Vehicle control method and vehicle

Abstract

The invention discloses a vehicle control method and a vehicle. The method comprises the steps that in response to detection that an engine on a vehicle is about to enter a first operation mode, the operation state of the engine is evaluated, and a state evaluation result is obtained; in response to the condition evaluation result that the engine needs to be subjected to cold start and the engine enters the first operation mode, the engine is controlled to operate based on a first control parameter of a variable valve on the vehicle, and a first operation parameter generated when the engine operates is obtained; constructing a second control parameter of the supercharger on the vehicle based on the first operation parameter and the calibrated operation parameter; and controlling the supercharger to operate based on the second control parameter. The technical problem that in the related technology, the starting efficiency is low during cold starting of the engine is solved.

Description

Technical Field

[0001] This invention relates to the field of vehicle engineering, and more specifically, to a vehicle control method and a vehicle. Background Technology

[0002] In the modern automotive industry, the engine's efficient starting and running capabilities are one of the key indicators for measuring vehicle performance. This is especially true in cold climates, where the challenges of cold starting are particularly significant. Low temperatures not only increase the difficulty of starting the engine but also lead to a series of problems such as decreased combustion efficiency and increased pollutant emissions, placing higher demands on engine design and control strategies. However, under existing cold start control strategies, engine starting efficiency remains relatively low.

[0003] There is currently no effective solution to the above problems. Summary of the Invention

[0004] This invention provides a vehicle control method and a vehicle to at least solve the technical problem of low starting efficiency of engine during cold start in related technologies.

[0005] According to one aspect of the present invention, a vehicle control method is provided, comprising: in response to detecting that an engine on a vehicle is about to enter a first operating mode, evaluating the operating state of the engine to obtain a state evaluation result, wherein the state evaluation result is used to characterize whether the engine needs to be cold-started; in response to the state evaluation result indicating that the engine needs to be cold-started and the engine has already entered the first operating mode, controlling the engine to operate based on a first control parameter of a variable valve on the vehicle, and acquiring a first operating parameter generated by the engine during operation, wherein the parameter type of the first control parameter is different from the parameter type of the first operating parameter; constructing a second control parameter of a turbocharger on the vehicle based on the first operating parameter and a calibration operating parameter, wherein the calibration operating parameter is used to characterize the operating parameters generated by the engine when operating under ideal conditions according to the first control parameter; and controlling the turbocharger to operate based on the second control parameter.

[0006] Furthermore, the first operating parameter includes the actual boost pressure of the engine, the calibration operating parameter includes the boost pressure calibration value, and the second control parameter includes the target opening value of the bypass valve on the turbocharger. Based on the first operating parameter and the calibration operating parameter, the second control parameter of the turbocharger on the vehicle is constructed, including: obtaining the current opening value of the bypass valve; inputting the actual boost pressure and the boost pressure calibration value into the opening adjustment model, and using the opening adjustment model to determine the first opening adjustment value of the bypass valve; and constructing the target opening value based on the first opening adjustment value and the current opening value.

[0007] Furthermore, the first operating parameters also include: engine speed and engine load; adjusting the current opening value based on the first opening adjustment value to obtain the target opening value includes: evaluating the engine speed and engine load according to a preset evaluation strategy to obtain a first evaluation result, wherein the first evaluation result is used to characterize whether the engine speed and / or engine load will affect the target opening value; in response to the first evaluation result that the engine speed and / or engine load will affect the target opening value, adjusting the first opening adjustment value based on the engine speed and / or engine load to obtain a second opening adjustment value; and constructing the target opening value based on the second opening adjustment value and the current opening value.

[0008] Furthermore, the method also includes: in response to detecting that the engine is operating according to the first control parameters, acquiring the first ambient temperature of the environment in which the engine is located and the first coolant temperature of the engine; and acquiring the boost pressure calibration value from a pressure mapping table based on the first ambient temperature and the first coolant temperature, wherein the pressure mapping table is used to store the mapping relationship between the first ambient temperature, the first coolant temperature and the boost pressure calibration value.

[0009] Furthermore, the engine's operating status is evaluated to obtain a status evaluation result, including: acquiring the lubrication status of the engine oil, the second ambient temperature of the engine's environment, and the second coolant temperature of the engine, wherein the lubrication status is used to characterize the lubrication condition of the engine oil; evaluating the engine's operating status based on the second ambient temperature and the second coolant temperature to obtain a second evaluation result, and evaluating the engine's operating status based on the lubrication status to obtain a third evaluation result; and weighting the second evaluation result and the third evaluation result to obtain a status evaluation result, wherein the weight value corresponding to the second evaluation result is greater than the weight value corresponding to the third evaluation result.

[0010] Furthermore, the lubrication status of the engine oil is obtained, including: obtaining the engine oil temperature and engine oil pressure; comparing the engine oil temperature with a preset temperature limit to obtain a first comparison result, and comparing the engine oil pressure with a preset pressure limit to obtain a second comparison result; and constructing the lubrication status based on the first comparison result and the second comparison result.

[0011] Furthermore, the method also includes: in response to detecting that the engine needs to switch from a first operating mode to a second operating mode, acquiring the engine speed and engine load; based on the engine speed and engine load, acquiring the engine valve control parameters from a parameter mapping table, wherein the parameter mapping table is used to store the mapping relationship between engine speed, engine load and valve control parameters, and the valve control parameters are used to control the valve closing time of the upper intake valve of the engine; in response to detecting that the engine enters the second operating mode, controlling the engine operation based on the valve control parameters.

[0012] Furthermore, the method further includes: monitoring the engine in response to the engine operating according to the valve control parameters to obtain the engine's combustion parameters and emission parameters; evaluating the valve control parameters based on the combustion parameters and emission parameters to obtain a parameter evaluation result, wherein the parameter evaluation result is used to characterize the degree of matching between the valve control parameters and the current engine; continuing to control the engine operation according to the valve control parameters in response to the parameter evaluation result indicating that the degree of matching meets a preset condition; and adjusting the valve control parameters based on the combustion parameters and emission parameters in response to the parameter evaluation result indicating that the degree of matching does not meet the preset condition to obtain new valve control parameters, and re-executing the control of the engine operation according to the valve control parameters, and evaluating the valve control parameters based on the engine's combustion parameters and emission parameters to obtain a parameter evaluation result, until the parameter evaluation result meets the preset condition.

[0013] Furthermore, the valve control parameters are adjusted based on combustion and emission parameters to obtain new valve control parameters, including: performing engine fault detection based on combustion and emission parameters to obtain fault detection results; in response to the fault detection result indicating incomplete combustion in the engine, reducing the valve control parameters to obtain new valve control parameters; and in response to the fault detection result indicating engine knocking, increasing the valve control parameters to obtain new valve control parameters.

[0014] According to another aspect of the present invention, a vehicle control device is also provided, comprising: a first evaluation module, configured to evaluate the operating state of the engine in response to detecting that an engine on the vehicle is about to enter a first operating mode, and obtain a state evaluation result, wherein the state evaluation result is used to characterize whether the engine needs to be cold-started; a first control module, configured to control the engine to operate based on a first control parameter of the variable valve on the vehicle in response to the state evaluation result indicating that the engine needs to be cold-started and that the engine has entered the first operating mode, and to acquire a first operating parameter generated by the engine during operation, wherein the parameter type of the first control parameter is different from the parameter type of the first operating parameter; a first construction module, configured to construct a second control parameter of the turbocharger on the vehicle based on the first operating parameter and a calibration operating parameter, wherein the calibration operating parameter is used to characterize the operating parameters generated by the engine when the engine is controlled according to the first control parameter under ideal conditions; and a second control module, configured to control the turbocharger to operate based on the second control parameter.

[0015] According to another aspect of the present invention, a vehicle is also provided, comprising: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods of various embodiments of the present invention during runtime.

[0016] According to another aspect of the present invention, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is executed, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of the present invention.

[0017] According to another aspect of the present invention, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of the present invention.

[0018] According to another aspect of the present invention, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program that, when executed by a processor, implements the methods of various embodiments of the present invention.

[0019] According to another aspect of the present invention, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of the present invention.

[0020] In this embodiment of the invention, in response to detecting that the engine on the vehicle is about to enter a first operating mode, the operating state of the engine is evaluated to obtain a state evaluation result; in response to the state evaluation result indicating that the engine needs a cold start and the engine has already entered the first operating mode, the engine is controlled to operate based on the first control parameters of the variable valve on the vehicle, and the first operating parameters generated by the engine during operation are obtained; based on the first operating parameters and the calibrated operating parameters, the second control parameters of the turbocharger on the vehicle are constructed; the turbocharger is controlled to operate based on the second control parameters. By evaluating the engine's operating state, the control system can ensure that it can comprehensively and accurately determine whether the engine needs a cold start. If the engine needs a cold start and the engine has already entered the aforementioned first operating mode, the control system can determine the second control parameters of the turbocharger based on the first control parameters corresponding to the cold start. A control parameter controls engine operation and acquires the aforementioned first operating parameter to capture changes in engine operating status in a timely manner, providing data support for subsequent adjustments to the cold start control strategy. Subsequently, by analyzing the aforementioned first operating parameter and calibrated operating parameter, the difference between the current operating state and the desired operating state of the engine can be understood, and the aforementioned second control parameter can be constructed to achieve precise adjustment of the turbocharger. Under the control of the second control parameter, the turbocharger can compensate for the performance difference between the current operating state and the desired operating state of the engine, thereby avoiding power loss or combustion instability caused by improper turbocharger control during cold starts. This achieves the technical effect of improving the starting efficiency of the engine during cold starts, and thus solves the technical problem of low starting efficiency of the engine during cold starts in related technologies. Attached Figure Description

[0021] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0022] Figure 1 This is a flowchart of a vehicle control method according to an embodiment of the present invention;

[0023] Figure 2 This is a schematic diagram of a vehicle control device according to an embodiment of the present invention. Detailed Implementation

[0024] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0025] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0026] According to an embodiment of the present invention, an embodiment of a vehicle control method is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0027] Figure 1 This is a flowchart of a vehicle control method according to an embodiment of the present invention, such as... Figure 1 As shown, the method includes the following steps:

[0028] Step S102: In response to detecting that the engine on the vehicle is about to enter the first operating mode, the operating status of the engine is evaluated to obtain a status evaluation result, wherein the status evaluation result is used to characterize whether the engine needs to be cold started.

[0029] The aforementioned first operating mode can refer to the process of the engine transitioning from a cold start to a hot operating state. In this first operating mode, the engine temperature is lower, the lubrication system has not yet reached its optimal operating condition, and combustion efficiency and emission control differ from those in hot operation.

[0030] The aforementioned status assessment results can be the comprehensive analysis results of the engine control system based on a series of sensor data on the current operating status of the engine. Through the above assessment process, the vehicle control system (hereinafter referred to as the control system) can determine whether the engine needs a cold start, that is, whether the engine is in a low temperature, non-hot state, and determine whether additional starting strategies and adjustments are needed to enable the engine to reach normal operating temperature and working state.

[0031] In an optional embodiment, considering that during a cold start, the engine's internal temperature is low, the engine oil viscosity is high, and its fluidity is poor, making it difficult to immediately form an effective oil film, leading to poor lubrication between engine parts and increased wear risk, the engine status can be assessed to determine whether a cold start is required. This allows for the implementation of appropriate warm-up strategies to reduce engine wear. Therefore, when the engine is about to enter the first operating mode, the control system can assess the engine's operating status to determine whether a cold start is necessary, thus obtaining the aforementioned status assessment result.

[0032] For example, the control system can determine whether the engine needs a cold start by monitoring the engine's coolant temperature (e.g., using a water temperature sensor) and the ambient temperature of the environment in which the engine is located. If the coolant temperature is below a preset cold start threshold and the ambient temperature is also low, the control system can consider that the engine needs a cold start. Furthermore, considering that prolonged parking may cause the engine's internal temperature to drop, affecting starting performance, if the vehicle is parked for more than a preset time threshold, even if the coolant temperature has not dropped to a very low level, it can still be considered that a cold start is required.

[0033] For example, the control system can also use crankshaft position sensing for cold start assessment. When the vehicle's ignition switch is activated, the control system can begin monitoring crankshaft position changes. If the time interval between the crankshaft's shutdown and its last rotation exceeds a preset cold start criterion, or if the crankshaft exhibits high starting resistance on its first attempt to rotate, the control system can determine that the engine needs a cold start and take corresponding strategies, such as adjusting the ignition timing or adjusting the fuel injection quantity, to improve cold start performance.

[0034] Step S104: In response to the state assessment result that the engine needs to be cold-started and the engine has entered the first operating mode, the engine is controlled to operate based on the first control parameters of the variable valve on the vehicle, and the first operating parameters generated by the engine during operation are obtained, wherein the parameter type of the first control parameters is different from the parameter type of the first operating parameters.

[0035] The aforementioned first control parameter can be a control command parameter issued based on cold start conditions and engine requirements, used to adjust the engine's variable valve timing or variable valve lift, as well as the turbocharger's bypass valve opening. For example, the aforementioned first control parameter may include at least one or more of the following: intake valve timing advance, exhaust valve timing retardation, valve lift adjustment, bypass valve opening setting, etc., but is not limited to these.

[0036] The aforementioned first operating parameter can be actual operating data generated by the engine during operation. During engine operation, the control system can continuously monitor these parameters to evaluate the engine's operating status and performance, and adjust the control strategy as needed. For example, the aforementioned first operating parameter may include at least one or more of the following: boost pressure, engine coolant temperature, combustion heat release rate, engine speed, exhaust temperature, etc., but is not limited to these.

[0037] In an optional embodiment, considering that different engine states require different control strategies, if the aforementioned state assessment results indicate that the engine needs a cold start and the engine has already entered a first operating mode, the control system can use the first control parameters of the variable valve on the vehicle to control engine operation. These first control parameters differ from those used during normal temperature operation. Using these first control parameters during a cold start can reduce the compression ratio, lower the starting load, prevent engine components from being damaged due to high friction under cold start conditions, and ensure a smooth engine start. During engine operation, the control system can monitor the engine's operating state to obtain the first operating parameters generated by the engine during operation. It should be noted that the aforementioned first control parameters are parameters used by the control system to adjust engine performance, directly determining the behavior of systems such as valves and fuel injection. The aforementioned first operating parameters, on the other hand, are feedback data of the actual engine state monitored by the control system. These first operating parameters are used to evaluate the effectiveness of the control strategy and make necessary adjustments; therefore, the parameter types of the aforementioned first control parameters and first operating parameters are different.

[0038] For example, before a cold start, the control system can determine whether the engine is in a cold start state by reading the value from the engine coolant temperature sensor and comparing it with a preset cold start coolant temperature limit. If the engine is in a cold start state and has entered the Miller cycle mode, i.e., the first operating mode mentioned above, the control system can determine the corresponding first control parameter based on the engine coolant temperature by looking up a preset mapping table. The control system can adjust the variable valve timing based on the first control parameter to advance the intake valve closing time, reduce the actual compression ratio, and simultaneously monitor the change in engine coolant temperature after adjustment to obtain the first operating parameter. If the first operating parameter indicates that the engine coolant temperature fails to rise rapidly during the cold start process, the control system can further adjust the intake valve closing time to increase the intake volume and improve combustion efficiency.

[0039] For example, when the engine is in a cold start state and has entered the Miler cycle mode, i.e., the first operating mode mentioned above, the control system can determine the opening of the turbocharger bypass valve as the first control parameter based on the engine speed and acceleration request, in order to control the boost pressure and increase the engine's power output. The control system can adjust the bypass valve to control the turbocharger's operating state, while monitoring changes in engine speed to obtain the first operating parameter. If the first operating parameter indicates that the increase in engine speed is not as expected, the control system can adjust the opening of the turbocharger bypass valve to increase the exhaust gas bypass volume, thereby improving turbocharger efficiency and increasing power output.

[0040] Step S106: Based on the first operating parameters and the calibrated operating parameters, construct the second control parameters of the supercharger on the vehicle. The calibrated operating parameters are used to characterize the operating parameters that the engine will generate when the engine is controlled according to the first control parameters under ideal conditions.

[0041] The aforementioned calibration operating parameters can be a set of engine performance parameters obtained under ideal operating conditions through methods such as bench testing, simulation analysis, and theoretical calculations during the engine design and development phase. These calibration operating parameters can reflect the target performance that the engine is expected to achieve when controlled according to the first control parameter. For example, the aforementioned calibration operating parameters may include at least one or more of the following: fuel efficiency, emission characteristics, power output, engine torque, thermal efficiency, etc., but are not limited to these.

[0042] The aforementioned second control parameter can be a set of dynamically adjusted parameters set during actual vehicle operation to improve engine performance, enhance responsiveness, reduce emissions, improve fuel economy, or meet different driving conditions. For example, the aforementioned second control parameter may include at least one or more of the following: target opening value of the bypass valve on the turbocharger, valve timing adjustment, fuel injection timing, ignition timing, exhaust gas recirculation level, etc., but is not limited to these.

[0043] In one alternative embodiment, considering that engine operation is affected by various factors in real-world driving environments, such as altitude, ambient temperature, humidity, vehicle load, and engine wear, these factors can cause the engine's actual operating parameters to deviate from the ideal operating parameters generated when the engine is controlled according to the first control parameters, i.e., the aforementioned calibrated operating parameters, thus affecting the engine's performance, economy, and emissions characteristics. To ensure that the engine approaches the aforementioned calibrated operating parameters as closely as possible in various real-world operating environments, the control system can adjust the engine's control strategy based on the actual operating conditions. Therefore, the control system can construct the second control parameters for the vehicle's turbocharger by evaluating the degree of deviation between the first operating parameters and the calibrated operating parameters.

[0044] For example, the control system can obtain, in advance, through bench tests or simulation analysis, the various operating parameters generated by the engine under ideal conditions when the engine is controlled according to the first control parameter, and use these as the aforementioned calibration operating parameters. Subsequently, the control system can compare the first operating parameter monitored in real time with the calibration operating parameter, and calculate the second control parameter required under the current operating condition through error analysis, such as adjusting the bypass valve opening of the turbocharger, the turbine response time, or the compressor efficiency.

[0045] In another optional embodiment, in order to dynamically adjust the engine's operating state at future times based on the engine's actual operating state, the control system can also predict the engine's calibrated operating parameters at future times based on the first operating parameters, and then construct the second control parameters.

[0046] For example, the control system can collect and analyze historical operating data of the engine to construct a predictive model of its operating state. This predictive model can consider the impact of changes in the first operating parameter on future operating conditions, such as the driver's acceleration intention and terrain changes. Using this predictive model, the control system can pre-calculate future calibration operating parameters based on the current and anticipated first operating parameters. Finally, the control system can generate the second control parameter based on the predicted calibration operating parameters using a control algorithm.

[0047] Step S108: Control the operation of the booster based on the second control parameters.

[0048] In one alternative embodiment, the turbocharger's pressure output needs to be adjusted according to the engine load. Under high load, the engine requires more air to improve combustion efficiency and power output, at which point the turbocharger should provide a higher boost pressure. Under low load or idling conditions, a lower boost pressure is sufficient to meet the requirements, avoiding unnecessary increases in energy consumption and emissions. Since the aforementioned second control parameter is constructed from the first operating parameter and the calibrated operating parameter, it is the optimal control parameter for the engine under the current operating state. Controlling the turbocharger operation based on this second control parameter ensures that the turbocharger's output meets the engine's actual needs.

[0049] In this embodiment of the invention, in response to detecting that the engine on the vehicle is about to enter a first operating mode, the operating state of the engine is evaluated to obtain a state evaluation result; in response to the state evaluation result indicating that the engine needs a cold start and the engine has already entered the first operating mode, the engine is controlled to operate based on the first control parameters of the variable valve on the vehicle, and the first operating parameters generated by the engine during operation are obtained; based on the first operating parameters and the calibrated operating parameters, the second control parameters of the turbocharger on the vehicle are constructed; the turbocharger is controlled to operate based on the second control parameters. By evaluating the engine's operating state, the control system can ensure that it can comprehensively and accurately determine whether the engine needs a cold start. If the engine needs a cold start and the engine has already entered the aforementioned first operating mode, the control system can determine the second control parameters of the turbocharger based on the first control parameters corresponding to the cold start. A control parameter controls engine operation and acquires the aforementioned first operating parameter to capture changes in engine operating status in a timely manner, providing data support for subsequent adjustments to the cold start control strategy. Subsequently, by analyzing the aforementioned first operating parameter and calibrated operating parameter, the difference between the current operating state and the desired operating state of the engine can be understood, and the aforementioned second control parameter can be constructed to achieve precise adjustment of the turbocharger. Under the control of the second control parameter, the turbocharger can compensate for the performance difference between the current operating state and the desired operating state of the engine, thereby avoiding power loss or combustion instability caused by improper turbocharger control during cold starts. This achieves the technical effect of improving the starting efficiency of the engine during cold starts, and thus solves the technical problem of low starting efficiency of the engine during cold starts in related technologies.

[0050] Furthermore, the first operating parameter includes the actual boost pressure of the engine, the calibration operating parameter includes the boost pressure calibration value, and the second control parameter includes the target opening value of the bypass valve on the turbocharger. Based on the first operating parameter and the calibration operating parameter, the second control parameter of the turbocharger on the vehicle is constructed, including: obtaining the current opening value of the bypass valve; inputting the actual boost pressure and the boost pressure calibration value into the opening adjustment model, and using the opening adjustment model to determine the first opening adjustment value of the bypass valve; and constructing the target opening value based on the first opening adjustment value and the current opening value.

[0051] The aforementioned opening adjustment model can be a mathematical model or algorithm used to calculate the adjustment amount of the bypass valve opening based on the difference between the current actual boost pressure and the preset boost pressure calibration value.

[0052] The aforementioned first opening adjustment value can be the preliminary value for adjusting the bypass valve opening calculated by the aforementioned opening adjustment model. This first opening adjustment value reflects the difference between the current opening of the bypass valve and the target opening to achieve the boost pressure calibration value. This first opening adjustment value can be calculated based on the deviation between the actual boost pressure and the calibration value, providing a data basis for determining the final target opening value.

[0053] The target opening value mentioned above can be calculated based on the first opening adjustment value and the current opening value of the bypass valve, representing the final opening size to which the bypass valve should be adjusted. This target opening value takes into account the current actual position of the bypass valve and the required adjustment range of the system to ensure that the boost pressure can quickly and accurately reach the calibrated value. This target opening value can be sent to an actuator, such as an electrically or hydraulically driven bypass valve, to perform the specific opening adjustment action.

[0054] In one optional embodiment, considering that the opening degree of the bypass valve directly affects the amount of exhaust gas flowing through the turbine, and thus affects the turbocharger's boost capacity, the current opening degree of the bypass valve provides a benchmark for its current state. Before adjusting the engine's operating state, the control system can obtain the current opening degree of the bypass valve, providing a data basis for subsequent adjustments. Specifically, the control system can monitor the boost pressure in the engine intake manifold in real time using a boost pressure sensor. This boost pressure reflects the actual boost pressure under the current engine operating conditions and is the direct basis for adjusting the bypass valve opening. Subsequently, the control system can determine a more suitable boost pressure value under the current operating conditions based on the engine's operating parameters and referencing preset calibration data, using this as the boost pressure calibration value. After obtaining the actual boost pressure and the boost pressure calibration value, the control system can use a pre-trained opening adjustment model to calculate the adjustment amount of the bypass valve opening based on the deviation between the actual boost pressure and the boost pressure calibration value. This adjustment is used as the first opening adjustment value to adjust the opening of the booster's bypass valve, allowing the booster to output the desired boost pressure. Finally, the control system can combine the first opening adjustment value with the current opening value to form a more precise bypass valve opening control target, which is used as the target opening value.

[0055] For example, the control system can read the current opening value of the bypass valve using a position sensor installed on the bypass valve. Simultaneously, the control system can monitor the actual boost pressure after the turbine in real time and compare it with the pre-calibrated ideal boost pressure value, i.e., the aforementioned boost pressure calibration value. Specifically, the actual boost pressure and the boost pressure calibration value can be used as input signals to a PID controller (Proportional Integral Differential Controller). This PID controller can calculate an adjustment signal based on the deviation between the actual boost pressure and the calibration value, serving as the first opening adjustment value. This first opening adjustment value can include the magnitude of the current deviation, the accumulation of historical deviations, and the trend of deviation changes, thereby enabling the actual boost pressure to be quickly and stably adjusted to near the boost pressure calibration value. Finally, the control system can add the first opening adjustment value to the current opening value of the bypass valve to obtain the target opening value of the bypass valve.

[0056] For example, the control system can also input the actual boost pressure and the boost pressure calibration value into a pre-trained neural network model. This neural network model, trained with extensive simulation and real-vehicle data, can predict a suitable bypass valve opening adjustment amount in real time based on the input multiple parameters. This adjustment is used as the first opening adjustment value to adjust the booster's output pressure to achieve the required boost pressure calibration value. Subsequently, the control system can combine this first opening adjustment value with the current opening value to form an updated target value, which is then used as the target opening value. The control system can control the bypass valve actuator to make the adjustment and record the effect of this adjustment for subsequent model training and optimization.

[0057] Furthermore, the first operating parameters also include: engine speed and engine load; adjusting the current opening value based on the first opening adjustment value to obtain the target opening value includes: evaluating the engine speed and engine load according to a preset evaluation strategy to obtain a first evaluation result, wherein the first evaluation result is used to characterize whether the engine speed and / or engine load will affect the target opening value; in response to the first evaluation result that the engine speed and / or engine load will affect the target opening value, adjusting the first opening adjustment value based on the engine speed and / or engine load to obtain a second opening adjustment value; and constructing the target opening value based on the second opening adjustment value and the current opening value.

[0058] The aforementioned preset evaluation strategy can refer to a set of predefined logical rules or algorithms in the control system used to evaluate the impact of real-time engine operating parameters on the bypass valve opening requirements. This preset evaluation strategy can consider the engine's performance requirements under different operating conditions to ensure that the bypass valve opening adjustment can effectively respond to and adapt to the engine's operating state, thereby optimizing combustion efficiency, reducing emissions, and improving power responsiveness. For example, the aforementioned performance requirements may include at least one or more of the following scenarios: cold start, transient acceleration, high-load operation, etc., but are not limited to these.

[0059] The aforementioned first assessment result can be a conclusion drawn after analyzing the engine speed and / or engine load through the aforementioned preset assessment strategy. This first assessment result can indicate whether the current engine speed and load will affect the target opening value. For example, if the engine speed suddenly increases under high load, the aforementioned first assessment result can indicate that the bypass valve opening needs to be reduced to increase boost pressure. Conversely, if the engine speed decreases under low load, the aforementioned first assessment result can indicate that the bypass valve opening needs to be increased to reduce boost pressure and avoid unnecessary pumping losses.

[0060] The aforementioned second opening adjustment value can be a more precise bypass valve opening adjustment obtained by adjusting the first opening adjustment value based on the impact of the first evaluation result on engine speed and / or engine load. This second opening adjustment value reflects the control system's response to the engine's current operating state, aiming to more accurately meet the engine's needs under different operating conditions. The second opening adjustment value can be dynamic, adjusting according to changes in the engine's real-time operating conditions to ensure optimal control of the bypass valve opening.

[0061] In one alternative embodiment, the significant differences in engine operating characteristics at different speeds and loads are considered. For example, at high speeds and high loads, the engine requires more air and more precise valve control to maintain efficient combustion and prevent knocking. At low speeds and low loads, however, reduced air intake is necessary to improve fuel economy and emission control. Therefore, by evaluating engine speed and load according to the aforementioned preset evaluation strategy, the control system can understand whether engine speed and / or engine load will affect the target valve opening value, thereby constructing the first evaluation result and determining whether the first valve opening value needs adjustment to adapt to the current operating conditions. If the first evaluation result indicates that engine speed and / or engine load will affect the target valve opening value, the control system needs to adjust the first valve opening adjustment value based on engine speed and / or engine load to obtain a second valve opening adjustment value. This second adjustment value optimizes intake air volume, reduces exhaust gas recirculation, or adjusts boost pressure, thereby improving combustion efficiency, power output, fuel economy, and emission control. The second valve opening adjustment value represents a better setting for the bypass valve opening under the current operating conditions. By combining the second opening adjustment value with the current opening value, the control system can calculate the target opening value to achieve precise control of the bypass valve. The closed-loop control mechanism in the above steps ensures that the bypass valve opening can be quickly adjusted to an optimal level under changing engine operating conditions, improving the responsiveness and efficiency of the entire engine system.

[0062] For example, the control system can receive sensor data from the engine, such as signals from the engine speed sensor and load sensor, and analyze the data according to a preset evaluation strategy. This preset evaluation strategy can include a series of rules and algorithms, such as a mapping table or mathematical model based on engine speed and load, to determine whether the current operating conditions require adjustment of the bypass valve opening, thereby constructing the first evaluation result. If the first evaluation result indicates that engine speed and / or load affect the target opening value of the bypass valve, the control system can adjust the first opening adjustment value based on the data. This adjustment process can be based on the engine's dynamic response curve, experimental data, or complex control algorithms to ensure that the bypass valve opening can respond quickly and accurately to changes in engine operating conditions. Subsequently, the control system can construct a target opening value based on the difference between the second opening adjustment value and the current opening value. The current opening value is the actual opening value fed back from the bypass valve actuator, while the second opening adjustment value is the ideal opening value adjusted according to engine speed and load. Ultimately, the control system can send the target opening value to the bypass valve actuator, which then adjusts the opening of the bypass valve based on the received signal, thereby improving the engine's performance under the current operating conditions.

[0063] For example, the control system can pre-define an evaluation matrix using fuzzy logic rules and divide engine speed and load into multiple fuzzy sets, defining the degree of influence of each fuzzy set on the target opening value. For instance, the influence corresponding to low speed and / or low load can be small, while high speed and / or high load can correspond to a larger influence. Subsequently, the control system can map the real-time measured speed and load values ​​to the corresponding fuzzy sets, and then determine the fuzzy value of the degree of influence according to the rules in the evaluation matrix, thereby constructing the aforementioned first evaluation result. If the aforementioned first evaluation result indicates that the engine speed and / or load value will affect the aforementioned target opening value, the control system can use a fuzzy logic controller to fuse the first opening adjustment value and the aforementioned fuzzy value to generate a second opening adjustment value. After clarifying the aforementioned second opening adjustment value, the control system can combine the aforementioned second opening adjustment value with the current opening value to obtain the target opening value.

[0064] Furthermore, the method also includes: in response to detecting that the engine is operating according to the first control parameters, acquiring the first ambient temperature of the environment in which the engine is located and the first coolant temperature of the engine; and acquiring the boost pressure calibration value from a pressure mapping table based on the first ambient temperature and the first coolant temperature, wherein the pressure mapping table is used to store the mapping relationship between the first ambient temperature, the first coolant temperature and the boost pressure calibration value.

[0065] The aforementioned first ambient temperature can be the temperature of the external environment where the engine is located when the engine starts. This first ambient temperature has a significant impact on the engine's cold-start performance. For example, in low-temperature environments, air density increases, and simultaneously, engine component temperatures are low, resulting in high frictional resistance, which affects combustion efficiency and power response during cold starts. Obtaining this first ambient temperature can serve as one of the bases for determining whether to adopt the Miller cycle strategy, and as a basis for subsequent adjustments to turbocharger pressure and other control parameters.

[0066] The aforementioned first coolant temperature refers to the temperature of the engine coolant. This first coolant temperature reflects the internal thermal state of the engine and is another key factor in cold start determination. For example, a lower first coolant temperature means the engine has not yet warmed up, resulting in low combustion efficiency and poor emission control and catalytic conversion efficiency. Therefore, obtaining the first coolant temperature can also be used to determine cold start conditions and adjust engine operating parameters based on the coolant temperature to improve combustion efficiency and emission performance during the cold start process.

[0067] The aforementioned pressure mapping table can be a pre-established data structure or algorithm model used to store and manage the turbocharger's target boost pressure under different ambient and water temperature conditions. The design of this pressure mapping table can take into account the engine's combustion characteristics, emission control requirements, and the thermodynamic behavior of components, ensuring that under various conditions, the adjustment of boost pressure can both promote cold starts and avoid combustion instability or excessive emissions, while simultaneously improving engine responsiveness and operating efficiency.

[0068] In one optional embodiment, considering the significant impact of ambient temperature and engine coolant temperature on engine operation, when the engine is in a low-temperature environment, engine oil viscosity increases, leading to decreased lubrication and increased friction loss. Simultaneously, fuel volatility decreases, affecting combustion efficiency. Furthermore, when the engine coolant temperature is low, the combustion chamber temperature decreases, potentially affecting combustion stability and leading to incomplete combustion, which in turn affects power performance and emissions. Therefore, when the control system detects that the engine is operating according to the first control parameters, it can collect engine temperature data, namely the first ambient temperature of the engine's environment and the first coolant temperature, to further evaluate the engine's current operating state and adjust the boost pressure. Furthermore, considering that the optimal boost pressure level varies under different environmental and engine temperature conditions, the control system can pre-construct a pressure mapping table based on the mapping relationship between the first ambient temperature, the first coolant temperature, and the boost pressure calibration value. By using this pressure mapping table, the control system can find a more suitable boost pressure calibration value based on the current first ambient temperature and first coolant temperature to improve engine intake efficiency, enhance combustion stability, and control emission levels.

[0069] For example, during the engine design phase, engineers can collect and record the optimal boost pressure calibration values ​​for the engine under different ambient and engine coolant temperatures through extensive experiments and simulations. This data is then compiled into a two-dimensional data table, serving as the aforementioned pressure mapping table. In this table, rows represent ambient temperatures, columns represent engine coolant temperatures, and the value in each cell corresponds to the boost pressure calibration value for those temperatures. When the control system detects that the engine is running according to the first control parameters, it can read the current first ambient and first coolant temperatures. Then, based on these temperatures, it directly searches the pressure mapping table for the corresponding record point; the data at that record point is the aforementioned boost pressure calibration value.

[0070] For example, the control system can also train a machine learning model using historical datasets (including ambient temperature, coolant temperature, engine operating conditions, and boost pressure calibration values). This machine learning model can learn the non-linear relationship between the first ambient temperature, the first coolant temperature, and the boost pressure calibration value. When the control system detects that the engine is running according to the aforementioned first control parameters, it can use the first ambient temperature and the first coolant temperature as inputs to predict the output boost pressure calibration value using the trained machine learning model. This method can handle continuous changes in ambient and coolant temperatures, providing a smoother and more accurate boost pressure calibration value. Furthermore, as the vehicle is used, the control system can continuously update and adjust the machine learning model using vehicle operating data, making the model more adaptable to the vehicle and driver's usage habits.

[0071] Furthermore, the engine's operating status is evaluated to obtain a status evaluation result, including: acquiring the lubrication status of the engine oil, the second ambient temperature of the engine's environment, and the second coolant temperature of the engine, wherein the lubrication status is used to characterize the lubrication condition of the engine oil; evaluating the engine's operating status based on the second ambient temperature and the second coolant temperature to obtain a second evaluation result, and evaluating the engine's operating status based on the lubrication status to obtain a third evaluation result; and weighting the second evaluation result and the third evaluation result to obtain a status evaluation result, wherein the weight value corresponding to the second evaluation result is greater than the weight value corresponding to the third evaluation result.

[0072] The aforementioned lubrication condition refers to the lubricating ability of engine oil under operating conditions. For example, factors influencing the lubrication condition may include at least one or more of the following: oil viscosity, cleanliness, and oxidation resistance, but are not limited to these. Viscosity affects oil film formation, cleanliness relates to the impurity content in the oil, and oxidation resistance determines the oil's stability at high temperatures. A good lubrication condition ensures adequate lubrication of internal engine parts, reduces wear, and maintains efficient engine operation.

[0073] The aforementioned second ambient temperature can refer to the temperature of the environment in which the engine is currently operating. This second ambient temperature has a direct impact on the engine's starting, operating efficiency, and cooling system. A lower second ambient temperature can lead to increased oil viscosity, affecting lubrication and the engine's cold start performance.

[0074] The aforementioned second water temperature refers to the ambient temperature of the engine coolant during current operation, reflecting the thermal state of the engine itself. During engine operation, the engine coolant carries away the heat generated by the engine, maintaining it within a suitable operating temperature range. The level of this second water temperature not only affects the engine's thermal efficiency but also has a significant impact on the combustion process and exhaust emissions.

[0075] The aforementioned second assessment result can be an evaluation of the engine's operating status based on the aforementioned second ambient temperature and second coolant temperature. The aforementioned second ambient temperature and second coolant temperature are important parameters for determining the engine's hot / cold state and operating conditions. Their combination helps the control system determine whether the engine is in a cold start, preheating, normal operation, or overheating state, thereby guiding the adjustment of the engine's control strategy.

[0076] The third assessment result mentioned above can be an evaluation of the engine's operating condition based on the aforementioned lubrication status. This lubrication status directly affects the wear and tear and operational stability of internal engine components. By assessing the engine oil lubrication status, control systems can understand the health of the engine lubrication system and identify any issues of insufficient or excessive lubrication, thereby guiding maintenance and control strategies.

[0077] In one optional embodiment, considering that ambient temperature can affect the engine's cold-start performance, leading to increased internal friction, increased starting resistance, and decreased combustion efficiency, the engine coolant temperature reflects the engine's current thermal state. Low coolant temperature means the engine cooling system has not been preheated. If the temperature of internal engine components is lower than normal operating temperature, this will also lead to weakened lubrication, reduced combustion efficiency, and potential wear or starting difficulties. During a cold start, the engine requires more heat to raise its operating temperature and achieve better combustion performance. Furthermore, considering that the lubricating capacity of engine oil directly affects engine wear and efficiency, low lubrication increases internal frictional losses, affecting engine responsiveness and reliability. Therefore, the control system can acquire the lubrication state of the engine oil, the second ambient temperature of the engine's environment, and the second coolant temperature. Subsequently, to determine whether the engine's operating temperature and lubrication state are within a suitable range, and thus decide whether adjustment measures are needed, the control system can evaluate the engine's operating state based on the aforementioned second ambient temperature and second coolant temperature, obtaining a second evaluation result to understand the engine's thermal management status, and evaluate the engine's operating state based on the aforementioned lubrication state, obtaining a third evaluation result to understand the engine's lubrication condition. Finally, to comprehensively consider the varying degrees to which the engine is affected by environmental conditions and internal lubrication status, and to obtain a final result that fully reflects the engine's health and operating status, the control system can weight the second and third evaluation results to arrive at the aforementioned status evaluation result. It should be noted that in most operating scenarios, ambient temperature and coolant temperature have a more direct and significant impact on engine performance. In contrast, while lubrication status is also important, changes in lubrication status are relatively slow, and after the engine has been running for some time, its impact on immediate engine performance may not be as pronounced as temperature. Therefore, the weight value corresponding to the second evaluation result can be greater than the weight value corresponding to the third evaluation result.

[0078] For example, the control system can use an oil pressure sensor to monitor oil pressure and, in conjunction with an oil quality sensor, monitor the content of contaminants (such as water and metal shavings) in the oil to assess the engine's lubrication status and obtain the aforementioned third assessment result. Furthermore, the control system can also use an ambient temperature sensor to directly measure the ambient temperature outside the engine as the aforementioned second ambient temperature, and use an engine coolant temperature sensor to measure the engine coolant temperature as the aforementioned second coolant temperature. The control system can evaluate the acquired second ambient temperature and second coolant temperature to obtain the aforementioned second assessment result. For example, when the aforementioned second ambient temperature is lower than a preset limit, the control system can determine that the current environment is cold. When the aforementioned second coolant temperature is lower than a cold start coolant temperature limit, the control system can consider the engine temperature to be too low. Subsequently, the control system can calculate the state assessment result using a weighted average algorithm based on the preset weight values ​​of the second and third assessment results. The control system can place greater emphasis on the impact of the second assessment result because the second ambient temperature and second coolant temperature have a more direct impact on the engine's cold start performance.

[0079] Furthermore, the lubrication status of the engine oil is obtained, including: obtaining the engine oil temperature and engine oil pressure; comparing the engine oil temperature with a preset temperature limit to obtain a first comparison result, and comparing the engine oil pressure with a preset pressure limit to obtain a second comparison result; and constructing the lubrication status based on the first comparison result and the second comparison result.

[0080] The first comparison result mentioned above refers to the result obtained by comparing the engine oil temperature with the preset temperature limit. If the current oil temperature is lower than the preset temperature limit, the first comparison result can be considered low temperature, indicating that the oil viscosity is high, its fluidity is poor, and its lubrication effect is inadequate, which may result in high frictional resistance between the various moving parts of the engine. Conversely, if the current oil temperature is equal to or higher than the preset temperature limit, the first comparison result can be considered normal temperature or high temperature, indicating that the oil is in a good fluid state, which can effectively reduce friction and improve lubrication efficiency.

[0081] The second comparison result mentioned above can refer to the comparison between the engine oil pressure and the preset pressure limit. If the oil pressure is lower than the preset pressure limit, the second comparison result can be low pressure, indicating that the oil pump is not providing sufficient pressure to ensure that all parts receive the necessary lubrication, or that there is a leak in the lubrication system causing the oil pressure to drop. Conversely, if the oil pressure is equal to or higher than the preset pressure limit, the second comparison result can be normal pressure or high pressure, indicating that the lubrication system is working properly, and all parts requiring lubrication receive sufficient oil, ensuring good lubrication.

[0082] In one alternative embodiment, the oil temperature reflects the thermal state of the lubrication system. At low temperatures, oil viscosity increases and fluidity decreases, leading to slower oil delivery to engine components and consequently affecting lubrication. Conversely, at high temperatures, while the oil flows well, it may lose its essential lubricating properties due to excessive dilution. Oil pressure is an indicator of the lubrication system's ability to provide sufficient lubricating oil pressure. The oil pump must generate sufficient pressure to overcome internal engine resistance, ensuring effective oil distribution to all areas requiring lubrication. Insufficient oil pressure can lead to poor lubrication and increased internal engine wear, while excessive oil pressure can cause system leaks or additional energy consumption. Therefore, to accurately determine the lubrication state of the engine oil, the control system can first acquire the oil temperature and oil pressure.

[0083] Furthermore, considering that the aforementioned preset temperature limits are based on engine design specifications and oil specifications, aiming to ensure the engine operates within a relatively effective lubrication range, the first comparison result can be obtained by comparing the current oil temperature with the preset temperature limit. Similarly, the aforementioned preset pressure limits aim to ensure that the lubrication system can provide sufficient oil pressure under various engine operating conditions. The second comparison result can be obtained by comparing the current oil pressure with the preset pressure limit. Combining the first comparison result of oil temperature and the second comparison result of oil pressure, the control system can determine a comprehensive lubrication state. This lubrication state not only considers the thermophysical properties of the oil (viscosity changes under temperature influence) but also the dynamic capability of the lubrication system (its ability to provide sufficient oil pressure when needed). Based on this lubrication state, the control system can adjust the engine's operating strategy in a timely manner to ensure that a good lubrication level is maintained under any operating conditions, thereby improving engine performance and protecting the engine from damage.

[0084] For example, the control system can use a temperature sensor to detect the real-time temperature of the engine oil and a pressure sensor to detect the oil pressure. Then, the control system can compare the oil temperature with a preset temperature limit to obtain a first comparison result, and compare the oil pressure with a preset pressure limit to obtain a second comparison result. If the first comparison result indicates that the oil temperature is higher than the preset temperature limit, and the second comparison result indicates that the oil pressure is higher than the preset pressure limit, the control system can determine that the engine lubrication is sufficient. If the first comparison result indicates that the oil temperature is lower than the preset temperature limit, and the second comparison result indicates that the oil pressure is lower than the preset pressure limit, the control system can determine that the engine lubrication is insufficient, which may affect the cold start process, and the control system needs to adjust the engine performance.

[0085] Furthermore, the method also includes: in response to detecting that the engine needs to switch from a first operating mode to a second operating mode, acquiring the engine speed and engine load; based on the engine speed and engine load, acquiring the engine valve control parameters from a parameter mapping table, wherein the parameter mapping table is used to store the mapping relationship between engine speed, engine load and valve control parameters, and the valve control parameters are used to control the valve closing time of the upper intake valve of the engine; in response to detecting that the engine enters the second operating mode, controlling the engine operation based on the valve control parameters.

[0086] The aforementioned parameter mapping table can be a data structure or algorithm model used to store and associate different operating parameters. It can be used to record and map optimal control parameter settings for the engine under different operating conditions. For example, these control parameters may include at least one or more of the following: ignition timing, fuel injection quantity, intake and exhaust valve timing, and valve lift, but are not limited to these. By using the parameter mapping table, the control system can automatically call upon pre-set optimal parameter combinations according to the current operating conditions to achieve efficient, environmentally friendly, and stable engine operation under various operating modes.

[0087] The aforementioned valve control parameters can refer to parameters used to adjust the opening and closing characteristics of internal combustion engine valves (intake and exhaust valves). For example, these valve control parameters may include at least one or more of the following: valve opening time, closing time, valve lift, and valve duration, but are not limited to these. In a multi-stage variable valve timing engine system, the aforementioned valve control parameters can be dynamically adjusted to improve engine performance under different operating conditions.

[0088] In one alternative embodiment, considering that the engine's intake air volume and combustion efficiency will vary under different engine speeds and engine loads, and that different engine operating conditions require different valve control strategies to adjust engine operation in order to improve engine performance and efficiency, the control system can acquire the engine speed and engine load when it detects that a switch from the first operating mode to the second operating mode is needed.

[0089] The control system can pre-construct a parameter mapping table based on the mapping relationship between engine speed, engine load, and valve control parameters. Upon obtaining the engine speed and load, the control system can quickly find the optimal valve control parameters matching these parameters by querying the mapping table. This allows the control system to determine the valve control parameters without complex real-time calculations, improving control response speed and accuracy. Since different operating modes use different valve control parameters, to achieve precise engine control, after determining the valve control parameters, the control system can detect the engine's operating status. Once the engine is detected to have entered a second operating mode, the control system can control the engine operation based on the valve control parameters.

[0090] For example, the control system can pre-establish a single mapping table containing engine speed, engine load, and corresponding valve control parameters, serving as the aforementioned parameter mapping table. When the control system detects a mode switch requirement from the first operating mode to the second operating mode, it can read the current engine speed and engine load. Subsequently, the control system can look up the corresponding valve control parameters in the aforementioned parameter mapping table based on the read engine speed and engine load. Finally, when the control system detects that the engine has entered the second operating mode, it can adjust the intake valve closing time according to the aforementioned valve control parameters.

[0091] For example, the control system can pre-create multi-level mapping tables, each targeting different ranges of engine speed and load. For instance, low speed / low load, low speed / high load, high speed / low load, and high speed / high load can each have a different mapping table. The control system can select a suitable mapping table based on the current engine speed and load, and obtain valve control parameters from the selected table. When the control system detects that the engine has entered a second operating mode, it can adjust the intake valve closing time based on the aforementioned valve control parameters.

[0092] Furthermore, the method further includes: monitoring the engine in response to the engine operating according to the valve control parameters to obtain the engine's combustion parameters and emission parameters; evaluating the valve control parameters based on the combustion parameters and emission parameters to obtain a parameter evaluation result, wherein the parameter evaluation result is used to characterize the degree of matching between the valve control parameters and the current engine; continuing to control the engine operation according to the valve control parameters in response to the parameter evaluation result indicating that the degree of matching meets a preset condition; and adjusting the valve control parameters based on the combustion parameters and emission parameters in response to the parameter evaluation result indicating that the degree of matching does not meet the preset condition to obtain new valve control parameters, and re-executing the control of the engine operation according to the valve control parameters, and evaluating the valve control parameters based on the engine's combustion parameters and emission parameters to obtain a parameter evaluation result, until the parameter evaluation result meets the preset condition.

[0093] The combustion parameters mentioned above can refer to physical quantities that describe the characteristics of the engine combustion process. For example, the combustion parameters mentioned above may include at least one or more of the following: in-cylinder pressure, combustion heat release rate, ignition advance angle, combustion duration, etc., but are not limited to these.

[0094] The emission parameters mentioned above can refer to the content of pollutants emitted into the atmosphere during engine operation. For example, the pollutants mentioned above can include at least one or more of the following: carbon monoxide, hydrocarbons, nitrogen oxides, particulate matter, etc., but are not limited to these.

[0095] The aforementioned parameter evaluation results can refer to the assessment of the degree of matching between the current valve control parameters (such as valve timing and valve lift) and the actual operating state of the engine, obtained by monitoring the combustion and emission parameters. For example, the evaluation results can be expressed numerically; a higher value indicates a better match between the valve control parameters and the current engine operating state, a more stable combustion process, and cleaner emissions, but this is not the only factor. The evaluation process may include comparing preset ideal combustion and emission parameters, calculating the deviation from the current actual parameters using an algorithm, and using this as a basis for adjusting the valve control parameters. When the aforementioned parameter evaluation results do not meet the preset matching conditions, the control system can automatically adjust the valve control parameters until the combustion and emission conditions reach the expected optimal state.

[0096] In one optional embodiment, considering that engine combustion and emission performance are affected by various factors, even valve control parameters calibrated during the design phase may no longer be optimal in actual operation due to changes in environmental conditions, fuel differences, engine aging, and other factors. Therefore, the control system monitors the engine's operating status in real time to obtain the engine's combustion and emission parameters, thereby understanding whether the engine's current operating state meets expectations. Subsequently, the control system evaluates the monitored combustion and emission parameters to understand the degree of matching between the valve control parameters and the current engine, thus constructing the aforementioned parameter evaluation results. If the parameter evaluation results indicate that the degree of matching between the valve control parameters and the current engine meets preset conditions, it means that the current valve control parameters can achieve effective valve control and no adjustment is needed. If the parameter evaluation results indicate that the degree of matching between the valve control parameters and the current engine does not meet the preset conditions, it means that the current valve control parameters do not achieve the expected valve control effect. In this case, the control system can adjust the valve control parameters based on the aforementioned combustion and emission parameters using a pre-deployed control algorithm to obtain new valve control parameters. To ensure that the new valve control parameters effectively control the valves, the control system continuously monitors engine performance. If the system detects that the matching degree still does not meet the preset conditions, it can continue to adjust the new valve control parameters and repeat the monitoring and evaluation process until a set of valve control parameters that achieves high combustion efficiency, low emissions, and fast engine response is found. This process may involve multiple iterations, ultimately reaching a dynamic equilibrium to ensure that the engine maintains optimal performance in complex and changing operating environments.

[0097] Furthermore, the valve control parameters are adjusted based on combustion and emission parameters to obtain new valve control parameters, including: performing engine fault detection based on combustion and emission parameters to obtain fault detection results; in response to the fault detection result indicating incomplete combustion in the engine, reducing the valve control parameters to obtain new valve control parameters; and in response to the fault detection result indicating engine knocking, increasing the valve control parameters to obtain new valve control parameters.

[0098] In one optional embodiment, the engine's combustion and emission parameters directly reflect the health of the engine's combustion. By monitoring these parameters, any engine malfunctions can be detected promptly, allowing for timely repairs and preventing accidents. Therefore, the control system can perform engine fault detection based on the engine's combustion and emission parameters to obtain the aforementioned fault detection results.

[0099] If the above fault detection results indicate incomplete combustion in the engine, it means that the fuel is not burning completely, leading to decreased engine power, increased fuel consumption, and increased emissions. In this case, the control system can refine the valve control parameters to obtain new parameters that advance the intake valve closing time, reducing the amount of air in the cylinder and thus improving intake efficiency. These adjustments promote more thorough mixing of fuel and air, improving combustion conditions, thereby increasing combustion efficiency, reducing emissions, and enhancing engine power and fuel economy.

[0100] If the above fault detection results indicate that the engine has a tendency to knock, the control system can increase the valve control parameters to obtain new valve control parameters, thereby delaying the closing time of the intake valve, reducing the actual compression ratio, and preventing the fuel from spontaneously combusting before the cylinder pressure and temperature reach the critical point.

[0101] According to an embodiment of the present invention, a vehicle control device is provided. It should be noted that this device can be used to execute the above-described vehicle control method. The specific implementation and application scenarios are the same as those in the above embodiment, and will not be repeated here. Figure 2 This is a schematic diagram of a vehicle control device according to an embodiment of the present invention, such as... Figure 2 As shown, the device includes:

[0102] The first evaluation module 202 is used to evaluate the operating status of the engine in response to detecting that the engine on the vehicle is about to enter the first operating mode, and obtain a status evaluation result, wherein the status evaluation result is used to characterize whether the engine needs to be cold started.

[0103] The first control module 204 is used to respond to the state assessment result that the engine needs to be cold-started and the engine has entered the first operating mode, control the engine to operate based on the first control parameters of the variable valve on the vehicle, and obtain the first operating parameters generated by the engine during operation, wherein the parameter type of the first control parameters is different from the parameter type of the first operating parameters.

[0104] The first construction module 206 is used to construct the second control parameters of the supercharger on the vehicle based on the first operating parameters and the calibration operating parameters. The calibration operating parameters are used to characterize the operating parameters that the engine will generate when the engine is controlled according to the first control parameters under ideal conditions.

[0105] The second control module 208 is used to control the operation of the turbocharger based on the second control parameters.

[0106] Furthermore, the first operating parameter includes the actual boost pressure of the engine, the calibration operating parameter includes the boost pressure calibration value, and the second control parameter includes the target opening value of the bypass valve on the turbocharger. The first construction module is also used to: obtain the current opening value of the bypass valve; input the actual boost pressure and the boost pressure calibration value into the opening adjustment model, and use the opening adjustment model to determine the first opening adjustment value of the bypass valve; and construct the target opening value based on the first opening adjustment value and the current opening value.

[0107] Furthermore, the first operating parameters also include: engine speed and engine load; the first construction module is also used to: evaluate the engine speed and engine load according to a preset evaluation strategy to obtain a first evaluation result, wherein the first evaluation result is used to characterize whether the engine speed and / or engine load will affect the target opening value; in response to the first evaluation result that the engine speed and / or engine load will affect the target opening value, adjust the first opening adjustment value based on the engine speed and / or engine load to obtain a second opening adjustment value; and construct the target opening value based on the second opening adjustment value and the current opening value.

[0108] Furthermore, the device also includes: a first acquisition module, configured to acquire a first ambient temperature of the engine environment and a first coolant temperature of the engine in response to detecting that the engine is operating according to the first control parameters; and a second acquisition module, configured to acquire a boost pressure calibration value from a pressure mapping table based on the first ambient temperature and the first coolant temperature, wherein the pressure mapping table is used to store the mapping relationship between the first ambient temperature, the first coolant temperature and the boost pressure calibration value.

[0109] Furthermore, the first evaluation module is also used to: acquire the lubrication state of the engine oil, the second ambient temperature of the engine environment, and the second coolant temperature of the engine, wherein the lubrication state is used to characterize the lubrication condition of the engine oil; evaluate the engine operating state based on the second ambient temperature and the second coolant temperature to obtain a second evaluation result, and evaluate the engine operating state based on the lubrication state to obtain a third evaluation result; and perform weighted processing on the second evaluation result and the third evaluation result to obtain a state evaluation result, wherein the weight value corresponding to the second evaluation result is greater than the weight value corresponding to the third evaluation result.

[0110] Furthermore, the first evaluation module is also used to: obtain the oil temperature and oil pressure of the engine oil; compare the oil temperature with a preset temperature limit to obtain a first comparison result, and compare the oil pressure with a preset pressure limit to obtain a second comparison result; and construct the lubrication state based on the first comparison result and the second comparison result.

[0111] Furthermore, the device also includes: a third acquisition module, used to acquire the engine speed and engine load in response to detecting that the engine needs to switch from the first operating mode to the second operating mode; a fourth acquisition module, used to acquire the engine valve control parameters from a parameter mapping table based on the engine speed and engine load, wherein the parameter mapping table is used to store the mapping relationship between engine speed, engine load and valve control parameters, and the valve control parameters are used to control the valve closing time of the upper intake valve of the engine; and a third control module, used to control the engine operation based on the valve control parameters in response to detecting that the engine enters the second operating mode.

[0112] Furthermore, the device also includes: a first monitoring module, used to monitor the engine in response to the engine operating according to the valve control parameters, and obtain the engine's combustion parameters and emission parameters; a second evaluation module, used to evaluate the valve control parameters based on the combustion parameters and emission parameters, and obtain a parameter evaluation result, wherein the parameter evaluation result is used to characterize the degree of matching between the valve control parameters and the engine; a third control module, used to continue controlling the engine to operate according to the valve control parameters in response to the parameter evaluation result indicating that the degree of matching meets the preset conditions; and a first adjustment module, used to adjust the valve control parameters based on the combustion parameters and emission parameters in response to the parameter evaluation result indicating that the degree of matching does not meet the preset conditions, obtain new valve control parameters, and re-execute the control of the engine to operate according to the valve control parameters, and evaluate the valve control parameters based on the engine's combustion parameters and emission parameters, and obtain a parameter evaluation result, until the parameter evaluation result meets the preset conditions.

[0113] Furthermore, the first adjustment module is also used to: perform fault detection on the engine based on combustion parameters and emission parameters to obtain fault detection results; in response to the fault detection result that the engine is currently not burning completely, reduce the valve control parameters to obtain new valve control parameters; in response to the fault detection result that the engine will experience knocking, increase the valve control parameters to obtain new valve control parameters.

[0114] Embodiments of this application also provide a vehicle, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods of various embodiments of the present invention during runtime.

[0115] Embodiments of this application also provide a computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of the present invention.

[0116] Embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the methods of various embodiments of the present invention.

[0117] Embodiments of this application also provide a computer program product, including a non-volatile computer-readable storage medium for storing a computer program that, when executed by a processor, implements the methods in various embodiments of the present invention.

[0118] Embodiments of this application also provide a computer program that, when executed by a processor, implements the methods described in the various embodiments of the present invention.

[0119] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0120] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0121] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0122] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0123] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0124] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A vehicle control method, characterized in that, The method includes: In response to detecting that the engine on the vehicle is about to enter the first operating mode, the operating status of the engine is evaluated to obtain a status evaluation result, wherein the status evaluation result is used to characterize whether the engine needs to be cold started; In response to the state assessment result indicating that the engine needs to be cold-started and the engine has entered the first operating mode, the engine is controlled to operate based on the first control parameter of the variable valve on the vehicle, and the first operating parameter generated by the engine during operation is obtained, wherein the parameter type of the first control parameter is different from the parameter type of the first operating parameter. Based on the first operating parameters and the calibrated operating parameters, a second control parameter for the supercharger on the vehicle is constructed, wherein the calibrated operating parameter is used to characterize the operating parameters that the engine will produce when the engine is controlled according to the first control parameter under ideal conditions; The turbocharger is controlled to operate based on the second control parameter.

2. The method according to claim 1, characterized in that, The first operating parameter includes: the actual boost pressure of the engine; the calibrated operating parameter includes: the boost pressure calibration value; the second control parameter includes: the target opening value of the bypass valve on the turbocharger; based on the first operating parameter and the calibrated operating parameter, the second control parameter of the turbocharger on the vehicle is constructed, including: Obtain the current opening value of the bypass valve; The actual boost pressure and the boost pressure calibration value are input into the opening adjustment model, and the first opening adjustment value of the bypass valve is determined using the opening adjustment model. The target opening value is constructed based on the first opening adjustment value and the current opening value.

3. The method according to claim 2, characterized in that, The first operating parameters further include: the engine speed and engine load of the engine; adjusting the current opening value based on the first opening adjustment value to obtain the target opening value includes: The engine speed and engine load are evaluated according to a preset evaluation strategy to obtain a first evaluation result, wherein the first evaluation result is used to characterize whether the engine speed and / or engine load will affect the target opening value; In response to the first evaluation result being the engine speed and / or the engine load affecting the target opening value, the first opening adjustment value is adjusted based on the engine speed and / or the engine load to obtain a second opening adjustment value; The target opening value is constructed based on the second opening adjustment value and the current opening value.

4. The method according to claim 2, characterized in that, The method further includes: In response to detecting that the engine is operating according to the first control parameters, the first ambient temperature of the environment in which the engine is located and the first water temperature of the engine are obtained; Based on the first ambient temperature and the first water temperature, the boost pressure calibration value is obtained from the pressure mapping table, wherein the pressure mapping table is used to store the mapping relationship between the first ambient temperature, the first water temperature and the boost pressure calibration value.

5. The method according to claim 1, characterized in that, The operating status of the engine is evaluated to obtain a status evaluation result, including: The lubrication state of the engine oil, the second ambient temperature of the engine environment, and the second coolant temperature of the engine are obtained, wherein the lubrication state is used to characterize the lubrication condition of the engine oil. The engine's operating status is evaluated based on the second ambient temperature and the second water temperature to obtain a second evaluation result, and the engine's operating status is evaluated based on the lubrication status to obtain a third evaluation result. The second evaluation result and the third evaluation result are weighted to obtain the state evaluation result, wherein the weight value corresponding to the second evaluation result is greater than the weight value corresponding to the third evaluation result.

6. The method according to claim 5, characterized in that, Obtaining the lubrication state of the engine oil includes: The oil temperature and oil pressure of the engine oil are obtained; The oil temperature is compared with a preset temperature limit to obtain a first comparison result, and the oil pressure is compared with a preset pressure limit to obtain a second comparison result. The lubrication state is constructed based on the first comparison result and the second comparison result.

7. The method according to claim 1, characterized in that, The method further includes: In response to the detection that the engine needs to switch from the first operating mode to the second operating mode, the engine speed and engine load of the engine are obtained; Based on the engine speed and the engine load, the valve control parameters of the engine are obtained from the parameter mapping table, wherein the parameter mapping table is used to store the mapping relationship between the engine speed, the engine load and the valve control parameters, and the valve control parameters are used to control the valve closing time of the upper intake valve of the engine. In response to detecting that the engine has entered the second operating mode, the engine is controlled to operate based on the valve control parameters.

8. The method according to claim 7, characterized in that, The method further includes: In response to the engine operating according to the valve control parameters, the engine is monitored to obtain the engine's combustion parameters and emission parameters; The valve control parameters are evaluated based on the combustion parameters and the emission parameters to obtain parameter evaluation results, wherein the parameter evaluation results are used to characterize the degree of matching between the valve control parameters and the current engine. If the parameter evaluation result indicates that the matching degree meets the preset conditions, the engine operation continues to be controlled according to the valve control parameters; In response to the parameter evaluation result indicating that the matching degree does not meet the preset conditions, the valve control parameters are adjusted based on the combustion parameters and the emission parameters to obtain new valve control parameters. The engine operation is then re-executed according to the valve control parameters, and the valve control parameters are evaluated based on the engine's combustion parameters and emission parameters to obtain parameter evaluation results, until the parameter evaluation results meet the preset conditions.

9. The method according to claim 8, characterized in that, The valve control parameters are adjusted based on the combustion parameters and the emission parameters to obtain new valve control parameters, including: Based on the combustion parameters and emission parameters, fault detection is performed on the engine to obtain fault detection results; In response to the fault detection result indicating that the engine is currently experiencing incomplete combustion, the valve control parameters are reduced to obtain the new valve control parameters. In response to the fault detection result indicating that the engine will experience knocking, the valve control parameters are increased to obtain the new valve control parameters.

10. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method according to any one of claims 1 to 9.

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