflow path of the mixing valve 2, configured to receive and cool the exhaust gas output from the particulate filter 8 to increase the exhaust gas flow rate; an EGR valve 10 connected at one end to the EGR cooler 9 and at the other end to the mixing valve 2, configured to control the exhaust gas flow rate entering the cylinder; a temperature sensor 11 installed between the EGR valve 10 and the EGR cooler 9, configured to detect the exhaust gas temperature entering the EGR valve 10; and a differential pressure sensor 12 connected to the EGR valve 10, configured to detect the pressure at the inlet and outlet of the EGR valve 10.

[0132] Figure 2 This is a flowchart illustrating a method for determining engine system shutdown delay, provided as an embodiment of this disclosure. Figure 2 As shown, the method for determining the engine system shutdown delay includes:

[0133] Step S1: In response to the engine shutdown command, obtain the actual EGR rate of the current engine system as the actual EGR rate value before shutdown, and obtain the exhaust gas length ratio in the first pipeline from the EGR valve to the throttle valve in the current engine system as the exhaust gas length ratio value before shutdown.

[0134] Among them, the exhaust gas length ratio in the first pipeline refers to the ratio of the length of the pipeline containing exhaust gas to the total length of the first pipeline. The exhaust gas length ratio before shutdown reflects the amount of exhaust gas in the first pipeline from the EGR valve to the throttle valve before shutdown; the actual EGR rate before shutdown reflects the utilization status of exhaust gas by the engine system before shutdown.

[0135] The actual EGR rate of the current engine system can be read in real time directly through the external control system of the engine system.

[0136] The proportion of exhaust gas length in the first pipeline can be obtained by measuring the detection status of exhaust gas detection sensors deployed in the first pipeline. Specifically, S exhaust gas detection sensors are evenly deployed in the first pipeline. These sensors can detect whether exhaust gas exists at corresponding locations within the first pipeline, thus the proportion of exhaust gas length in the first pipeline can be obtained based on the detection results of these S sensors. For example, if s1 exhaust gas detection sensors detect exhaust gas and S-s1 exhaust gas detection sensors do not detect exhaust gas, then the proportion of exhaust gas length in the first pipeline is s1 / S.

[0137] In addition, even without an exhaust gas detection sensor, the proportion of exhaust gas length in the first pipeline can be calculated based on the operating status of the EGR valve. Specifically, assuming that the mass flow rate of exhaust gas is the same and the overall diameter is the same during each unit of time (e.g., 10ms), the length of exhaust gas that has flowed through the first pipeline after entering the EGR valve can be obtained per unit of time. By removing exhaust gas longer than the entire length of the first pipeline, the starting position of the exhaust gas in the first pipeline can be determined. By recording the length of each segment of exhaust gas during the continuous opening of the EGR valve, only the length of one or several segments of exhaust gas before the shutdown request time is retained, and the position of these segments of exhaust gas in the first pipeline (there may be one or more segments of exhaust gas in the first pipeline) can be calculated. Thus, the total length of exhaust gas in the first pipeline can be obtained, and the proportion of exhaust gas length in the first pipeline can be calculated.

[0138] Step S2: Based on the actual EGR rate value before shutdown, the proportion of exhaust gas length before shutdown, and the pre-acquired real vehicle delay database, obtain the time it takes for all the exhaust gas in the first pipeline to be discharged from the throttle valve, and use it as the first delay duration.

[0139] The real-vehicle delay database records the reference time for the engine system to use multiple different EGR rate values ​​to delay operation and expel all the exhaust gas in the first pipeline from the throttle valve when the first pipeline corresponds to multiple different exhaust gas length ratio values. In other words, the real-vehicle delay database records the reference time for all exhaust gas to be expelled from the throttle valve corresponding to different combinations of "exhaust gas length ratio values ​​and EGR rate values".

[0140] In practical applications, the duration corresponding to the actual EGR rate value and the exhaust gas length ratio before shutdown can be obtained from the vehicle delay database by looking up a table and using linear interpolation. Specifically, when the combination of the actual EGR rate value and the exhaust gas length ratio before shutdown directly exists in the vehicle delay database, the reference duration corresponding to this combination can be directly determined from the vehicle delay database by looking up a table. When the combination of the actual EGR rate value and the exhaust gas length ratio before shutdown does not directly exist in the vehicle delay database, the duration corresponding to the combination of the actual EGR rate value and the exhaust gas length ratio before shutdown can be obtained by using interpolation algorithms (e.g., single linear interpolation, bilinear interpolation) based on some data similar to the actual EGR rate value and the exhaust gas length ratio before shutdown recorded in the vehicle delay database.

[0141] In practical applications, the more combinations of "multiple different exhaust length percentage values" and "multiple different EGR rate values" recorded in the real vehicle delay database, the better the accuracy of the final obtained first delay duration.

[0142] Step S3: Obtain the flow time of gas in the engine system from the throttle valve to the exhaust port of the engine cylinder, as the second delay time.

[0143] The exhaust gas expelled from the throttle valve needs to re-enter the engine cylinders, so it's necessary to expel as much exhaust gas as possible from the engine cylinders. It should be noted that in the technical solution disclosed herein, the engine cylinders also generate a certain amount of exhaust gas during the delayed operation process. Therefore, in practical applications, it's impossible to completely expel all the exhaust gas from the engine cylinders. However, it can at least completely expel the exhaust gas from the intake system (the piping section located before the engine) and significantly reduce the amount of exhaust gas in the engine cylinders, thus effectively reducing the impact of exhaust gas on the next starting performance.

[0144] Step S4: Sum the first delay duration and the second delay duration to obtain the initial shutdown delay duration of the engine system.

[0145] Step S5: Based on the temperature difference between the current actual temperature of at least one target monitoring object in the engine system and the corresponding preset target temperature, obtain the thermal management comprehensive duration adjustment coefficient, and based on the thermal management comprehensive duration adjustment coefficient and the initial shutdown delay duration, obtain the final shutdown delay duration of the engine system.

[0146] In this disclosure, the target monitoring object within the engine system refers to the object that affects the engine starting process. For example, engine coolant, engine high-voltage battery, catalytic converter, etc.; the temperature of engine coolant, engine high-voltage battery, and catalytic converter body all directly affect engine starting, influencing starting success rate and stability.

[0147] Specifically, excessively low engine coolant temperature increases engine oil viscosity, increases starting resistance, and may also lead to poor fuel atomization; excessively high engine coolant temperature may affect the stability of the ignition system and even trigger overheat protection. Excessively low engine high-voltage battery temperature significantly reduces battery output power and capacity, failing to provide sufficient power to the starting system; excessively high engine high-voltage battery temperature may trigger battery thermal management protection, limiting power supply. Excessively low catalytic converter temperature affects exhaust gas purification efficiency (some models may experience delayed starting due to emission compliance requirements); excessively high catalytic converter temperature may be accompanied by engine overheating, indirectly affecting the normal operation of the starting system.

[0148] In related technologies, considering vehicle safety factors, when excessively high engine coolant temperature, high engine high-voltage battery temperature, or high catalytic converter temperature is detected, vehicles generally have corresponding countermeasures, such as reducing engine speed (during normal engine operation) or delaying engine starting (when the engine is stopped). However, there is no corresponding mechanism for handling excessively low engine coolant temperature, low engine high-voltage battery temperature, or low catalytic converter temperature. Therefore, this disclosure proposes that during the shutdown delay phase, the engine can be operated for a delayed period, allowing the engine coolant temperature, engine high-voltage battery temperature, and catalytic converter temperature to rise to a certain extent, which is beneficial for engine starting.

[0149] In this disclosure, each target monitoring object that affects the engine starting process is configured with a corresponding preset target temperature. This preset target temperature is the temperature at which the engine can be started smoothly by the corresponding target monitoring object. The preset target temperature configured for each target monitoring object can be calibrated manually based on experience, or based on the test results of starting tests conducted by an engine bench testing system.

[0150] As an example, the preset target temperature for the engine coolant is 50°C, the preset target temperature for the engine high-voltage battery is 25°C, and the preset target temperature for the catalytic converter is 450°C. These three temperatures are all favorable for engine combustion thermal efficiency, battery charge and discharge efficiency, and emissions, and are beneficial for engine starting.

[0151] In this disclosure, the initial shutdown delay duration is a delay duration that takes into account the impact of exhaust gases on the next start-up performance. This disclosure not only considers the impact of exhaust gases on the next start-up performance but also the impact of the temperature of the target monitoring object affecting engine start-up within the engine system on the next start-up performance, thus obtaining a corresponding thermal management comprehensive duration adjustment coefficient. The initial shutdown delay duration is updated based on this thermal management comprehensive duration adjustment coefficient to obtain the final shutdown delay duration of the engine system. This final shutdown delay duration of the engine system simultaneously takes into account both the impact of exhaust gases on the next start-up performance and the thermal management requirements of the target monitoring object.

[0152] As can be seen from the above, the technical solution of this disclosure can, after the engine system receives an engine stop command, determine the first delay time for discharging exhaust gas from the first pipeline located from the EGR valve to the throttle valve by acquiring the actual EGR rate value and the exhaust gas length ratio value before stop, and the second delay time for the gas in the engine system to flow from the throttle valve to the exhaust port of the engine cylinder. The first and second delay times are then summed to obtain the initial stop delay time, which facilitates the complete discharge of exhaust gas from the intake system and significantly reduces exhaust gas in the engine cylinder, thus effectively reducing the impact of exhaust gas on the next start-up performance. Furthermore, by obtaining a thermal management comprehensive duration adjustment coefficient based on the temperature difference between the current actual temperature of at least one target monitoring object in the engine system and its corresponding preset target temperature, and by obtaining the final stop delay time of the engine system based on the thermal management comprehensive duration adjustment coefficient and the initial stop delay time, the thermal management needs of the target monitoring objects affecting engine start-up within the engine system can be taken into account.

[0153] Figure 3A A flowchart illustrating another method for determining engine system shutdown delay provided in an embodiment of this disclosure. (See flowchart for example.) Figure 3A As shown, the method for determining the engine system shutdown delay not only includes steps S1 to S5 in the previous embodiments, but also includes step S5a before step S5:

[0154] Step S5a: Check whether the vehicle containing the engine system simultaneously meets the following conditions:

[0155] Condition 1: The engine does not malfunction but requires an emergency shutdown;

[0156] Condition 2: The vehicle is in a ready state (the vehicle has completed high-voltage system initialization, battery self-test and motor pre-start, and all key components (such as power battery and drive system) have passed safety tests).

[0157] Condition 3: No knocking or pre-ignition occurs within a preset time period prior to receiving the engine shutdown request command;

[0158] Condition 4: The difference between the target upper limit SOC and the actual SOC of the vehicle's power battery is greater than or equal to -5%;

[0159] Condition 5: The current actual temperature of each target monitoring object is less than or equal to its corresponding preset target temperature.

[0160] Conditions 1 to 3 above are to verify whether the current engine system is in a normal state, providing a safety guarantee for subsequent delayed shutdown; Condition 4 above takes into account that during the engine delayed shutdown process, the engine operation will charge the power battery. If the actual SOC of the power battery is already very high (exceeding 5% of the target upper limit SOC), continuing to charge the power battery at this time will pose a risk; Condition 5 above is to ensure that all target monitoring objects are in a low temperature state. Further delaying based on the initial shutdown delay time can effectively increase the temperature of each target monitoring object, which is beneficial for the next engine start.

[0161] When step S5a detects that the vehicle containing the engine system simultaneously meets conditions 1 to 5, then step S5 is executed.

[0162] If step S5a detects that the engine system does not simultaneously meet conditions 1 to 5, then step S6 is executed.

[0163] Step S6: Determine that the final shutdown delay of the engine system is equal to the initial shutdown delay.

[0164] In some embodiments, step S5 specifically includes steps S501 to S503.

[0165] Step S501: For each target monitoring object, determine the corresponding single-factor duration adjustment coefficient based on the temperature difference between the current actual temperature of the target monitoring object and the corresponding preset target temperature.

[0166] Among them, the temperature difference is characterized by the ratio of the current actual temperature to the corresponding preset target temperature (based on the restriction of condition 5 above, this ratio must be less than or equal to 1), and the single-factor duration adjustment coefficient is negatively correlated with the temperature difference.

[0167] In other words, for a single target monitoring object, the larger the ratio of the current actual temperature of the single target monitoring object to the corresponding preset target temperature, the closer the current actual temperature is to the corresponding preset target temperature. At this time, the smaller the single-factor duration adjustment coefficient is, and the smaller the corresponding delay will be.

[0168] In practical applications, for each target monitoring object, a corresponding mapping table can be obtained through manual calibration. This mapping table records the single-factor duration adjustment coefficients corresponding to different temperature differences (the ratio of the current actual temperature to the corresponding preset target temperature). (These coefficients are manually calibrated based on the assumption that the temperature of the target monitoring object can reach or exceed the corresponding preset target temperature when the engine is stopped. The single-factor duration adjustment coefficient is kept greater than or equal to 1. Of course, to prevent excessive delays, an upper limit can be set for the single-factor duration adjustment coefficients corresponding to each target monitoring object.) For example, three corresponding mapping tables can be configured for three different target monitoring objects: engine coolant, engine high-voltage battery, and catalytic converter.

[0169] Of course, for each target monitoring object, the corresponding mapping relationship table can be obtained through manual calibration, and then the corresponding mapping function can be fitted through linear regression. The independent variable of the mapping function is the temperature difference, and the dependent variable is the corresponding single-factor duration adjustment coefficient.

[0170] Step S502: Determine the comprehensive duration adjustment coefficient for thermal management based on the single-factor duration adjustment coefficients corresponding to all target monitoring objects.

[0171] In practical applications, different algorithms can be used to obtain the comprehensive thermal management duration adjustment coefficient based on the single-factor duration adjustment coefficients corresponding to all target monitoring objects, depending on different needs. This disclosure does not impose any restrictions on this. In this disclosure, it is only necessary to ensure that the comprehensive thermal management duration adjustment coefficient is positively correlated with the single-factor duration adjustment coefficient corresponding to at least one target monitoring object.

[0172] As an example, based on the priority of temperature safety, the minimum value among the single-factor duration adjustment coefficients corresponding to all target monitoring objects can be used as the comprehensive duration adjustment coefficient for thermal management.

[0173] As another example, based on the priority of high temperature and high efficiency, the maximum value among the single-factor duration adjustment coefficients corresponding to all target monitoring objects can be used as the comprehensive duration adjustment coefficient for thermal management.

[0174] As another example, based on the principle of prioritizing balanced adjustments, the average value of the single-factor duration adjustment coefficients corresponding to all target monitoring objects can be used as the comprehensive duration adjustment coefficient for thermal management.

[0175] As another example, based on the principle of continuous adjustment (avoiding abrupt changes in adjustment), the product of the single-factor duration adjustment coefficients corresponding to all target monitoring objects can be used as the comprehensive thermal management duration adjustment coefficient. It should be noted that using this method, multiplying multiple single-factor duration adjustment coefficients can result in an excessively large comprehensive thermal management duration adjustment coefficient. Therefore, when manually calibrating the mapping table beforehand, the single-factor duration adjustment coefficients in the mapping table can be set to smaller values. This method is particularly suitable for practical engineering design.

[0176] Examples will not be provided here.

[0177] In some embodiments, at least one target monitoring object includes: engine coolant, engine high-voltage battery, and catalytic converter.

[0178] Furthermore, the thermal management overall duration adjustment factor F:

[0179]

[0180] To determine the current actual temperature of the engine coolant. With the preset target temperature of the engine coolant temperature difference The first single-factor duration adjustment coefficient determined;

[0181] To determine the current actual temperature of the engine's high-voltage battery With the preset target temperature of the engine high-voltage battery temperature difference The determined second single-factor duration adjustment coefficient;

[0182] To determine the actual temperature of the catalyst With the preset target temperature of the catalyst temperature difference The third single-factor duration adjustment coefficient was determined.

[0183] That is, the thermal management comprehensive duration adjustment coefficient is the product of the single-factor duration adjustment coefficients corresponding to the engine coolant, engine high-voltage battery, and catalytic converter.

[0184] Step S503: Based on the thermal management comprehensive duration adjustment coefficient and the initial shutdown delay duration, obtain the final shutdown delay duration of the engine system.

[0185] In some embodiments, the final shutdown delay duration of the engine system is determined based on the following formula. :

[0186]

[0187] in, The initial downtime duration, The current engine shutdown delay self-learning coefficient and .

[0188] In some embodiments, after the step of obtaining the final shutdown delay duration of the engine system based on the thermal management comprehensive duration adjustment coefficient and the initial shutdown delay duration, the method further includes: a step of self-learning and updating the engine shutdown delay self-learning coefficient. Specifically, this includes:

[0189] First, based on the final downtime duration and initial shutdown delay duration Determine the first matching case according to the order of cases 1 to 6:

[0190] Situation 1 and ;

[0191] Scenario 2 and ;

[0192] Situation 3 and ;

[0193] Situation 4 and ;

[0194] Situation 5 ;

[0195] Case 6: Other cases besides Cases 1 through 5 above;

[0196] Among them, t C1 t C2 t C3 Three different preset difference reference values ​​are given, and 0 < t. C3 <t C2 <t C1 , and For two preset reference values ​​of different cooling water temperatures and , and For the preset reference values ​​of temperature difference between two different catalysts and In each of the above cases 1 to 5, there is a corresponding parameter CNTi for recording the number of consecutive occurrences and a corresponding preset threshold Cri, where i∈[1,5] and Cri is a positive integer.

[0197] As an example, t C1 The value is 0.5s, t C2 The value is 0.1s, t C3 The value is 0.05s.

[0198] As an example, The value is 0.2. The value is 0.1.

[0199] As an example, The value is 0.6. The value is 0.3.

[0200] As an example, CNT1 has a value of 5, CNT2 has a value of 5, CNT3 has a value of 5, CNT4 has a value of 5, and CNT5 has a value of 3.

[0201] Then, different processing strategies are executed based on the matching results:

[0202] When the first match is case 1, CNT1 is incremented by 1 for updating, and CNT2, CNT3, CNT4, and CNT5 are reset to 0 for updating. It is then checked whether the updated CNT1 has reached the corresponding preset threshold Cr1. If the check result is yes, then execution is performed. To Perform an update and reset CNT1 to 0; if the detection result is negative, then do not update. Update;

[0203] When the first match is case 2, CNT2 is incremented by 1 for updating, and CNT1, CNT3, CNT4, and CNT5 are reset to 0 for updating. It is then checked whether the updated CNT2 has reached the corresponding preset threshold Cr2. If the check result is yes, then execution is performed. To Perform an update and reset CNT2 to 0; if the detection result is negative, then do not update. Update;

[0204] When the first matching condition is condition 3, CNT3 is incremented by 1 for updating, and CNT1, CNT2, CNT4, and CNT5 are reset to 0 for updating. It is then checked whether the updated CNT3 has reached the corresponding preset threshold Cr3. If the check result is yes, then execution is performed. To Perform an update and reset CNT3 to 0; if the detection result is negative, then do not update. Update;

[0205] When the first matching condition is condition 4, CNT4 is incremented by 1 for updating, and CNT1, CNT2, CNT3, and CNT5 are reset to 0 for updating. It is then checked whether the updated CNT4 has reached the corresponding preset threshold Cr4. If the check result is yes, then execution is performed. To Perform an update and reset CNT4 to 0; if the detection result is negative, then do not update. Update;

[0206] When the first matching condition is condition 5, CNT5 is incremented by 1 for updating, and CNT1, CNT2, CNT3, and CNT4 are reset to 0 for updating. It is then checked whether the updated CNT4 has reached the corresponding preset threshold Cr5. If the check result is yes, then execution is performed. To Perform an update and reset CNT4 to 0; if the detection result is negative, then do not update. Update;

[0207] When the first matching case is case 6, it is incorrect. Update;

[0208] in, and .

[0209] As an example, q1 takes the value 0.05, q2 takes the value 0.03, q3 takes the value 0.02, q4 takes the value 0.01, and q5 takes the value 0.02.

[0210] It should be noted that in case 2, the term used to represent The growth rate q2 is less than that used in case 1 to represent The reason for the increase in growth rate q1 is that the low engine coolant temperature not only affects the next start-up process, but also the combustion thermal efficiency of the engine during the current shutdown delay. Solving the problem of low catalyst temperature is to improve the emission performance during the next start-up process. Therefore, the influence of engine coolant temperature is given priority. The same logic applies to setting the growth rate in scenarios 3 and 4.

[0211] Figure 3B This is a flowchart of another method for determining engine system shutdown delay provided in an embodiment of this disclosure. As shown in Figure B3, this method for determining engine system shutdown delay includes not only steps S1 to S6 in the previous embodiments, but also step Sa before step S1. Step Sa will be described in detail below.

[0212] Step Sa: Obtain the real vehicle delay database.

[0213] Step Sa specifically includes:

[0214] Step Sa1: Obtain the test result database.

[0215] The test results database records the test durations when the engine system operates using the engine bench test system with the EGR valve closed and the mixing valve fully open, simulating the test under various preset exhaust gas length ratios for different first pipelines. The test durations were recorded when the engine system operated using the initial EGR rate values ​​corresponding to various preset EGR rates to discharge all exhaust gas from the first pipeline through the throttle valve.

[0216] In some embodiments, the various preset EGR rates include: minimum EGR rate, actual EGR rate, target EGR rate, adjusted EGR rate, and maximum EGR rate. The specific definitions of each preset EGR rate are as follows:

[0217] Among them, the minimum EGR rate (determined by the current operating conditions) is the minimum EGR rate allowed under the current operating conditions. If the EGR rate is too low, it will cause the EGR valve to fluctuate, resulting in serious fluctuations in exhaust gas and unstable control. The minimum EGR rate is designed based on this.

[0218] Actual EGR rate: The actual EGR rate under the current operating conditions.

[0219] Target EGR rate: The ideal EGR rate requested under the current operating conditions.

[0220] Maximum EGR rate (determined by current operating conditions): The maximum allowable EGR rate under current operating conditions, determined by factors such as exhaust temperature protection, knock protection, and the engine's own capabilities.

[0221] Corrected EGR rate: A new intermediate EGR rate is interpolated based on the minimum EGR rate, maximum EGR rate, and actual EGR rate. When the EGR rate accuracy is low, introducing this corrected EGR rate can improve the EGR rate control accuracy. The calculation method for this corrected EGR rate is as follows:

[0222] (1) When the "actual EGR rate + minimum EGR rate" is greater than the "maximum EGR rate / 2", the corrected EGR rate is equal to the maximum value of the "minimum EGR rate" and the "actual EGR rate - interpolation margin Y". The interpolation margin is a fixed constant. In this example, 0.08 is chosen because when the EGR rate accuracy is low, the EGR rate control accuracy can be improved by introducing this corrected EGR rate.

[0223] (2) When the "actual EGR rate + minimum EGR rate" is not greater than the "maximum EGR rate / 2", the corrected EGR rate is equal to the maximum value of the "maximum EGR rate" and the "actual EGR rate + interpolation margin Y". The interpolation margin is a fixed constant, and in this example, 0.08 is chosen. The basis for this choice is that introducing this corrected EGR rate improves the EGR rate control accuracy by 1% (when the EGR rate accuracy is less than 2%).

[0224] It should be noted that the method of reading the values ​​of the five EGR rates of the engine system—minimum EGR rate, actual EGR rate, target EGR rate, corrected EGR rate, and maximum EGR rate—at one or more times as needed is a conventional technique in this field, and this disclosure does not limit it. For example, patent applications with publication numbers CN115450775A, CN115585070A, and CN119801755A all describe methods for obtaining different types of EGR rates. In the technical solution of this disclosure, the values ​​of the minimum EGR rate, actual EGR rate, target EGR rate, corrected EGR rate, and maximum EGR rate of the engine system can be directly read at the required times using existing technical means.

[0225] As an example, several different preset exhaust length percentages are 0.01, 0.3, 0.5, 0.8, and 1. This design can effectively cover the range of 0 to 1 for the "exhaust length percentage".

[0226] The process of obtaining a test result database based on an engine bench testing system is as follows:

[0227] First, the engine system is simulated on an engine bench testing system under preset test conditions (either a condition set according to actual needs or a randomly selected condition). Then, the values ​​of the five EGR rates—minimum EGR rate, actual EGR rate, target EGR rate, corrected EGR rate, and maximum EGR rate—are read and used as the initial values ​​for the five EGR rates. For ease of description, the initial values ​​of the five EGR rates are denoted as a1, a2, a3, a4, and a5, respectively.

[0228] Then, using an engine bench test system, the test time was simulated to determine the initial settings of the engine system using five different EGR rates to discharge all the exhaust gas in the first pipeline from the throttle valve under various preset exhaust gas length ratios for different conditions in the first pipeline.

[0229] Taking the test duration of the engine system operating at the initial values ​​corresponding to the five EGR rates to discharge all the exhaust gas in the first pipeline from the throttle valve when the exhaust gas length ratio of the first pipeline is 0.01 as an example.

[0230] First, make the following settings: 1) Set the EGR valve in the engine system to be closed and the mixing valve to be fully open; 2) Set the engine bench test system to work at a fixed speed and load (fixed working conditions can be designed according to actual needs or fixed working conditions can be randomly determined); 3) Set the exhaust gas length ratio of the first pipeline to 0.01 when the engine system starts working.

[0231] Then, based on the above settings, the following 5 tests were conducted:

[0232] Test 1: Add a setting for the engine system to operate with the actual EGR rate as a1 (the initial setting of the minimum EGR rate); after completing the above setting, use the engine bench test system to conduct a simulation test and obtain the test time when the engine system operates with the actual EGR rate as a1 and all the exhaust gas in the first pipeline is discharged through the throttle valve, which is recorded as t11.

[0233] Test 2: Add a setting for the engine system to operate with the actual EGR rate as a2 (the initial setting of the actual EGR rate); after completing the above setting, use the engine bench test system to conduct a simulation test and obtain the test time when the engine system operates with the actual EGR rate as a2 and all the exhaust gas in the first pipeline is discharged through the throttle valve, which is recorded as t12.

[0234] Test 3: Add a setting for the engine system to operate with the actual EGR rate as a3 (the initial value of the target EGR rate); after completing the above setting, use the engine bench test system to conduct a simulation test and obtain the test time when the engine system operates with the actual EGR rate as a3 and all the exhaust gas in the first pipeline is discharged through the throttle valve, which is recorded as t13.

[0235] Test 4: Add a setting for the engine system to operate with an actual EGR rate of a4 (correcting the initial EGR rate setting); after completing the above settings, use an engine bench test system to perform a simulation test and obtain the test time when the engine system operates with an actual EGR rate of a4 and all the exhaust gas in the first pipeline is discharged through the throttle valve, which is recorded as t14.

[0236] Test 5: Add a setting for the engine system to operate with an actual EGR rate of a5 (the initial setting of the maximum EGR rate); after completing the above setting, use the engine bench test system to conduct a simulation test and obtain the test time when the engine system operates with an actual EGR rate of a5 and all the exhaust gas in the first pipeline is discharged through the throttle valve, which is recorded as t15.

[0237] Thus, we can obtain the test times for the engine system to discharge all the exhaust gas in the first pipeline from the throttle valve when the exhaust gas length ratio of the first pipeline is 0.01, using five different initial EGR rates. These test times are t11, t12, t13, t14, and t15.

[0238] Based on the same testing method, the test duration for the engine system to discharge all the exhaust gas in the first pipeline from the throttle valve can be obtained when the exhaust gas length ratio of the first pipeline is 0.3, 0.5, 0.8 and 1, respectively, using the initial values ​​of 5 different EGR rates (minimum EGR rate, actual EGR rate, target EGR rate, corrected EGR rate and maximum EGR rate in order).

[0239] Among them, when the exhaust gas length of the first pipeline is 0.3 as obtained through simulation test, the test duration for the engine system to operate with five different EGR rates (in order: minimum EGR rate, actual EGR rate, target EGR rate, corrected EGR rate, and maximum EGR rate) to discharge all the exhaust gas in the first pipeline from the throttle valve is t21, t22, t23, t24, and t25.

[0240] The test durations for the engine system to discharge all the exhaust gas in the first pipeline from the throttle valve, obtained by simulation test with the exhaust gas length ratio of the first pipeline being 0.5, using five different EGR rates (in order: minimum EGR rate, actual EGR rate, target EGR rate, corrected EGR rate, and maximum EGR rate), are t31, t32, t33, t34, and t35.

[0241] The test durations for the engine system to discharge all the exhaust gas in the first pipeline from the throttle valve under the condition that the exhaust gas length ratio of the first pipeline is 0.8 obtained by simulation test are t41, t42, t43, t44 and t45, respectively, when the initial value of the engine system is set to five different EGR rates (in order: minimum EGR rate, actual EGR rate, target EGR rate, corrected EGR rate and maximum EGR rate).

[0242] The test durations for the engine system to discharge all the exhaust gas in the first pipeline from the throttle valve under the condition that the exhaust gas length ratio of the first pipeline is 1 obtained by simulation test are t51, t52, t53, t54, and t55, respectively, when the initial value of the engine system is set to five different EGR rates (in order: minimum EGR rate, actual EGR rate, target EGR rate, corrected EGR rate, and maximum EGR rate).

[0243] Table 1. Data Tables in the Test Results Database

[0244] As shown in Table 1 above, a test result database can be obtained based on the aforementioned simulation test results.

[0245] Step Sa2: During actual vehicle operation, the values ​​of various preset categories of EGR rates of the engine system are acquired in real time according to preset sampling rules. The test result database is updated according to the values ​​of various different EGR rates acquired at each sampling time to obtain the actual vehicle delay database.

[0246] In this disclosure, factors such as the different EGR exhaust gases and the nonlinearity of the EGR pipeline and intake system affect the nonlinear control of charging efficiency and throttle opening, thus influencing the time it takes for exhaust gas to flow from the EGR valve out of the throttle (i.e., the time it takes for all the exhaust gas in the first pipeline to be discharged through the throttle). This time is not linearly proportional to the proportion of exhaust gas length in the first pipeline, therefore, it is necessary to improve the accuracy of time estimation under different operating conditions in actual vehicles. Therefore, the test result database needs to be updated based on actual vehicle operation.

[0247] In some embodiments, step Sa2 above includes:

[0248] Step Sa21: Sort all preset category EGR rates in ascending order of their corresponding initial EGR rate values ​​to obtain a preset category EGR rate sorting sequence, and initialize an EGR rate value array corresponding to the preset category EGR rate sorting sequence.

[0249] The EGR rate value array contains reference values ​​for each preset category of EGR rate, sorted according to the preset category EGR rate sequence. When the EGR rate value array is initialized, the reference values ​​for each preset category of EGR rate are the corresponding initial EGR rate values.

[0250] In this embodiment, it is assumed that the initial values ​​a1, a2, a3, a4, and a5 of the five EGR rates—minimum EGR rate, actual EGR rate, target EGR rate, modified EGR rate, and maximum EGR rate—satisfy the following order: a1 < a2 < a3 < a4 < a5. Therefore, the order of the five EGR rates in the preset category EGR rate sorting sequence is: minimum EGR rate, actual EGR rate, target EGR rate, modified EGR rate, and maximum EGR rate. The reference values ​​for the five EGR rates recorded in the EGR rate value array are A1, A2, A3, A4, and A5, respectively. Therefore, when initially generating the EGR rate value array, A1 = a1, A2 = a2, A3 = a3, A4 = a4, and A5 = a5.

[0251] It should be noted that the arrangement of the initial values ​​of the minimum EGR rate, actual EGR rate, target EGR rate, corrected EGR rate, and maximum EGR rate in ascending order is merely an example in this disclosure and does not limit the technical solution of this disclosure. In practical applications, the relationship between the initial values ​​of the actual EGR rate, target EGR rate, and corrected EGR rate needs to be determined based on the simulation test results of the engine bench test system. For example, the initial value of the actual EGR rate may be greater than the initial value of the target EGR rate, and the initial value of the corrected EGR rate may be less than the initial value of the target EGR rate, etc.

[0252] Step Sa22: Initialize the database based on the test results to generate multiple delay duration arrays that correspond one-to-one with the proportion of different preset exhaust gas lengths.

[0253] The delay duration array contains the reference duration for the engine system to use the reference values ​​of each preset category EGR rate to delay operation under the corresponding preset exhaust gas length ratio in order to discharge all exhaust gas in the first pipeline from the throttle valve. The delay duration array also contains the reference duration corresponding to each preset category EGR rate in the preset category EGR rate sorted sequence. When the delay duration array is initialized, the reference duration corresponding to each preset category EGR rate is the corresponding test duration recorded in the test result database.

[0254] Taking the case where the proportions of different preset exhaust gas lengths are 0.01, 0.3, 0.5, 0.8, and 1 respectively as an example, there are 5 different preset exhaust gas lengths. In step Sa22, 5 delay duration arrays corresponding to the 5 different preset exhaust gas lengths will be generated. When the 5 delay duration arrays are initially generated, the reference duration recorded in each delay duration array is the corresponding test duration recorded in the test result database.

[0255] It should be noted that, since the delay duration array records the reference duration corresponding to each preset category EGR rate according to the preset category EGR rate sorting sequence, and the preset category EGR rate sorting sequence is sorted in ascending order of the corresponding initial values, the reference durations in each delay duration array are also sorted in ascending order. This setting is to facilitate subsequent updates to the EGR rate value array and the delay duration array based on the actual vehicle operating status.

[0256] Step Sa23: During actual vehicle operation, in response to the arrival of the collection time, obtain the current value of each preset category EGR rate at the corresponding time, compare the current value of each preset category EGR rate with the EGR rate value array, and update the EGR rate value array and the delay duration array according to the comparison results to obtain the actual vehicle delay database at the corresponding time.

[0257] In some embodiments, the number of preset category EGR rates in the preset category EGR rate sorting sequence is n; the number of reference values ​​in the EGR rate value array is n, and the i-th reference value A in the EGR rate array is... i The EGR rate corresponds to the i-th preset category EGR rate in the preset category EGR rate sorting sequence; the number of reference durations in each delay duration array is n, and the i-th reference duration B in the delay duration array is... i The EGR rate corresponds to the i-th preset category EGR rate in the preset category EGR rate sorting sequence; i∈[1,n] and is a positive integer.

[0258] Wherein, when the EGR rates of all preset categories are the minimum EGR rate, the actual EGR rate, the target EGR rate, the corrected EGR rate, and the maximum EGR rate, the value of n is 5.

[0259] Figure 4 This is an optional implementation method flow for step Sa23 in the embodiments of this disclosure. For example... Figure 4 As shown, in some embodiments, step Sa23 includes:

[0260] Step Sa231: In response to reaching the acquisition time, configure the corresponding preset EGR rate lower limit endpoint value A0 and preset EGR rate upper limit endpoint value A0 for the current EGR rate value array. n+1 And, respectively configure the corresponding preset duration lower limit endpoint value B0 and preset duration upper limit endpoint value B for each of the current delay duration arrays. n+1 .

[0261] Among them, the preset duration lower limit endpoint value B0 configured in each delay duration array corresponds to the preset EGR rate lower limit endpoint value A0 configured in the EGR rate value array, and the preset duration upper limit endpoint value B0 configured in each delay duration array corresponds to the preset duration upper limit endpoint value B0.n+1 All are consistent with the preset EGR rate upper limit endpoint value A configured in the EGR rate value array. n+1 Correspondingly.

[0262] The preset EGR rate lower limit endpoint value A0 can be a pre-set fixed value (e.g., 0), or it can be obtained by multiplying the current reference value A1 of the minimum EGR rate in the current EGR rate value array by a coefficient greater than 0 and less than 1 (e.g., a coefficient of 0.5). The preset EGR rate upper limit endpoint value A... n+1 It can be a pre-set fixed value (e.g., 0.32, the maximum EGR rate in the engine system generally does not exceed 0.3), or it can be the current reference value A of the maximum EGR rate in the current EGR rate value array. n It is obtained by multiplying by a coefficient greater than 1 and less than 2 (for example, a coefficient of 1.1).

[0263] Similarly, the preset lower limit endpoint value B0 can be a pre-set fixed value (e.g., 0), or it can be obtained by multiplying the minimum reference duration B1 in the current delay duration array by a coefficient greater than 0 and less than 1 (e.g., the coefficient is 0.5); the preset upper limit endpoint value B n+1 It can be a pre-set fixed value (e.g., 0.5s), or it can be based on the maximum reference duration B in the current delay duration array. n It is obtained by multiplying by a coefficient greater than 1 and less than 2 (for example, a coefficient of 1.1).

[0264] Preset EGR rate lower limit endpoint A0, preset EGR rate upper limit endpoint A n+1 Preset duration lower limit endpoint value B0, preset duration upper limit endpoint value B n+1 These values ​​are all for the convenience of subsequent calculations; their specific values ​​will not have a substantial impact on subsequent processing. It is only necessary to ensure that A0 < A1, A n <A n+1 B0 < B1, B n <B n+1 That's all.

[0265] Step Sa232: Obtain the current value of the EGR rate of each preset category at the corresponding time, where the current value of the EGR rate of the i-th preset category is denoted as Q. i .

[0266] Step Sa233: Initialize i=1.

[0267] Step Sa234: Determine the reference range of the current EGR rate for the i-th preset category based on the current EGR rate value array [A]. i-1 A i+1].

[0268] Step Sa235: Set the current value Q of the EGR rate of the i-th preset category. i Compare with the corresponding value range [A] i-1 A i+1 Compare them.

[0269] In step Sa235, if Q is compared... i ∈[A i-1 A i+1 If the EGR rate value array and each delay duration array are not adjusted, then step Sa236 will be executed.

[0270] Step Sa236: Further compare the size of i and n.

[0271] In step Sa236, if i < n, then i is incremented by 1 to update i, and step Sa234 is executed again to process the current value of the EGR rate of the next preset category accordingly.

[0272] In step Sa236, if i=n is found, it means that the current values ​​of all preset category EGR rates collected at the current time have been processed accordingly, the preliminary adjustment process ends, and the subsequent step S238 is executed.

[0273] In step Sa236, if Q is compared... i [A i-1 A i+1 If ], then proceed to step Sa237.

[0274] Step Sa237, according to Q i This involves adjusting the EGR rate array and then adjusting the delay duration arrays accordingly, until Q... i The range of values ​​corresponding to the i-th preset category EGR rate determined by the adjusted EGR rate value array [A] can be located within this range. i-1 A i+1 ]Inside.

[0275] Optionally, step Sa237 includes steps Sa2371 and Sa2372.

[0276] Step Sa2371, when comparing Q in step Sa236 i <A i-1 When that happens, a value greater than Q is determined from the current EGR rate value array. i And closest to Q iA reference value, denoted as m, is inserted at the position preceding the reference value originally located at position m in the EGR rate value array, where Q is located. i Then, the reference value at position n+1 in the EGR rate value array is deleted to adjust the EGR rate value array; simultaneously, based on the interpolation algorithm, an interpolation value is inserted at the position preceding the reference duration at position m in each delay duration array. i The corresponding reference durations are used to shift the positions of the reference durations originally located at positions m to n in each delay duration array one position to the right. Then, the reference duration at position n+1 in each delay duration array is deleted to adjust each delay duration array. After the adjustment of the EGR rate value array and each delay duration array is completed, step Sa234 is executed again.

[0277] Step Sa2372, when comparing Q in step Sa236 i >A i-1 When that happens, determine the value less than Q from the current EGR rate value array. i And closest to Q i A reference value, denoted as m, is inserted at the position following the reference value originally located at position m in the EGR rate value array, where Q is inserted. i Then, the reference value at position 1 in the EGR rate value array is deleted to adjust the EGR rate value array; simultaneously, based on the interpolation algorithm, an interpolation value is inserted at the position after the reference duration at position m in each delay duration array, corresponding to Q. i The corresponding reference duration is then deleted, and the reference duration at the first position in each delay duration array is removed to adjust each delay duration array. After the adjustment of the EGR rate value array and each delay duration array is completed, step Sa234 is executed again.

[0278] Step Sa238: Further adjust each delay duration array based on the current EGR rate value array and the preset transition coefficient.

[0279] In some embodiments, step Sa238 specifically includes: taking each delay duration array as a target delay duration array, and adjusting the target delay duration array according to the following steps:

[0280] Step Sa2381: Based on the reference values ​​in the EGR rate value array and the reference durations in the target delay duration array obtained after the preliminary adjustment process, determine the first feature value array and the second feature value array. The first feature value array includes n first feature values ​​arranged in sequence, and the second feature value array includes n second feature values ​​arranged in sequence. The i-th first feature value in the first feature value array is D. i1 and the i-th first eigenvalue D in the second eigenvalue array i2Determined by the following formula:

[0281]

[0282]

[0283] This represents the i-th reference value in the EGR rate array obtained after the initial adjustment process. This represents the i-th reference duration in the target delay duration array obtained after the initial adjustment process;

[0284] Step Sa2382: Based on the first eigenvalue array, the second eigenvalue array, and the preset transition coefficient, further adjust the target delay duration array in the following manner:

[0285] Among them, the first reference duration C1 in the further adjusted target delay duration array:

[0286] C1=B1'

[0287] The second reference duration C2 in the further adjusted target delay duration array:

[0288] C2=max(B2',C1)

[0289] The reference durations from the 3rd to the nth in the further adjusted target delay duration array are determined based on the following formula:

[0290]

[0291] Where i∈[2,n-1], C i This represents the i-th reference duration in the further adjusted target delay duration array. and There are two preset transition coefficients and , max() represents the function that takes the largest value.

[0292] It should be noted that in this disclosure and The coefficients assigned to the first-order and second-order function characteristics, respectively. and These coefficients are determined based on pre-collected starting influence parameters that affect engine starting (these parameters can be determined by manually assigning initial values ​​and then adjusting them, or directly by manual input based on experience). Starting influence parameters may include engine speed. and cooling water temperature and atmospheric temperature wait.

[0293] Specifically, and The determination method involves assessing whether restarting the engine after a shutdown affects engine speed fluctuations during startup, and then calibrating and confirming the results based on the engine speed fluctuations during startup (performance indicators of engine speed fluctuations during startup). This is done under different atmospheric temperatures. and different cooling water temperatures Below, because the delay time is optimized and calibrated for different boosting operating states, the engine speed n affects the delay time. and The impact is relatively small. Through extensive data collection, fitting was performed for different atmospheric temperatures, different water temperatures, and different starting types (e.g., turbocharger inactive - low-speed start or turbocharger activated - high-speed start). and (For example, and You can initially set all values ​​to 1, and then determine whether to adjust them based on the increase in engine speed. and The calibration was performed by verifying the speed effect through data fitting and optimization. Engine speed effect: Specifically, during startup, the engine speed increase rate should not be less than 10 rpm / 10 ms before the motor (also known as the starter generator or IGS motor) disengages, and after the motor disengages (i.e., the motor torque request is within a fluctuation range of 0 Nm, e.g., ±3 Nm), the engine speed should not be lower than a preset value (e.g., 25 rpm / 10 ms) before reaching its maximum speed. If the speed does not meet these requirements, the corresponding speed should be increased appropriately. and Conversely, reduce appropriately. and The final result and It meets the speed control target after the next engine start.

[0294] Based on the above principles, an engine bench test system can be used to simulate and test the optimal transition coefficient combination (k1, k2) corresponding to different combinations of starting influence parameters (e.g., different combinations of engine speed, coolant temperature, and ambient temperature), and generate a corresponding table of starting influence parameter combinations and transition coefficient combinations. In step Sa2382, the current engine speed can be used as the basis for... and cooling water temperature and atmospheric temperature By querying the table corresponding to the starting influence parameter combination and the transition coefficient combination, the corresponding optimal transition coefficient combination, i.e., the current values ​​of k1 and k2, can be obtained.

[0295] The above step Sa2382 mainly involves debugging the prototype vehicle during the ET stage. The result of the debugging is that a large number of samples on the actual vehicle are arranged according to a normal distribution, that is, the data within the range of μ±3σ meet the drivability evaluation index when the engine starts again. The specific requirements vary depending on the model and all include engine starting performance index requirements.

[0296] Through the processing of steps Sa231 to Sa238 above, the EGR rate value array and delay duration array can be updated based on the actual vehicle operating conditions to obtain the actual vehicle delay database at the corresponding time.

[0297] Assume that the EGR rate value array obtained after step S238 is completed is [A1',A2',A3',A4',A5'], and the delay duration array corresponding to the exhaust length ratio of 0.01 is [C]. 11 C 12 C 13 C 14 C 15 The delay duration array corresponding to a length ratio of 0.3 for exhaust gas is [C]. 21 C 22 C 23 C 24 C 25 The delay duration array corresponding to a length ratio of 0.5 for exhaust gas is [C]. 31 C 32 C 33 C 34 C 45 The delay duration array corresponding to a length ratio of 0.8 for exhaust gas is [C]. 41 C 42 C 43 C 44 C 45 The delay duration array corresponding to the exhaust length ratio of 1 is [C]. 51 C 52 C 53 C 54 C 55 Based on the above EGR rate value array and delay duration array, the actual vehicle delay database at each time point can be obtained.

[0298] Table 2. Data table of the real vehicle delay database

[0299] The duration corresponding to the actual EGR rate value before shutdown and the proportion of exhaust gas length before shutdown can be obtained from the real vehicle delay database shown in Table 2 above by looking up the table and using linear interpolation. This duration can be used as the first delay duration.

[0300] The purpose of updating and optimizing using step Sa2 is as follows: In general, linear interpolation is performed based on the test result database shown in Table 1. However, the purpose of step Sa2 is to dynamically optimize the coordinate axis of the table, so that the interpolated duration is also dynamic. The coordinate axis is not fixed. It is adjusted according to the different positions of the current preset EGR rate values, so as to obtain the duration more accurately, rather than simple linear interpolation.

[0301] In some embodiments, the step S3 of obtaining the flow time of gas in the engine system from the throttle valve to the exhaust port of the engine cylinder as the second delay time includes:

[0302] Step S301: Obtain the flow time of gas in the engine system from the throttle valve to the intake port of the engine cylinder, as the first flow time.

[0303] The time it takes for gas to flow from the throttle valve to the intake port of the engine cylinder within the engine system is also called the "gas flow response time," which is a conventional technique in the field, and this disclosure does not limit it. For example, methods for obtaining the gas flow response time are described in patent applications with publication numbers CN111502846A and CN114738135A. In this disclosure, the flow time of gas from the throttle valve to the intake port of the engine cylinder, i.e., the first flow time, can be directly read at the required time using existing technical means.

[0304] Step S302: Obtain the flow time of gas from the intake port of the engine cylinder to the exhaust port of the engine cylinder, as the second flow time.

[0305] The flow time of gas from the intake port to the exhaust port of the engine cylinder is the duration of two engine revolutions. During this time, each cylinder completes its exhaust stroke, ensuring that all exhaust gas flowing in from the intake port is discharged from the exhaust port. Specifically, if the current engine speed n0 is obtained, the duration of one engine revolution is 1 / n0, and the corresponding second flow time is 2 / n0.

[0306] Step S303: Sum the first flow duration and the second flow duration to obtain the second delay duration.

[0307] By using the steps S301 to S303 above, the flow time of gas from the throttle valve to the exhaust port of the engine cylinder in the current engine system can be obtained.

[0308] Based on the same inventive concept, this disclosure also provides an engine system shutdown delay control method. Figure 5 A flowchart illustrating an engine system shutdown delay control method provided in this disclosure. Figure 5 As shown, the engine system shutdown delay control method includes:

[0309] BZ1, in response to the engine shutdown command, obtains the engine system shutdown delay determination method to determine the final shutdown delay duration of the engine system.

[0310] The method for obtaining the final shutdown delay duration can be found in the relevant content of the previous embodiments, and will not be repeated here.

[0311] BZ2 controls the EGR valve in the engine system to close, the mixing valve to open fully, and maintains the engine's current operating condition (the operating condition when the engine stop command is received) to continue running until the final stop delay time.

[0312] BZ3: After the final shutdown delay period ends, control the engine to shut down.

[0313] It should be noted that, as seen from the foregoing, this disclosure will further update the initial shutdown delay duration based on the thermal management requirements of at least one target monitoring object; that is, a further delay is made on top of the initial shutdown delay duration. In this case, the temperature of the target monitoring object may become excessively high due to the excessively long delay, leading to abnormal high temperatures in the engine system.

[0314] To this end, a corresponding high-temperature safety upper limit threshold can be pre-configured for each target monitoring object. For example, the high-temperature safety upper limit threshold configured for engine coolant is 120℃, for engine high-voltage battery it is 55℃, and for catalytic converter it is 980℃. During the actual shutdown delay phase, the temperature of each target monitoring object is monitored in real time. When the real-time temperature of at least one target monitoring object exceeds the corresponding high-temperature safety upper limit threshold (exceeding the corresponding preset target temperature), the engine is immediately shut down to ensure the safety of the engine system during the shutdown delay phase.

[0315] The technical solution disclosed herein can, after the engine system receives an engine shutdown command, determine the first delay time for discharging exhaust gas from the first pipeline located from the EGR valve to the throttle valve by acquiring the actual EGR rate value and the exhaust gas length ratio value before shutdown, and the second delay time for the gas in the engine system to flow from the throttle valve to the exhaust port of the engine cylinder. The first delay time and the second delay time are summed to obtain the preliminary shutdown delay time. Finally, based on the temperature difference between the current actual temperature of at least one target monitoring object in the engine system and the corresponding preset target temperature, a thermal management comprehensive duration adjustment coefficient is obtained. Based on the thermal management comprehensive duration adjustment coefficient and the preliminary shutdown delay time, the final shutdown delay time of the engine system is obtained. The technical solution disclosed herein can facilitate the complete discharge of exhaust gas in the intake system and greatly reduce the exhaust gas in the engine cylinder, thus effectively reducing the impact of exhaust gas on the next start-up performance. At the same time, the technical solution disclosed herein can also take into account the thermal management needs of the target monitoring objects in the engine system that affect engine starting.

[0316] Based on the same inventive concept, this disclosure also provides an engine system shutdown delay determination system. Figure 6 This is a structural block diagram of an engine system shutdown delay determination system provided in an embodiment of this disclosure. (See diagram below.) Figure 6 As shown, the engine system shutdown delay determination system is configured to implement the engine system shutdown delay determination method provided in the previous embodiment. The engine system shutdown delay determination system includes: a first acquisition module, a second acquisition module, a third acquisition module, a calculation module, and an update module.

[0317] The first acquisition module is configured to, in response to an engine shutdown command, acquire the actual EGR rate of the current engine system as the actual EGR rate value before shutdown, and acquire the exhaust gas length ratio in the first pipeline from the EGR valve to the throttle valve in the current engine system as the exhaust gas length ratio value before shutdown.

[0318] The second acquisition module is configured to obtain the time required to discharge all the exhaust gas in the first pipeline from the throttle valve based on the actual EGR rate value before shutdown, the exhaust gas length ratio value before shutdown, and the pre-acquired real vehicle delay database, as the first delay duration; wherein, the real vehicle delay database records the reference duration for the engine system to use multiple different EGR rate values ​​to delay operation to discharge all the exhaust gas in the first pipeline from the throttle valve under multiple different exhaust gas length ratio values ​​corresponding to the first pipeline.

[0319] The third acquisition module is configured to acquire the flow time of gas in the engine system from the throttle valve to the exhaust port of the engine cylinder, as the second delay time.

[0320] The calculation module is configured to sum the first delay duration and the second delay duration to obtain the initial shutdown delay duration of the engine system.

[0321] The update module is configured to obtain a thermal management comprehensive duration adjustment coefficient based on the temperature difference between the current actual temperature of at least one target monitoring object in the engine system and the corresponding preset target temperature, and to obtain the final shutdown delay duration of the engine system based on the thermal management comprehensive duration adjustment coefficient and the initial shutdown delay duration.

[0322] In some embodiments, the engine system shutdown delay determination system further includes a fourth acquisition module, which is used to acquire a real vehicle delay database.

[0323] For a detailed description of each of the above functional modules, please refer to the relevant content of the corresponding steps in the previous embodiments, which will not be repeated here.

[0324] Based on the same inventive concept, this disclosure also provides an engine system shutdown delay control system. Figure 7 This is a structural block diagram of an engine system shutdown delay control system provided in an embodiment of the present disclosure. Figure 7 As shown, the engine system shutdown delay control system includes: an engine system shutdown delay determination system, a first control module, and a second control module.

[0325] The engine system shutdown delay determination system adopts the engine system shutdown delay determination system provided in the previous embodiment.

[0326] The first control module is configured to control the EGR valve in the engine system to close, the mixing valve to open fully, and to maintain the engine's current operating conditions to continue running until the final shutdown delay time.

[0327] The second control module is configured to control the engine to shut down after the final shutdown delay period has ended.

[0328] Based on the same inventive concept, this disclosure also provides a vehicle, including an engine system shutdown delay control system, wherein the engine system shutdown delay control system adopts the engine system shutdown delay control system provided in the preceding embodiments.

[0329] Based on the same inventive concept, embodiments of the present invention also provide an electronic device. Figure 8 This is a structural block diagram of an electronic device provided in an embodiment of the present invention. Figure 8As shown, an embodiment of the present invention provides an electronic device including: one or more processors 101, a memory 102, and one or more I / O interfaces 103. The memory 102 stores one or more programs, which, when executed by the one or more processors, cause the one or more processors to implement any of the engine system shutdown delay determination methods or engine system shutdown delay control methods described in the above embodiments; the one or more I / O interfaces 103 are connected between the processor and the memory, configured to enable information interaction between the processor and the memory.

[0330] The processor 101 is a device with data processing capabilities, including but not limited to a central processing unit (CPU); the memory 102 is a device with data storage capabilities, including but not limited to random access memory (RAM, more specifically SDRAM, DDR, etc.), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), and flash memory (FLASH); the I / O interface (read / write interface) 103 is connected between the processor 101 and the memory 102, and can realize information interaction between the processor 101 and the memory 102, including but not limited to a data bus (Bus).

[0331] In some embodiments, the processor 101, memory 102, and I / O interface 103 are interconnected via bus 104, and thus connected to other components of the computing device.

[0332] In some embodiments, the one or more processors 101 include a field-programmable gate array.

[0333] This invention also provides a computer-readable medium. The computer-readable medium stores a computer program, which, when executed by a processor, implements the steps of any of the engine system shutdown delay determination methods or engine system shutdown delay control methods described in the above embodiments. The computer-readable storage medium may be a volatile or non-volatile computer-readable storage medium.

[0334] This invention also provides a computer program product, including computer-readable code, or a non-volatile computer-readable storage medium carrying computer-readable code. When the computer-readable code is run in the processor of an electronic device, the processor in the electronic device executes the above-described engine system shutdown delay determination method or engine system shutdown delay control method.

[0335] Those skilled in the art will understand that all or some of the steps, systems, and apparatuses disclosed above, and their functional modules / units, can be implemented as software, firmware, hardware, or suitable combinations thereof. In hardware implementations, the division between functional modules / units mentioned above does not necessarily correspond to the division of physical components; for example, a physical component may have multiple functions, or a function or step may be performed collaboratively by several physical components. Some or all physical components may be implemented as software executed by a processor, such as a central processing unit, digital signal processor, or microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit (ASIC). Such software can be distributed on a computer-readable storage medium, which may include computer storage media (or non-transitory media) and communication media (or transient media).

[0336] As is known to those skilled in the art, the term computer storage medium includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information, such as computer-readable program instructions, data structures, program modules, or other data. Computer storage media includes, but is not limited to, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), static random access memory (SRAM), flash memory or other memory technologies, portable compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical disc storage, magnetic cartridges, magnetic tape, disk storage or other magnetic storage devices, or any other medium that can be used to store desired information and is accessible to a computer. Furthermore, it is known to those skilled in the art that communication media typically contain computer-readable program instructions, data structures, program modules, or other data in modulated data signals such as carrier waves or other transmission mechanisms, and may include any information delivery medium.

[0337] The computer-readable program instructions described herein can be downloaded from computer-readable storage media to various computing / processing devices, or downloaded via a network, such as the Internet, local area network, wide area network, and / or wireless network, to an external computer or external storage device. The network may include copper transmission cables, fiber optic transmission, wireless transmission, routers, firewalls, switches, gateway computers, and / or edge servers. A network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards them to the computer-readable storage media in the respective computing / processing device.

[0338] The computer program instructions used to perform the operations of this invention may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-dependent instructions, microcode, firmware instructions, state setting data, or source code or object code written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Smalltalk, C++, etc., and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The computer-readable program instructions may be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving a remote computer, the remote computer may be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or may be connected to an external computer (e.g., via the Internet using an Internet service provider). In some embodiments, electronic circuitry, such as programmable logic circuitry, field-programmable gate arrays (FPGAs), or programmable logic arrays (PLAs), is personalized by utilizing state information from the computer-readable program instructions. This electronic circuitry can execute the computer-readable program instructions to implement various aspects of the invention.

[0339] The computer program product described herein can be implemented specifically through hardware, software, or a combination thereof. In one alternative embodiment, the computer program product is specifically embodied in a computer storage medium; in another alternative embodiment, the computer program product is specifically embodied in a software product, such as a software development kit (SDK), etc.

[0340] Various aspects of the present invention are described herein with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It should 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-readable program instructions.

[0341] These computer-readable program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that, when executed by the processor of the computer or other programmable data processing apparatus, they create means for implementing the functions / actions specified in one or more blocks of the flowchart and / or block diagram. These computer-readable program instructions can also be stored in a computer-readable storage medium that causes a computer, programmable data processing apparatus, and / or other device to operate in a particular manner; thus, the computer-readable medium storing the instructions comprises an article of manufacture that includes instructions for implementing aspects of the functions / actions specified in one or more blocks of the flowchart and / or block diagram.

[0342] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device to cause a series of operational steps to be performed on the computer, other programmable data processing apparatus, or other device to produce a computer-implemented process, thereby causing the instructions executed on the computer, other programmable data processing apparatus, or other device to perform the functions / actions specified in one or more boxes of a flowchart and / or block diagram.

[0343] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of an instruction, which contains one or more executable instructions for implementing a specified logical function. In some alternative implementations, the functions marked in the blocks may occur in a different order than those shown in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, may be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0344] Example embodiments have been disclosed herein, and while specific terminology has been used, it is for illustrative purposes only and should be construed as such, and is not intended to be limiting. In some instances, it will be apparent to those skilled in the art that features, characteristics, and / or elements described in conjunction with particular embodiments may be used alone, or in combination with features, characteristics, and / or elements described in conjunction with other embodiments, unless otherwise expressly indicated. Therefore, those skilled in the art will understand that various changes in form and detail may be made without departing from the scope of the invention as set forth in the appended claims.

Claims

1. An engine system shutdown delay determination method wherein, The method comprises the following steps: In response to an engine shutdown instruction, obtaining a value of an actual EGR rate of a current engine system as a pre-shutdown actual EGR rate value, and obtaining a value of a length proportion of exhaust gas in a first pipeline from an EGR valve to a throttle valve in the current engine system as a pre-shutdown exhaust gas length proportion value; According to the pre-shutdown actual EGR rate value, the pre-shutdown exhaust gas length proportion value, and a pre-obtained real vehicle delay database, a time length for discharging all the exhaust gas in the first pipeline from the throttle valve is obtained as a first delay time length, wherein the real vehicle delay database records reference time lengths for the engine system to work in delay mode to discharge all the exhaust gas in the first pipeline from the throttle valve under conditions that the first pipeline respectively corresponds to a plurality of different exhaust gas length proportion values and the engine system respectively adopts a plurality of different EGR rate values; A time length for gas flowing from the throttle valve to an exhaust port of an engine cylinder in the engine system is obtained as a second delay time length; The first delay time length and the second delay time length are summed to obtain a preliminary shutdown delay time length of the engine system; The preliminary shutdown delay time length is updated according to a temperature difference between a current actual temperature of at least one target monitoring object in the engine system and a corresponding preset target temperature, to obtain a thermal management comprehensive time length adjustment coefficient, and according to the thermal management comprehensive time length adjustment coefficient and the preliminary shutdown delay time length, to obtain a final shutdown delay time length of the engine system.

2. The engine system shutdown delay determination method of claim 1, wherein, After the step of obtaining the preliminary shutdown delay time length of the engine system, and before the step of updating the preliminary shutdown delay time length, the method further comprises the following steps: It is detected whether the vehicle in which the engine system is located simultaneously satisfies the following conditions: Condition 1: the engine does not need to be urgently shut down due to a fault; Condition 2: the vehicle is in a ready state; Condition 3: within a preset time before receiving an engine shutdown request instruction, there is no knock or pre-ignition; Condition 4: a difference between a target upper limit SOC and an actual SOC of a power battery of the vehicle is greater than or equal to -5%; Condition 5: the current actual temperature of each target monitoring object is less than or equal to the corresponding preset target temperature; When it is detected that the vehicle in which the engine system is located simultaneously satisfies the above conditions 1 to 5, the step of updating the preliminary shutdown delay time length is performed; When it is detected that the vehicle in which the engine system is located does not simultaneously satisfy the above conditions 1 to 5, it is determined that the final shutdown delay time length of the engine system is equal to the preliminary shutdown delay time length.

3. The engine system shutdown delay determination method according to claim 1 or 2, wherein, The step of obtaining the thermal management comprehensive time length adjustment coefficient according to the temperature difference between the current actual temperature of the at least one target monitoring object in the engine system and the corresponding preset target temperature comprises the following steps: For each target monitoring object, a single-factor time length adjustment coefficient corresponding to the target monitoring object is determined according to a temperature difference between a current actual temperature of the target monitoring object and a corresponding preset target temperature; wherein the temperature difference is represented by a ratio of the current actual temperature to the corresponding preset target temperature, and the single-factor time length adjustment coefficient is negatively correlated with the temperature difference; The thermal management comprehensive time length adjustment coefficient is determined according to single-factor time length adjustment coefficients corresponding to all the target monitoring objects.

4. The engine system shutdown delay determination method of claim 3, wherein, The at least one target monitoring object includes at least one of engine cooling water, engine high-voltage battery, and catalytic converter.

5. The engine system shutdown delay determination method of claim 4, wherein, The thermal management comprehensive time length adjustment coefficient F: ； to a current actual temperature of engine cooling water to a preset target temperature of engine cooling water temperature difference a first single-factor duration adjustment coefficient determined to a current actual temperature of an engine high-voltage battery to a preset target temperature of the engine high-voltage battery a temperature difference a determined second single-factor duration adjustment coefficient to a current actual temperature of the catalytic converter a preset target temperature of the catalytic converter a temperature difference between the preset target temperature and the current actual temperature of the catalytic converter a third single-factor duration adjustment coefficient determined according to the temperature difference 6. The engine system shutdown delay determination method of claim 5, wherein, The step of obtaining the final shutdown delay time length of the engine system according to the thermal management comprehensive time length adjustment coefficient and the preliminary shutdown delay time length includes: determining a final shutdown delay duration for the engine system based on the following equation : ； wherein is the preliminary engine stop delay time length, is the current engine stop delay self-learning coefficient and .

7. The engine system shutdown delay determination method of claim 6, wherein, After the step of obtaining the final shutdown delay time length of the engine system according to the thermal management comprehensive time length adjustment coefficient and the preliminary shutdown delay time length, the method further includes: Self-learning updating the engine shutdown delay time self-learning coefficient, specifically including: according to the final shutdown delay duration and the preliminary shutdown delay duration , in the order of case 1 to case 6, determine the first matching case: Case 1 and ; Case 2 and ; Case 3 and ; Case 4 and ; Case 5 ; Case 6, other cases except for the above cases 1 to 5; wherein t C1 , t C2 , t C3 are three preset different reference values of temperature difference and 0 < t C3 < t C2 < t C1 , and are two preset different reference values of temperature difference of cooling water and , and are two preset different reference values of temperature difference of catalytic converter and , each of the above cases 1-5 is respectively configured with a corresponding record parameter of continuous occurrence number CNTi and a corresponding preset threshold number Cri, i ∈ [1, 5], Cri is a positive integer; When the first matched case is case 1, CNT1 is incremented by 1 for updating, and CNT2, CNT3, CNT4 and CNT5 are reset to 0 for updating, and it is detected whether CNT1 after the updating reaches a preset number threshold Cr1 corresponding thereto; if the detection result is yes, case 1 is executed for updating, and CNT1 is reset to 0; if the detection result is no, case 1 is not updated for updating; if the first matched case is case 2, CNT2 is incremented by 1 for updating, and CNT1, CNT3, CNT4 and CNT5 are reset to 0 for updating, and it is detected whether CNT2 after the updating reaches a preset number threshold Cr2 corresponding thereto; if the detection result is yes, case 2 is executed for updating, and CNT2 is reset to 0; if the detection result is no When the first matched case is case 2, CNT2 is updated by adding 1, and CNT1, CNT3, CNT4 and CNT5 are reset to 0, and it is detected whether CNT2 after the update is equal to the preset number threshold Cr2; if the detection result is yes, the following is executed The CNT2 is updated by adding 1, and the CNT1, CNT3, CNT4 and CNT5 are reset to 0, and it is detected whether CNT2 after the update is equal to the preset number threshold Cr2; if the detection result is yes, the following is executed The CNT2 is updated by adding 1, and the CNT1, CNT3, CNT4 and CNT5 are reset to 0, and it is detected whether CNT2 after the update is equal to the preset number threshold Cr2; if the detection result is yes, the following is executed ​ When the first matching condition is condition 3, CNT3 is incremented by 1 for updating, and CNT1, CNT2, CNT4, and CNT5 are reset to 0 for updating. It is then checked whether the updated CNT3 has reached the corresponding preset threshold Cr3. If the check result is yes, then execution is performed. To Perform an update and reset CNT3 to 0; if the detection result is negative, then do not update. Update; When the first matched case is case 4, CNT4 is updated by adding 1, and CNT1, CNT2, CNT3 and CNT5 are reset to 0, and it is detected whether CNT4 after the update is equal to the preset number threshold Cr4; if the detection result is yes, the following is executed CNT4 is updated, and CNT4 is reset to 0; if the detection result is no, CNT4 is not updated CNT4 is updated, and CNT4 is reset to 0; if the detection result is no, CNT4 is not updated CNT4 is updated, and CNT4 is reset to 0; if the detection result is no, CNT4 is not updated When the first matching condition is condition 5, CNT5 is incremented by 1 for updating, and CNT1, CNT2, CNT3, and CNT4 are reset to 0 for updating. It is then checked whether the updated CNT4 has reached the corresponding preset threshold Cr5. If the check result is yes, then execution is performed. To Perform an update and reset CNT4 to 0; if the detection result is negative, then do not update. Update; When the first matching case is case 6, no update is made to the update; wherein and .

8. The engine system shutdown delay determination method according to any one of claims 1 to 7, wherein, Further including: Obtaining a real vehicle delay database, specifically including: Obtaining a test result database, wherein the test result database records test time lengths of the first pipeline under the condition that the engine system works with EGR rate initial set values corresponding to a plurality of different preset category EGR rates to discharge all exhaust gas in the first pipeline from the throttle valve, and a plurality of different preset exhaust gas length proportion conditions of the first pipeline are simulated and tested based on the engine system with the EGR valve closed and the mixing valve fully opened by using an engine bench test system; In the real vehicle running process, the value results of a plurality of different preset category EGR rates of the engine system are obtained in real time according to a preset sampling rule, and the test result database is updated according to the value results corresponding to each sampling time, to obtain the real vehicle delay database.

9. The engine system shutdown delay determination method of claim 8, wherein, In the real vehicle running process, the value results of a plurality of different preset category EGR rates of the engine system are obtained in real time according to a preset sampling rule, and the test result database is updated according to the value results corresponding to each sampling time, to obtain the real vehicle delay database. According to the order from small to large of the corresponding EGR rate initial set values, all the preset category EGR rates are sorted to obtain a preset category EGR rate sorting sequence, and an EGR rate value array corresponding to the preset category EGR rate sorting sequence is initialized, wherein the EGR rate value array records reference values corresponding to each preset category EGR rate according to the preset category EGR rate sorting sequence, and the reference values corresponding to each preset category EGR rate are the corresponding EGR rate initial set values when the EGR rate value array is initialized. According to the test result database, a plurality of delay time length arrays corresponding to a plurality of different preset exhaust gas length proportions are initialized, wherein the delay time length arrays record reference time lengths of discharging all exhaust gas in the first pipeline from the throttle valve by delaying the operation of the engine system under the corresponding preset exhaust gas length proportion and using reference values of each preset category EGR rate, and each reference time length corresponding to each preset category EGR rate is recorded in the delay time length array according to the preset category EGR rate sorting sequence, and the reference time length corresponding to each preset category EGR rate in the initialization of the delay time length array is the corresponding test time length recorded in the test result database; In the process of real vehicle operation, in response to reaching the collection time, the current values of each preset category EGR rate at the corresponding time are obtained, each current value of each preset category EGR rate is compared with the EGR rate value array, and the EGR rate value array and the delay time length array are updated according to the comparison result to obtain a real vehicle delay database at the corresponding time.

10. The engine system shutdown delay determination method of claim 9, wherein, The number of preset category EGR rates in the preset category EGR rate sorting sequence is n; The number of reference values in the EGR rate value array is n, and the i th reference value A in the EGR rate value array corresponds to the i th preset category EGR rate in the preset category EGR rate sorting sequence. i The i th reference value A in the EGR rate value array corresponds to the i th preset category EGR rate in the preset category EGR rate sorting sequence. The number of reference time lengths in each of the delay time length arrays is n, and the i th reference time length B in the delay time length array is i Corresponding to the i th preset category EGR rate in the preset category EGR rate sorting sequence. i∈[1,n] and is a positive integer; In response to reaching the collection time, the current values of each preset category EGR rate at the corresponding time are obtained, each current value of each preset category EGR rate is compared with the EGR rate value array, and the EGR rate value array and the delay time length array are updated according to the comparison result to obtain a real vehicle delay database at the corresponding time. In response to reaching the collection time, a corresponding preset EGR rate lower end point value A0 and a preset EGR rate upper end point value A are configured for the current EGR rate value array n+1 , and a corresponding preset time length lower end point value B0 and a preset time length upper end point value B are respectively configured for the current each time length array n+1 ; obtaining a current value of each preset category EGR rate at the corresponding moment, wherein the current value of the i-th preset category EGR rate is denoted as Q i ; Initialize i=1; According to the current EGR rate value array, the i-th preset category EGR rate currently corresponds to the value reference range [A i-1 ,A i+1 ]. The current value Q of the i-th preset category EGR rate i is compared with the corresponding value comparison range [A i-1 , i+1 ] If Q i ∈ [A i-1 ,A i+1 ], the EGR rate value array and each delay time length array are not adjusted, and further comparison is made between i and n. If it is compared that i < n, then the i is executed with 1 processing, and the step of determining the value corresponding to the i th preset category EGR rate according to the current EGR rate value array is executed again. The value corresponding to the i th preset category EGR rate is determined in the range [A i-1 ,A i+1 ]. If i=n is compared, it indicates that the preliminary adjustment process is completed, and each delay time length array is further adjusted according to the current EGR rate value array and a preset transition coefficient; If Q i [A i-1 ,A i+1 ] is obtained, the EGR rate value array is adjusted according to Q i , and each of the delay time length arrays is correspondingly adjusted according to the adjustment of the EGR rate value array, until Q i can be located within the value range [A i-1 ,A i+1 ] corresponding to the i th preset category EGR rate determined by the adjusted EGR rate value array.

11. The engine system shutdown delay determination method of claim 10, wherein, According to Q i adjust the EGR rate value array, and according to the adjustment of the EGR rate value array, adjust the corresponding delay time length array, until Q i The step of being able to be located in the value control range [A i-1 ,A i+1 ] corresponding to the EGR rate of the i-th preset category determined by the adjusted EGR rate value array includes: If we compare Q i <A i-1 Then, determine the value greater than Q from the current EGR rate value array. i And closest to Q i A reference value, denoted as m, is inserted at the position preceding the reference value originally located at position m in the EGR rate value array, where Q is inserted. i Then, the reference value at position n+1 in the EGR rate value array is deleted to adjust the EGR rate value array; simultaneously, based on the interpolation algorithm, an interpolation value is inserted at the position preceding the reference duration at position m in each of the delay duration arrays. i The corresponding reference durations are used to shift the positions of the reference durations originally located at positions m to n in each of the delay duration arrays one position to the right, and then the reference duration at position n+1 in each of the delay duration arrays is deleted to adjust each of the delay duration arrays; after the adjustment of the EGR rate value array and each of the delay duration arrays is completed, the value comparison range corresponding to the current preset category EGR rate is determined again based on the current EGR rate value array [A]. i-1 A i+1 The steps; If we compare Q i >A i-1 Then, from the current EGR rate value array, determine the value less than Q. i And closest to Q i A reference value, denoted as m, is inserted at the position following the reference value originally located at position m in the EGR rate value array, where Q is inserted. i Then, the reference value at the first position in the EGR rate value array is deleted to adjust the EGR rate value array; simultaneously, based on the interpolation algorithm, an interpolation value is inserted at the position after the reference duration at the m-th position in each of the delay duration arrays, interpolating the value with respect to Q. i The corresponding reference duration is then deleted, and the reference duration at the first position in each of the delay duration arrays is adjusted. After adjusting the EGR rate value array and each of the delay duration arrays, the value comparison range corresponding to the current preset category EGR rate is determined again based on the current EGR rate value array. i-1 A i+1 The steps are as follows.

12. The engine system shutdown delay determination method of claim 10, wherein, The step of further adjusting each delay time length array according to the current EGR rate value array and a preset transition coefficient includes: Each delay time length array is taken as a target delay time length array, and the target delay time length array is adjusted according to the following steps: According to each reference value in the EGR rate value array obtained after the preliminary adjustment process ends and each reference time length in the target time length array, a first characteristic value array and a second characteristic value array are determined, wherein the first characteristic value array includes n first characteristic values arranged in sequence, and the second characteristic value array includes n second characteristic values arranged in sequence, wherein the i th first characteristic value D i1 and the i th second characteristic value D i2 is determined by the following formula: ； ； represents the i-th reference value in the EGR rate value array obtained after the preliminary adjustment process ends, represents the i-th reference duration in the target delay duration array obtained after the preliminary adjustment process ends, The target delay time length array is further adjusted according to the first characteristic value array, the second characteristic value array, and the preset transition coefficient by the following method: The first reference time length C1 in the further adjusted target delay time length array: C1=B1’; The second reference time length C2 in the further adjusted target delay time length array: C2=max(B2’,C1); The third to n-th reference time lengths in the further adjusted target delay time length array are determined based on the following formula: ； wherein i∈[2,n-1], C i denotes the i-th reference duration in the further adjusted target duration array, and are 2 preset transition coefficients and 、 max() denotes a max function.

13. An engine system shutdown delay control method wherein, including: In response to an engine shutdown instruction, the engine system shutdown delay time length determination method of any one of claims 1 to 12 is used to determine the final shutdown delay time length of the engine system; The EGR valve in the engine system is controlled to be closed, the mixing valve is controlled to be fully opened, and the engine is controlled to continue to operate at the current working condition for the final shutdown delay time length; After the final shutdown delay time length ends, the engine is controlled to be shut down.

14. An engine system shutdown delay determination system wherein, The engine system shutdown delay determination system is configured to implement the engine system shutdown delay determination method according to any one of claims 1 to 12, and the engine system shutdown delay determination system comprises: a first acquisition module configured to, in response to an engine shutdown instruction, acquire a value of an actual EGR rate of a current engine system as a pre-shutdown actual EGR rate value, and acquire a value of an exhaust gas length proportion in a first pipeline from an EGR valve to a throttle valve in the current engine system as a pre-shutdown exhaust gas length proportion value; a second acquisition module configured to, according to the pre-shutdown actual EGR rate value, the pre-shutdown exhaust gas length proportion value, and a pre-acquired real vehicle delay database, acquire a time length for discharging all exhaust gas in the first pipeline from the throttle valve as a first delay time length, wherein the real vehicle delay database records reference time lengths for discharging all exhaust gas in the first pipeline from the throttle valve when the engine system works at different EGR rate values under different exhaust gas length proportion values corresponding to the first pipeline; a third acquisition module configured to acquire a flow time length of gas flowing from the throttle valve to an exhaust port of an engine cylinder in the engine system as a second delay time length; a calculation module configured to sum the first delay time length and the second delay time length to obtain a preliminary engine system shutdown delay time length; an update module configured to obtain a thermal management comprehensive time length adjustment coefficient according to a temperature difference between a current actual temperature of at least one target monitoring object in the engine system and a corresponding preset target temperature, and obtain a final engine system shutdown delay time length according to the thermal management comprehensive time length adjustment coefficient and the preliminary shutdown delay time length.

15. An engine system shutdown delay control system, wherein, The engine system shutdown delay determination system comprises: an engine system shutdown delay determination system according to claim 14; a first control module configured to control the EGR valve to be closed, the mixture valve to be fully opened, and the engine to continue running at a current operating condition without change for the final shutdown delay time length; a second control module configured to control the engine to be shutdown after the final shutdown delay time length ends.

16. A vehicle, wherein, The engine system shutdown delay control system comprises: the engine system shutdown delay control system according to claim 15.

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