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

Abstract

The invention provides an engine system shutdown delay determination method which comprises the following steps: in response to an engine shutdown request instruction, acquiring an actual EGR rate value before shutdown and an exhaust gas length ratio of a first pipeline before shutdown; according to a real vehicle delay database obtained in advance, the duration of exhausting all waste gas in the first pipeline from a throttle valve is obtained and serves as basic delay duration; according to the current working condition of the engine system and a preset target engine maximum thermal efficiency working condition, the basic delay duration is updated, and the duration of exhausting all waste gas in the first pipeline from the throttle valve when the engine system is under the target engine maximum thermal efficiency working condition is obtained and serves as first delay duration; the flowing duration of gas in the engine system flowing from a throttle valve to an exhaust port of an engine air cylinder is obtained and serves as second delay duration; and the first delay duration and the second delay duration are summed, and the shutdown delay duration of the engine system under the working condition of the highest heat efficiency of the target engine is obtained.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of engine system control, in particular to an engine system shutdown delay determination method, a control method and system, a vehicle, an electronic device and a computer readable medium. BACKGROUND

[0002] As a mainstream model on the market, the hybrid engine is provided with an EGR technology as a key technology for high thermal efficiency of the engine. The hybrid engine has a high start-stop frequency during vehicle operation. When the engine is requested to stop, if the intake system and the cylinder of the engine are provided with residual exhaust gas, and if the engine is requested to start again after being stopped, the unestimable amount of exhaust gas causes a deterioration of the control stability of the engine start, which may cause abnormal vibration or even failure of the engine start. SUMMARY

[0003] The present disclosure aims to at least solve one of the technical problems existing in the prior art, and provides an engine system shutdown delay determination method, a control method and system, a vehicle, an electronic device and a computer readable medium. The method prolongs the shutdown after receiving an engine shutdown request instruction, discharges the residual exhaust gas in the intake system and the cylinder, and reduces the influence of the exhaust gas on the start stability during the engine start.

[0004] In a first aspect, the present disclosure provides an engine system shutdown delay determination method, which comprises the following steps:

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

[0006] According to the actual EGR rate value before shutdown, the exhaust gas length ratio value before shutdown and a real vehicle delay database obtained in advance, a time length for discharging all exhaust gas in the first pipeline from the throttle valve is obtained as a basic delay time length. The real vehicle delay database records reference time lengths for discharging all exhaust gas in the first pipeline from the throttle valve by using multiple different EGR rate values for delay work of the engine system under the condition that the first pipeline corresponds to multiple different exhaust gas length ratio values, respectively.

[0007] According to the current working condition of the engine system and a preset target engine highest thermal efficiency working condition, the basic delay time length is updated to obtain a time length for discharging all exhaust gas in the first pipeline from the throttle valve when the engine system is in the target engine highest thermal efficiency working condition, as a first delay time length.

[0008] acquiring a second delay time length as a time length of a flow of the gas in the engine system from the throttle valve to an exhaust port of a cylinder of the engine;

[0009] when it is determined that the engine system works in the target engine maximum thermal efficiency operating mode in the engine shutdown delay phase, summing the first delay time length and the second delay time length to obtain a shutdown delay time length of the engine system in the target engine maximum thermal efficiency operating mode.

[0010] In some embodiments, before the step of updating the base delay time length according to the current operating condition of the engine system and the preset target engine maximum thermal efficiency operating mode, further comprising:

[0011] acquiring a current operating condition of the engine system, the current operating condition comprising: a current engine speed, a current engine fresh air intake density and a current throttle opening degree of the engine system;

[0012] acquiring a set of alternative engine maximum thermal efficiency operating modes of the engine system, the set of alternative engine maximum thermal efficiency operating modes recording at least one alternative engine maximum thermal efficiency operating mode, the alternative engine maximum thermal efficiency operating mode comprising: a reference engine speed, a reference engine fresh air intake density and a reference throttle opening degree;

[0013] eliminating an alternative engine maximum thermal efficiency operating mode from the set of alternative engine maximum thermal efficiency operating modes, which satisfies at least one of the following two conditions:

[0014] condition one, an absolute value of a difference between the reference engine speed and the current engine speed is greater than a preset speed difference threshold value;

[0015] condition two, an absolute value of a difference between the reference engine fresh air intake density and the current engine fresh air intake density is greater than a preset intake density difference threshold value;

[0016] when the set of alternative engine maximum thermal efficiency operating modes after the elimination processing is not empty, selecting one alternative engine maximum thermal efficiency operating mode with a minimum absolute value of a difference between the reference throttle opening degree and the current throttle opening degree from the set of alternative engine maximum thermal efficiency operating modes as the target engine maximum thermal efficiency operating mode;

[0017] after the target engine maximum thermal efficiency operating mode is selected, performing the step of updating the base delay time length according to the current operating condition of the engine system and the preset target engine maximum thermal efficiency operating mode.

[0018] In some embodiments, the step of selecting the target engine maximum thermal efficiency operating condition from the set of candidate engine maximum thermal efficiency operating conditions includes:

[0019] When the number of candidate engine maximum thermal efficiency operating conditions with the smallest absolute value of the difference between the reference throttle opening and the current throttle opening in the set of candidate engine maximum thermal efficiency operating conditions is one, the candidate engine maximum thermal efficiency operating condition with the smallest absolute value of the difference between the reference throttle opening and the current throttle opening is selected as the target engine maximum thermal efficiency operating condition.

[0020] When the number of candidate engine maximum thermal efficiency operating conditions with the smallest absolute value of the difference between the reference throttle opening and the current throttle opening in the set of candidate engine maximum thermal efficiency operating conditions is more than one, the candidate engine maximum thermal efficiency operating condition with the smallest absolute value of the difference between the reference engine fresh air intake density and the current engine fresh air intake density is selected from the candidate engine maximum thermal efficiency operating conditions with the smallest absolute value of the difference between the reference throttle opening and the current throttle opening as the target engine maximum thermal efficiency operating condition.

[0021] In some embodiments, when the set of candidate engine maximum thermal efficiency operating conditions after the culling process is empty, it is detected that there is no target engine maximum thermal efficiency operating condition, and it is determined that the engine system maintains the current operating condition in the shutdown delay phase.

[0022] After the step of obtaining the second delay duration as the duration of the flow of the gas in the engine system from the throttle to the exhaust port of the engine cylinder, the method further includes:

[0023] When it is determined that the engine system maintains the current operating condition in the shutdown delay phase, the base delay duration and the second delay duration are summed to obtain the shutdown delay duration of the engine system in maintaining the current operating condition.

[0024] In some embodiments, the current operating condition further includes a current throttle inlet pressure and a current throttle outlet pressure.

[0025] The target engine maximum thermal efficiency operating condition further includes a reference throttle inlet pressure and a reference throttle outlet pressure.

[0026] The step of updating the base delay duration according to the current operating condition of the engine system and the preset target engine maximum thermal efficiency operating condition to obtain the duration of the exhaust gas in the first pipeline being discharged from the throttle when the engine system is in the target engine maximum thermal efficiency operating condition as the first delay duration includes:

[0027] The first delay duration is determined based on the following formula:

[0028]

[0029] wherein, is the first delay duration, is the base delay duration, is the current engine speed, is the current engine fresh air intake density, is the current throttle opening, is the current throttle inlet pressure, is the current throttle outlet pressure, is the reference engine speed in the target engine highest thermal efficiency operating condition, is the reference engine fresh air intake density in the target engine highest thermal efficiency operating condition, is the reference throttle opening in the target engine highest thermal efficiency operating condition, is the reference throttle inlet pressure in the target engine highest thermal efficiency operating condition, is the reference throttle outlet pressure in the target engine highest thermal efficiency operating condition;

[0030] is a first adjustment coefficient obtained by looking up a first preset calibration corresponding relationship table according to a difference between the throttle outlet pressure and the throttle inlet pressure and a difference between the throttle opening two parameters;

[0031] is a second adjustment coefficient obtained by looking up a second preset calibration corresponding relationship table according to a difference between the engine speed and a difference between the engine fresh air intake density two parameters.

[0032] In some embodiments, after the step of updating the base delay duration according to the current operating condition of the engine system and the preset target engine highest thermal efficiency operating condition to obtain a duration in which the engine system is in the target engine highest thermal efficiency operating condition and exhausts all the exhaust gas in the first pipeline from the throttle as the first delay duration, the method further comprises:

[0033] determining whether a ratio of the first delay duration to the base delay duration is greater than a preset ratio threshold value;

[0034] when it is determined that the ratio of the first delay duration to the base delay duration is less than or equal to the preset ratio threshold value, it is determined that the engine system adopts the target engine highest thermal efficiency operating condition during the shutdown delay phase.

[0035] determining that the engine system maintains the current working condition in the shutdown delay phase when it is judged that the ratio of the first delay duration to the basic delay duration is greater than the preset ratio threshold value;

[0036] After the step of obtaining the second delay duration as the flow duration of the gas in the engine system from the throttle valve to the exhaust port of the engine cylinder, the method further comprises:

[0037] When it is determined that the engine system maintains the current working condition in the shutdown delay phase, the basic delay duration and the second delay duration are summed to obtain the shutdown delay duration of the engine system in the current working condition.

[0038] In some embodiments, the method further comprises obtaining a real vehicle delay database, specifically comprising:

[0039] obtaining a test result database, wherein the test result database records the test duration of the first pipeline under the condition that the engine system works with the EGR rate initial value corresponding to each of the preset category EGR rates to discharge all the exhaust gas in the first pipeline from the throttle valve, based on the simulation test result of the engine bench test system under the condition that the EGR valve in the engine system is closed and the mixing valve is fully opened, and under the condition that the exhaust gas length ratio of the first pipeline corresponds to each of the preset exhaust gas length ratios.

[0040] In the real vehicle running process, the value results of the multiple preset category EGR rates of the engine system are obtained in real time according to the preset sampling rule, and the test result database is updated according to the value results corresponding to each of the multiple EGR rates obtained at each sampling time, to obtain the real vehicle delay database.

[0041] In some embodiments, in the real vehicle running process, the value results of the multiple preset category EGR rates of the engine system are obtained in real time according to the preset sampling rule, and the test result database is updated according to the value results corresponding to each of the multiple EGR rates obtained at each sampling time, to obtain the real vehicle delay database.

[0042] According to the order from small to large of the corresponding EGR rate initial value, all the preset category EGR rates are sorted to obtain a preset category EGR rate sorting sequence, and an EGR rate value array corresponding to the preset category EGR rate sorting sequence is initialized, wherein the EGR rate value array records the reference value corresponding to each of the preset category EGR rates according to the preset category EGR rate sorting sequence, and the reference value corresponding to each of the preset category EGR rates is the corresponding EGR rate initial value when the EGR rate value array is initialized.

[0043] Based on the test result database, multiple delay duration arrays are initialized and generated, each corresponding to a different preset exhaust gas length ratio. Each delay duration array records the reference duration for which the engine system, under the corresponding preset exhaust gas length ratio, uses the reference value of each preset category EGR rate to delay operation in order to discharge all exhaust gas in the first pipeline from the throttle valve. The delay duration array also records the reference duration corresponding to each preset category EGR rate in a sorted sequence according to the preset category EGR rate. When initializing the delay duration array, the reference duration corresponding to each preset category EGR rate is the corresponding test duration recorded in the test result database.

[0044] During actual vehicle operation, in response to the arrival of the collection time, the current value of each preset category EGR rate at the corresponding time is obtained, the current value of each preset category EGR rate is compared with the EGR rate value array, and the EGR rate value array and the delay duration array are updated according to the comparison results to obtain the actual vehicle delay database at the corresponding time.

[0045] In some embodiments, the number of preset category EGR rates in the preset category EGR rate sorting sequence is n;

[0046] The number of reference values ​​in the EGR rate value array is n, and the i-th reference value A in the EGR rate value array is... i It corresponds to the i-th preset category EGR rate in the preset category EGR rate sorting sequence;

[0047] The number of reference durations in each of the aforementioned delay duration arrays is n, and the i-th reference duration B in the delay duration array is... i It corresponds to the i-th preset category EGR rate in the preset category EGR rate sorting sequence;

[0048] i∈[1,n] and is a positive integer;

[0049] In response to the arrival of the acquisition time, the steps of obtaining the current value of the EGR rate of each preset category at the corresponding time, comparing the current value of the EGR rate of each preset category with the EGR rate value array, and updating the EGR rate value array and the delay duration array according to the comparison results include:

[0050] In response to the arrival of the data acquisition time, the corresponding preset EGR rate lower limit endpoint value A0 and preset EGR rate upper limit endpoint value A0 are configured for the current EGR rate value array. n+1 And, respectively configure the corresponding preset duration lower limit endpoint value B0 and preset duration upper limit endpoint value B for each of the current delay duration arrays.n+1 ;

[0051] Obtain the current value of the EGR rate for each preset category at the corresponding time, where the current value of the EGR rate for the i-th preset category is denoted as Q. i ;

[0052] Initialize i = 1;

[0053] Based on the current EGR rate value array, determine the current value range corresponding to the i-th preset category EGR rate [A]. i-1 A i+1 ];

[0054] The current value Q of the EGR rate of the i-th preset category. i Compare with the corresponding value range [A] i-1 A i+1 Compare them;

[0055] If we compare Q i ∈[A i-1 A i+1 If i > n, then the EGR rate value array and each of the delay duration arrays are not adjusted, and the size of i and n is further compared.

[0056] If the comparison shows i < n, then i is incremented by 1, and the comparison range corresponding to the current EGR rate of the i-th preset category is determined again based on the current EGR rate value array. i-1 A i+1 The steps;

[0057] If i=n is found, it means that the initial adjustment process is over. Further adjustments are made to each of the delay duration arrays based on the current EGR rate value array and the preset transition coefficient.

[0058] If we compare Q i [A i-1 A i+1 ], then according to Q i The EGR rate value array is adjusted accordingly, and the delay duration arrays are adjusted based on the adjustment of the EGR rate value array, until Q... i The value range corresponding to the i-th preset category EGR rate determined by the adjusted EGR rate value array is [A]. i-1 A i+1 ]Inside.

[0059] In some embodiments, according to Q iThe EGR rate value array is adjusted accordingly, and the delay duration arrays are adjusted based on the adjustment of the EGR rate value array, until Q... i The value range corresponding to the i-th preset category EGR rate determined by the adjusted EGR rate value array is [A]. i-1 A i+1 The steps within [the document] include:

[0060] If we compare Q i <A i-1 Then, determine the value greater than Q from the current EGR rate value array. i And closest to Q i A reference value, denoted as m, is inserted at the position preceding the reference value originally located at position m in the EGR rate value array, where Q is inserted. i Then, the reference value at position n+1 in the EGR rate value array is deleted to adjust the EGR rate value array; simultaneously, based on the interpolation algorithm, an interpolation value is inserted at the position preceding the reference duration at position m in each of the delay duration arrays. i The corresponding reference durations are used to shift the positions of the reference durations originally located at positions m to n in each of the delay duration arrays one position to the right, and then the reference duration at position n+1 in each of the delay duration arrays is deleted to adjust each of the delay duration arrays; after the adjustment of the EGR rate value array and each of the delay duration arrays is completed, the value comparison range corresponding to the current preset category EGR rate is determined again based on the current EGR rate value array [A]. i-1 A i+1 The steps;

[0061] If we compare Q i >A i-1 Then, from the current EGR rate value array, determine the value less than Q. i And closest to Q i A reference value, denoted as m, is inserted at the position following the reference value originally located at position m in the EGR rate value array, where Q is inserted. i Then, the reference value at the first position in the EGR rate value array is deleted to adjust the EGR rate value array; simultaneously, based on the interpolation algorithm, an interpolation value is inserted at the position after the reference duration at the m-th position in each of the delay duration arrays, interpolating the value with respect to Q. iThe corresponding reference duration is then deleted, and the reference duration at the first position in each of the delay duration arrays is adjusted. After adjusting the EGR rate value array and each of the delay duration arrays, the value comparison range corresponding to the current preset category EGR rate is determined again based on the current EGR rate value array. i-1 A i+1 The steps are as follows.

[0062] In some embodiments, the step of further adjusting each of the delay duration arrays based on the current EGR rate value array and a preset transition coefficient includes:

[0063] Each of the aforementioned delay duration arrays is used as a target delay duration array, and the target delay duration arrays are adjusted according to the following steps:

[0064] Based on the reference values ​​in the EGR rate array and the reference durations in the target delay duration array obtained after the initial adjustment process, a first eigenvalue array and a second eigenvalue array are determined. The first eigenvalue array contains n sequentially arranged first eigenvalues, and the second eigenvalue array contains n sequentially arranged second eigenvalues. The i-th first eigenvalue in the first eigenvalue array is D... i1 and the i-th first eigenvalue D in the second eigenvalue array i2 Determined by the following formula:

[0065]

[0066]

[0067] This represents the i-th reference value in the EGR rate array obtained after the initial adjustment process. This represents the i-th reference duration in the target delay duration array obtained after the initial adjustment process;

[0068] Based on the first feature value array, the second feature value array, and the preset transition coefficient, the target delay duration array is further adjusted in the following manner:

[0069] Among them, the first reference duration C1 in the further adjusted target delay duration array:

[0070] C1=B1'

[0071] The second reference duration C2 in the further adjusted target delay duration array:

[0072] C2=max(B2',C1)

[0073] The reference durations from the 3rd to the nth in the further adjusted target delay duration array are determined based on the following formula:

[0074]

[0075] Where i∈[2,n-1], C i This represents the i-th reference duration in the further adjusted target delay duration array. and There are two preset transition coefficients and , max() represents the function that takes the largest value.

[0076] In some embodiments, the various preset categories of EGR rates include: minimum EGR rate, actual EGR rate, target EGR rate, modified EGR rate, and maximum EGR rate.

[0077] Secondly, this disclosure also provides a method for controlling engine system shutdown delay, comprising:

[0078] In response to an engine shutdown request command, the engine system shutdown delay determination method as described in any one of claims 1 to 12 is used to determine the target operating condition and the corresponding shutdown delay duration of the engine system during the shutdown delay phase, wherein the target operating condition is the current operating condition or the target engine's highest thermal efficiency operating condition.

[0079] The EGR valve in the engine system is closed, the mixing valve is fully open, and the shutdown delay duration is operated under the target operating condition.

[0080] After the specified shutdown delay period ends, the engine is controlled to shut down.

[0081] Thirdly, this disclosure also provides an engine system shutdown delay determination system, wherein the engine system shutdown delay determination system is configured to implement the engine system shutdown delay determination method provided in the first aspect, and the engine system shutdown delay determination system includes:

[0082] The first acquisition module is configured to, in response to an engine shutdown request command, acquire the value of the actual EGR rate of the current engine system as the actual EGR rate value before shutdown, and acquire the value of the proportion of exhaust gas length in the first pipeline from the EGR valve to the throttle valve in the current engine system as the proportion of exhaust gas length before shutdown.

[0083] The second acquisition module is configured to acquire, based on the actual EGR rate value before shutdown, the exhaust gas length ratio value before shutdown, and a pre-acquired vehicle delay database, the time required for all exhaust gas in the first pipeline to be discharged from the throttle valve, as the basic delay time; wherein, the vehicle delay database records the reference time for the engine system to use multiple different EGR rate values ​​to perform delay operation to discharge all exhaust gas in the first pipeline from the throttle valve when the first pipeline corresponds to multiple different exhaust gas length ratio values ​​respectively;

[0084] The update module is configured to update the basic delay duration based on the current operating conditions of the engine system and the preset target engine maximum thermal efficiency operating conditions, so as to obtain the duration for the engine system to discharge all the exhaust gas in the first pipeline from the throttle valve under the target engine maximum thermal efficiency operating conditions, which is used as the first delay duration.

[0085] The third acquisition module is configured to acquire the flow time of gas in the engine system from the throttle valve to the exhaust port of the engine cylinder, as the second delay time.

[0086] The calculation module is configured to, when it is determined that the engine system operates under the target engine's highest thermal efficiency condition during the shutdown delay phase, sum the first delay duration and the second delay duration to obtain the shutdown delay duration of the engine system under the target engine's highest thermal efficiency condition.

[0087] Fourthly, this disclosure also provides an engine system shutdown delay control system, comprising:

[0088] An engine system shutdown delay determination system, using the engine system shutdown delay determination system provided in the third aspect, is configured to determine the target operating condition adopted by the engine system during the shutdown delay phase and the corresponding shutdown delay duration, wherein the target operating condition is the current operating condition or the target engine's highest thermal efficiency operating condition.

[0089] The first control module controls the EGR valve in the engine system to close and the mixing valve to open fully, and operates the shutdown delay duration under the target operating conditions.

[0090] The second control module is configured to control the engine to stop after the shutdown delay period ends.

[0091] Fifthly, embodiments of this disclosure provide a vehicle including: an engine system shutdown delay control system as described in the fourth aspect.

[0092] Sixthly, embodiments of this disclosure provide an electronic device, comprising:

[0093] One or more processors;

[0094] Memory, used to store one or more programs;

[0095] When the one or more programs are executed by the one or more processors, the one or more processors implement any of the methods provided in the first or second aspect.

[0096] In a seventh aspect, embodiments of this disclosure provide a computer-readable medium storing a computer program, wherein the computer program, when executed by a processor, implements the steps of any of the methods provided in the first or second aspect.

[0097] The technical solution disclosed herein can, after the engine system receives an engine stop request command, determine the basic delay time for discharging exhaust gas from the first pipeline located between the EGR valve and the throttle valve by acquiring the actual EGR rate value and the exhaust gas length ratio value before the stop. Based on the current operating conditions of the engine system and the preset target engine maximum thermal efficiency operating conditions, the basic delay time is updated to obtain the first delay time for discharging all exhaust gas from the first pipeline from the throttle valve under the target engine maximum thermal efficiency operating conditions, and the second delay time for the gas in the engine system to flow from the throttle valve to the exhaust port of the engine cylinder. When it is determined that the engine system operates under the target engine maximum thermal efficiency operating conditions during the stop delay phase, the first delay time and the second delay time are summed to obtain the stop delay time of the engine system under the target engine maximum thermal efficiency conditions. This facilitates the complete discharge of exhaust gas from the intake system and significantly reduces exhaust gas in the engine cylinders, thus effectively reducing the impact of exhaust gas on the next start-up performance.

[0098] In addition, when the engine system operates at its highest thermal efficiency during the shutdown delay phase, fuel consumption during the shutdown delay phase can be effectively reduced, ensuring fuel economy. Attached Figure Description

[0099] Figure 1 This is a schematic diagram of the engine system involved in the technical solution disclosed herein;

[0100] Figure 2 A flowchart of a method for determining engine system shutdown delay provided in an embodiment of this disclosure;

[0101] Figure 3A A flowchart illustrating another method for determining engine system shutdown delay provided in this embodiment of the disclosure;

[0102] Figure 3BA flowchart illustrating another method for determining engine system shutdown delay provided in this embodiment of the disclosure;

[0103] Figure 4 This is an optional implementation method flow for step Sa23 in the embodiments of this disclosure;

[0104] Figure 5 A flowchart of an engine system shutdown delay control method provided in this disclosure embodiment;

[0105] Figure 6 A structural block diagram of an engine system shutdown delay determination system provided in this embodiment of the disclosure;

[0106] Figure 7 A structural block diagram of an engine system shutdown delay control system provided in this disclosure embodiment;

[0107] Figure 8 This is a structural block diagram of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0108] To enable those skilled in the art to better understand the technical solutions of the present invention, exemplary embodiments of the present invention are described below in conjunction with the accompanying drawings, including various details of the embodiments of the present invention to aid understanding. These should be considered merely exemplary. Therefore, those skilled in the art should recognize that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of the present invention. Similarly, for clarity and brevity, descriptions of well-known functions and structures are omitted in the following description.

[0109] Where there is no conflict, the various embodiments of the present invention and the features thereof may be combined with each other.

[0110] As used herein, the term “and / or” includes any and all combinations of one or more related enumerated entries.

[0111] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the invention. As used herein, the singular forms “a” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will also be understood that when the terms “comprising” and / or “made of” are used in this specification, the presence of the stated feature, integral, step, operation, element, and / or component is specified, but the presence or addition of one or more other features, integrals, steps, operations, elements, components, and / or groups thereof is not excluded. Terms such as “connected” or “linked” are not limited to physical or mechanical connections but can include electrical connections, whether direct or indirect.

[0112] Unless otherwise specified, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art. It will also be understood that terms such as those defined in commonly used dictionaries should be interpreted as having the meaning consistent with their meaning in the context of the relevant art and the invention, and will not be interpreted as having an idealized or overly formal meaning unless expressly so defined herein.

[0113] In the technical solution of this invention, the collection, storage, use, processing, transmission, provision, and disclosure of user personal information all comply with relevant laws and regulations and do not violate public order and good morals. The use of user data in this technical solution follows relevant national laws and regulations (e.g., the "Information Security Technology - Personal Information Security Specification"). For example: appropriate measures are taken for personal information access control; restrictions are imposed on the display of personal information; the purpose of using personal information does not exceed the scope of direct or reasonable association; and explicit identity targeting is eliminated when using personal information to avoid precisely locating a specific individual.

[0114] Figure 1 This is a schematic diagram of the engine system involved in the technical solution disclosed herein. Figure 1 As shown, an engine system generally includes an air filter 1; a mixing valve 2 connected to the air filter, configured to regulate the pressure at the outlet of the EGR valve 10, increasing the pressure difference across the EGR valve 10, with two airflow passages extending from the mixing valve 2; a compressor 3 connected to one of the airflow passages of the mixing valve 2; a throttle valve 4 connected to the compressor 3, wherein the throttle valve 4 has a boost temperature and pressure sensor at its inlet and an intake air temperature and pressure sensor at its outlet, and the throttle valve 4 body has a position sensor and an actuator; an engine 5 connected to the throttle valve 4, configured to compress fresh air for boosting; and a turbine 6 connected to the engine 5, configured to control the opening of the exhaust bypass valve. The following components are connected to the turbine 6: a catalyst 7; a particulate filter 8; an EGR cooler 9 installed on another airflow path of the mixing valve 2, configured to receive and cool the exhaust gas output from the particulate filter 8 to increase the exhaust gas flow rate; an EGR valve 10 connected at one end to the EGR cooler 9 and at the other end to the mixing valve 2, configured to control the exhaust gas flow rate entering the cylinder; a temperature sensor 11 installed between the EGR valve 10 and the EGR cooler 9, configured to detect the exhaust gas temperature entering the EGR valve 10; and a differential pressure sensor 12 connected to the EGR valve 10, configured to detect the pressure at the inlet and outlet of the EGR valve 10.

[0115] Figure 2 This is a flowchart illustrating a method for determining engine system shutdown delay, provided as an embodiment of this disclosure. Figure 2 As shown, the method for determining the engine system shutdown delay includes:

[0116] Step S1: In response to the engine stop request command, obtain the actual EGR rate of the current engine system as the actual EGR rate value before the stop, and obtain the exhaust gas length ratio in the first pipeline from the EGR valve to the throttle valve in the current engine system as the exhaust gas length ratio value before the stop.

[0117] Among them, the exhaust gas length ratio in the first pipeline refers to the ratio of the length of the pipeline containing exhaust gas to the total length of the first pipeline. The exhaust gas length ratio before shutdown reflects the amount of exhaust gas in the first pipeline from the EGR valve to the throttle valve before shutdown; the actual EGR rate before shutdown reflects the utilization status of exhaust gas by the engine system before shutdown.

[0118] The actual EGR rate of the current engine system can be read in real time directly through the external control system of the engine system.

[0119] The proportion of exhaust gas length in the first pipeline can be obtained by measuring the detection status of exhaust gas detection sensors deployed in the first pipeline. Specifically, S exhaust gas detection sensors are evenly deployed in the first pipeline. These sensors can detect whether exhaust gas exists at corresponding locations within the first pipeline, thus the proportion of exhaust gas length in the first pipeline can be obtained based on the detection results of these S sensors. For example, if s1 exhaust gas detection sensors detect exhaust gas and S-s1 exhaust gas detection sensors do not detect exhaust gas, then the proportion of exhaust gas length in the first pipeline is s1 / S.

[0120] In addition, even without an exhaust gas detection sensor, the proportion of exhaust gas length in the first pipeline can be calculated based on the operating status of the EGR valve. Specifically, assuming that the mass flow rate of exhaust gas is the same and the overall diameter is the same during each unit of time (e.g., 10ms), the length of exhaust gas that has flowed through the first pipeline after entering the EGR valve can be obtained per unit of time. By removing exhaust gas longer than the entire length of the first pipeline, the starting position of the exhaust gas in the first pipeline can be determined. By recording the length of each segment of exhaust gas during the continuous opening of the EGR valve, only the length of one or several segments of exhaust gas before the shutdown request time is retained, and the position of these segments of exhaust gas in the first pipeline (there may be one or more segments of exhaust gas in the first pipeline) can be calculated. Thus, the total length of exhaust gas in the first pipeline can be obtained, and the proportion of exhaust gas length in the first pipeline can be calculated.

[0121] Step S2: Based on the actual EGR rate value before shutdown, the proportion of exhaust gas length before shutdown, and the pre-acquired real vehicle delay database, obtain the time it takes for all the exhaust gas in the first pipeline to be discharged from the throttle valve, and use it as the basic delay time.

[0122] The real-vehicle delay database records the reference time for the engine system to use multiple different EGR rate values ​​to delay operation and expel all the exhaust gas in the first pipeline from the throttle valve when the first pipeline corresponds to multiple different exhaust gas length ratio values. In other words, the real-vehicle delay database records the reference time for all exhaust gas to be expelled from the throttle valve corresponding to different combinations of "exhaust gas length ratio values ​​and EGR rate values".

[0123] In practical applications, the duration corresponding to the actual EGR rate value and the exhaust gas length ratio before shutdown can be obtained from the vehicle delay database by looking up a table and using linear interpolation. Specifically, when the combination of the actual EGR rate value and the exhaust gas length ratio before shutdown directly exists in the vehicle delay database, the reference duration corresponding to this combination can be directly determined from the vehicle delay database by looking up a table. When the combination of the actual EGR rate value and the exhaust gas length ratio before shutdown does not directly exist in the vehicle delay database, the duration corresponding to the combination of the actual EGR rate value and the exhaust gas length ratio before shutdown can be obtained by using interpolation algorithms (e.g., single linear interpolation, bilinear interpolation) based on some data similar to the actual EGR rate value and the exhaust gas length ratio before shutdown recorded in the vehicle delay database.

[0124] In practical applications, the more combinations of "multiple different exhaust length percentage values" and "multiple different EGR rate values" recorded in the real vehicle delay database, the better the accuracy of the final obtained basic delay duration.

[0125] Step S3: Based on the current operating conditions of the engine system and the preset target engine maximum thermal efficiency operating conditions, update the basic delay duration to obtain the time it takes for the engine system to discharge all the exhaust gas in the first pipeline from the throttle valve under the target engine maximum thermal efficiency operating conditions, and use this as the first delay duration.

[0126] In this disclosure, the engine's highest thermal efficiency operating condition (generally also called the optimal operating condition or the most economical operating condition) refers to the operating condition when the engine's thermal efficiency is at its highest level. Engine thermal efficiency measures the efficiency with which the heat energy generated by fuel combustion is converted into mechanical energy, and is a key parameter affecting the actual fuel consumption of the entire vehicle. The higher the thermal efficiency, the higher the fuel utilization rate, and the more significant the fuel economy. Generally, the highest thermal efficiency of engines varies for different types of vehicles. For example, the highest thermal efficiency of conventional engines is about 40%, while the highest thermal efficiency of some hybrid-specific engines can reach 42%, and the highest thermal efficiency of Mach-powered engines can reach 48%.

[0127] It should be noted that for a fixed engine system, the number of operating conditions at its highest thermal efficiency may be one or more; that is, the number of engine operating conditions corresponding to the highest thermal efficiency of an engine system is one or more, generally more than one, meaning that the engine can achieve its highest thermal efficiency under different operating conditions. The highest thermal efficiency operating conditions corresponding to each engine system can be obtained through simulation testing using an engine bench testing system. The specific simulation testing process will not be described in detail in this disclosure.

[0128] In this disclosure, the engine system is controlled to operate at its highest thermal efficiency condition during the shutdown delay phase as much as possible, so that the engine operates at its optimal operating point. Considering that there may be differences between the current operating condition of the engine system and the target engine highest thermal efficiency condition, the time taken to expel exhaust gas from the first pipeline will also differ between the two conditions; therefore, it is necessary to update the basic delay duration based on the current operating condition of the engine system and the target engine highest thermal efficiency condition, and calculate the time required for the engine system to expel all exhaust gas from the first pipeline from the throttle valve under the target engine highest thermal efficiency condition, so as to facilitate subsequent shutdown delay control based on the target engine highest thermal efficiency condition.

[0129] Step S4: Obtain the flow time of gas in the engine system from the throttle valve to the exhaust port of the engine cylinder, as the second delay time.

[0130] The exhaust gas expelled from the throttle valve needs to re-enter the engine cylinders, so it's necessary to expel as much exhaust gas as possible from the engine cylinders. It should be noted that in the technical solution disclosed herein, the engine cylinders also generate a certain amount of exhaust gas during the delayed operation process. Therefore, in practical applications, it's impossible to completely expel all the exhaust gas from the engine cylinders. However, it can at least completely expel the exhaust gas from the intake system (the piping section located before the engine) and significantly reduce the amount of exhaust gas in the engine cylinders, thus effectively reducing the impact of exhaust gas on the next starting performance.

[0131] It should be noted that this disclosure does not limit the execution order of steps S4 and steps S1 to S3, only requiring that step S4 be executed before step S5.

[0132] Step S5: Determine the downtime delay duration.

[0133] This includes step S501:

[0134] Step S501: When it is determined that the engine system operates under the target engine's highest thermal efficiency condition during the shutdown delay phase, the first delay duration and the second delay duration are summed to obtain the shutdown delay duration of the engine system under the target engine's highest thermal efficiency condition.

[0135] As can be seen from the above, the technical solution disclosed herein can, after the engine system receives an engine stop request command, determine the basic delay time for discharging exhaust gas from the first pipeline located between the EGR valve and the throttle valve by acquiring the actual EGR rate value and the exhaust gas length ratio value before the stop. Based on the current operating conditions of the engine system and the preset target engine maximum thermal efficiency operating conditions, the basic delay time is updated to obtain the first delay time for discharging all exhaust gas from the first pipeline from the throttle valve under the target engine maximum thermal efficiency operating conditions, and the second delay time for the gas in the engine system to flow from the throttle valve to the exhaust port of the engine cylinder. When it is determined that the engine system operates under the target engine maximum thermal efficiency operating conditions during the stop delay phase, the first delay time and the second delay time are summed to obtain the stop delay time of the engine system under the target engine maximum thermal efficiency conditions. This facilitates the complete discharge of exhaust gas from the intake system and greatly reduces exhaust gas in the engine cylinders, thus effectively reducing the impact of exhaust gas on the next start-up performance.

[0136] In addition, when the engine system operates at its highest thermal efficiency during the shutdown delay phase, fuel consumption during the shutdown delay phase can be effectively reduced, ensuring fuel economy.

[0137] Figure 3A A flowchart illustrating another method for determining engine system shutdown delay provided in an embodiment of this disclosure. (See flowchart for example.) Figure 3A As shown, the method for determining the engine system shutdown delay includes:

[0138] Step S1: In response to the engine stop request command, obtain the actual EGR rate of the current engine system as the actual EGR rate value before the stop, and obtain the exhaust gas length ratio in the first pipeline from the EGR valve to the throttle valve in the current engine system as the exhaust gas length ratio value before the stop.

[0139] Step S2: Based on the actual EGR rate value before shutdown, the proportion of exhaust gas length before shutdown, and the pre-acquired real vehicle delay database, obtain the time it takes for all the exhaust gas in the first pipeline to be discharged from the throttle valve, and use it as the basic delay time.

[0140] Step S3a: Obtain the current operating conditions of the engine system, including: the current engine speed, the current fresh air intake density, and the current throttle opening.

[0141] Step S3b: Obtain the set of candidate engines with the highest thermal efficiency operating conditions for the engine system.

[0142] The set of candidate engine maximum thermal efficiency operating conditions can be obtained through simulation testing using an engine bench testing system and stored in the vehicle system's database. In step S3b, the set of candidate engine maximum thermal efficiency operating conditions can be directly retrieved from the vehicle system's database. The set of candidate engine maximum thermal efficiency operating conditions records at least one candidate engine maximum thermal efficiency operating condition, which includes: reference engine speed, reference engine fresh air intake density, and reference throttle opening.

[0143] Step S3c: Remove the candidate engine highest thermal efficiency operating conditions from the candidate engine highest thermal efficiency operating condition set that meet at least one of the following two conditions: Condition 1: The absolute value of the difference between the reference engine speed and the current engine speed is greater than the preset speed difference threshold; Condition 2: The absolute value of the difference between the reference engine fresh air intake density and the current engine fresh air intake density is greater than the preset intake density difference threshold.

[0144] Considering that switching the engine system directly from the current operating condition to the engine's maximum thermal efficiency condition, given the significant difference between the current operating condition and the current condition, may lead to abnormalities (e.g., prolonged switching time, engine vibration), it is necessary to first remove the engine's maximum thermal efficiency conditions that differ significantly from the current operating condition from the set of alternative maximum thermal efficiency conditions.

[0145] Step S3d: Check whether the set of highest thermal efficiency operating conditions for candidate engines after the elimination process is empty.

[0146] When the set of candidate engines with the highest thermal efficiency after the elimination process is detected to be non-empty, step S3e is executed; when the set of candidate engines with the highest thermal efficiency after the elimination process is detected to be empty, it is detected that there is no target engine with the highest thermal efficiency, and step S3g is executed.

[0147] Step S3e: From the set of candidate engine maximum thermal efficiency operating conditions, select the candidate engine maximum thermal efficiency operating condition with the smallest absolute value of the difference between the reference throttle opening and the current throttle opening, and use it as the target engine maximum thermal efficiency operating condition.

[0148] In some embodiments, step S3e includes:

[0149] Step S3e01: When the number of candidate engine maximum thermal efficiency conditions with the smallest absolute value of the difference between the reference throttle opening and the current throttle opening in the candidate engine maximum thermal efficiency condition set is 1, then the candidate engine maximum thermal efficiency condition with the smallest absolute value of the difference between the reference throttle opening and the current throttle opening is taken as the target engine maximum thermal efficiency condition.

[0150] Step S3e02: When there are multiple candidate engine maximum thermal efficiency operating conditions in the set of candidate engine maximum thermal efficiency operating conditions where the absolute value of the difference between the reference throttle opening and the current throttle opening is the smallest, then select one candidate engine maximum thermal efficiency operating condition from among the multiple candidate engine maximum thermal efficiency operating conditions where the absolute value of the difference between the reference engine fresh air intake density and the current engine fresh air intake density is the smallest, and use it as the target engine maximum thermal efficiency operating condition.

[0151] It should be noted that step S3e, which includes steps S3e01 and S3e02, is only one optional implementation in this disclosure. The purpose of step S3e02 is to switch the engine system from its current operating condition to its highest thermal efficiency condition with minimal adjustment, thereby reducing adjustment time and the probability of engine vibration. In practical applications, a target engine highest thermal efficiency condition can also be selected from multiple candidate engine highest thermal efficiency conditions that have the smallest absolute value of the difference between the reference throttle opening and the current throttle opening, based on a random method or a specific algorithm.

[0152] After step S3e is completed, step S3 is executed.

[0153] Step S3: Based on the current operating conditions of the engine system and the preset target engine maximum thermal efficiency operating conditions, update the basic delay duration to obtain the time it takes for the engine system to discharge all the exhaust gas in the first pipeline from the throttle valve under the target engine maximum thermal efficiency operating conditions, and use this as the first delay duration.

[0154] In some embodiments, the current operating condition further includes: current throttle inlet pressure and current throttle outlet pressure; the target engine maximum thermal efficiency operating condition further includes: reference throttle inlet pressure and reference throttle outlet pressure.

[0155] Step S3 includes:

[0156] The first delay duration is determined based on the following formula:

[0157]

[0158] in, This is the first delay duration. Based on the delay duration, The current engine speed. The current fresh air intake density of the engine, The current throttle opening. The current throttle inlet pressure, Given the current throttle outlet pressure, The reference engine speed is the engine speed at which the target engine achieves its highest thermal efficiency. The reference engine fresh air intake density under the target engine's highest thermal efficiency operating condition. The reference throttle opening is used when the target engine operates at its highest thermal efficiency. The reference throttle inlet pressure is the pressure used when the engine reaches its highest thermal efficiency. The reference throttle outlet pressure is the operating condition where the target engine achieves its highest thermal efficiency.

[0159] To determine the difference in throttle valve inlet and outlet pressure ratios Difference with throttle opening The first adjustment coefficient is obtained by looking up the first preset calibration correspondence table for the two parameters;

[0160] To adjust according to engine speed differences Difference in fresh air intake density between the engine and the engine The second adjustment coefficient is obtained by looking up the second preset calibration correspondence table for the two parameters.

[0161] The first preset calibration correspondence table records multiple combinations of throttle inlet / outlet pressure ratio differences (characterized by the ratio of the throttle inlet / outlet pressure ratio corresponding to the target engine's highest thermal efficiency condition to the current condition) and throttle opening differences (characterized by the ratio of the throttle opening in the target engine's highest thermal efficiency condition to the current condition) and their corresponding adjustment coefficients; the second preset calibration correspondence table records multiple combinations of engine speed differences (characterized by the ratio of the engine speed in the target engine's highest thermal efficiency condition to the current condition) and engine fresh air intake density differences (characterized by the ratio of the engine fresh air intake density in the target engine's highest thermal efficiency condition to the current condition) and their corresponding adjustment coefficients.

[0162] In this disclosure, two characteristic coefficients are introduced to correct and update the basic delay duration: one is based on the difference in the throttle inlet and outlet pressure ratios. Difference with throttle opening The obtained characteristic coefficients (i.e., the first adjustment coefficient mentioned above), the second is based on the difference in engine speed. Difference in fresh air intake density between the engine and the engine The obtained characteristic coefficients (i.e., the second adjustment factor mentioned above).

[0163] Characteristic coefficient 1 and characteristic coefficient 2 The determination logic is based on whether restarting the engine after it has stopped affects the engine speed fluctuation during the start-up process. Calibration and confirmation are performed based on the engine speed fluctuation during start-up. The performance index for engine speed fluctuation during start-up can be referenced to the following: after the motor disengages from the engine (i.e., the motor torque request is within a fluctuation range of 0 Nm, ±3 Nm in this example), the engine speed should not be lower than a preset value (25 rpm / s in this example) before it reaches its maximum speed. If the speed fluctuation does not meet the preset value, the corresponding characteristic coefficients one and two are appropriately increased; otherwise, they are appropriately decreased. The final characteristic coefficients one and two meet the speed control target after the next engine start-up.

[0164] Based on the above principles, the optimal adjustment coefficient value corresponding to the combination of throttle valve inlet / outlet pressure ratio difference and throttle valve opening difference can be simulated and tested using an engine bench test system, thereby obtaining a first preset calibration correspondence table; similarly, the optimal adjustment coefficient value corresponding to the combination of different engine speed differences and engine fresh air intake density differences can be simulated and tested using the same engine bench test system, thereby obtaining a second preset calibration correspondence table. In step S3, the first adjustment coefficient can be obtained by looking up the table. The value of , and the second adjustment coefficient The value of .

[0165] After step S3 is completed, step S3f is executed.

[0166] Step S3f: Determine whether the ratio of the first delay duration to the basic delay duration is greater than the preset ratio threshold.

[0167] That is, determine the duration of the first delay. and ratio Whether it is greater than the preset ratio threshold k3. The preset ratio threshold is generally greater than or equal to 1.5, for example, k3 is 2.2.

[0168] When it is determined If the value is greater than k3, the shutdown delay will be too long, affecting the normal engine start-stop control of the vehicle and thus impacting the vehicle's fuel economy. In this case, execute step S3g;

[0169] When it is determined If k ≤ k3, then execute step S3h.

[0170] Step S3g: Determine that the engine system maintains its current operating condition during the shutdown delay phase.

[0171] Step S3h: Determine the engine system to operate under the target engine's highest thermal efficiency condition during the shutdown delay phase.

[0172] Step S4: Obtain the flow time of gas in the engine system from the throttle valve to the exhaust port of the engine cylinder, as the second delay time.

[0173] It should be noted that this disclosure does not impose any restrictions on the execution order of step S4, only requiring that step S4 be executed before step S5. Step S5 includes the following steps S501 and S502.

[0174] Step S501: When it is determined that the engine system operates under the target engine's highest thermal efficiency condition during the shutdown delay phase, the first delay duration and the second delay duration are summed to obtain the shutdown delay duration of the engine system under the target engine's highest thermal efficiency condition.

[0175] Step S502: When it is determined that the engine system maintains the current operating condition during the shutdown delay phase, the basic delay duration and the second delay duration are summed to obtain the shutdown delay duration of the engine system under the current operating condition.

[0176] In this embodiment, the difference between the current operating condition and the target engine's highest thermal efficiency operating condition is used to reasonably select whether to maintain the current operating condition or adopt the target engine's highest thermal efficiency operating condition during the shutdown delay phase, and to determine the corresponding shutdown delay duration, which can take into account both the safety and economy of the shutdown delay phase.

[0177] Figure 3B A flowchart illustrating yet another method for determining engine system shutdown delay provided in an embodiment of this disclosure. (See flowchart for example.) Figure 3B As shown, the method for determining the engine system shutdown delay includes not only steps S1 to S5 in the previous embodiments, but also step Sa before step S1. Step Sa will be described in detail below.

[0178] Step Sa: Obtain the real vehicle delay database.

[0179] Step Sa specifically includes:

[0180] Step Sa1: Obtain the test result database.

[0181] The test results database records the test durations when the engine system operates using the engine bench test system with the EGR valve closed and the mixing valve fully open, simulating the test under various preset exhaust gas length ratios for different first pipelines. The test durations were recorded when the engine system operated using the initial EGR rate values ​​corresponding to various preset EGR rates to discharge all exhaust gas from the first pipeline through the throttle valve.

[0182] In some embodiments, the various preset EGR rates include: minimum EGR rate, actual EGR rate, target EGR rate, adjusted EGR rate, and maximum EGR rate. The specific definitions of each preset EGR rate are as follows:

[0183] Among them, the minimum EGR rate (determined by the current operating conditions) is the minimum EGR rate allowed under the current operating conditions. If the EGR rate is too low, it will cause the EGR valve to fluctuate, resulting in serious fluctuations in exhaust gas and unstable control. The minimum EGR rate is designed based on this.

[0184] Actual EGR rate: The actual EGR rate under the current operating conditions.

[0185] Target EGR rate: The ideal EGR rate requested under the current operating conditions.

[0186] Maximum EGR rate (determined by current operating conditions): The maximum allowable EGR rate under current operating conditions, determined by factors such as exhaust temperature protection, knock protection, and the engine's own capabilities.

[0187] Corrected EGR rate: A new intermediate EGR rate is interpolated based on the minimum EGR rate, maximum EGR rate, and actual EGR rate. When the EGR rate accuracy is low, introducing this corrected EGR rate can improve the EGR rate control accuracy. The calculation method for this corrected EGR rate is as follows:

[0188] (1) When the "actual EGR rate + minimum EGR rate" is greater than the "maximum EGR rate / 2", the corrected EGR rate is equal to the maximum value of the "minimum EGR rate" and the "actual EGR rate - interpolation margin Y". The interpolation margin is a fixed constant. In this example, 0.08 is chosen because when the EGR rate accuracy is low, the EGR rate control accuracy can be improved by introducing this corrected EGR rate.

[0189] (2) When the "actual EGR rate + minimum EGR rate" is not greater than the "maximum EGR rate / 2", the corrected EGR rate is equal to the maximum value of the "maximum EGR rate" and the "actual EGR rate + interpolation margin Y". The interpolation margin is a fixed constant, and in this example, 0.08 is chosen. The basis for this choice is that introducing this corrected EGR rate improves the EGR rate control accuracy by 1% (when the EGR rate accuracy is less than 2%).

[0190] It should be noted that the method of reading the values ​​of the five EGR rates of the engine system—minimum EGR rate, actual EGR rate, target EGR rate, corrected EGR rate, and maximum EGR rate—at one or more times as needed is a conventional technique in this field, and this disclosure does not limit it. For example, patent applications with publication numbers CN115450775A, CN115585070A, and CN119801755A all describe methods for obtaining different types of EGR rates. In the technical solution of this disclosure, the values ​​of the minimum EGR rate, actual EGR rate, target EGR rate, corrected EGR rate, and maximum EGR rate of the engine system can be directly read at the required times using existing technical means.

[0191] As an example, several different preset exhaust length percentages are 0.01, 0.3, 0.5, 0.8, and 1. This design can effectively cover the range of 0 to 1 for the "exhaust length percentage".

[0192] The process of obtaining a test result database based on an engine bench testing system is as follows:

[0193] First, the engine system is simulated on an engine bench testing system under preset test conditions (either a condition set according to actual needs or a randomly selected condition). Then, the values ​​of the five EGR rates—minimum EGR rate, actual EGR rate, target EGR rate, corrected EGR rate, and maximum EGR rate—are read and used as the initial values ​​for the five EGR rates. For ease of description, the initial values ​​of the five EGR rates are denoted as a1, a2, a3, a4, and a5, respectively.

[0194] Then, using an engine bench test system, the test time was simulated to determine the initial settings of the engine system using five different EGR rates to discharge all the exhaust gas in the first pipeline from the throttle valve under various preset exhaust gas length ratios for different conditions in the first pipeline.

[0195] Taking the test duration of the engine system operating at the initial values ​​corresponding to the five EGR rates to discharge all the exhaust gas in the first pipeline from the throttle valve when the exhaust gas length ratio of the first pipeline is 0.01 as an example.

[0196] First, make the following settings: 1) Set the EGR valve in the engine system to be closed and the mixing valve to be fully open; 2) Set the engine bench test system to work at a fixed speed and load (fixed working conditions can be designed according to actual needs or fixed working conditions can be randomly determined); 3) Set the exhaust gas length ratio of the first pipeline to 0.01 when the engine system starts working.

[0197] Then, based on the above settings, the following 5 tests were conducted:

[0198] Test 1: Add a setting for the engine system to operate with the actual EGR rate as a1 (the initial setting of the minimum EGR rate); after completing the above setting, use the engine bench test system to conduct a simulation test and obtain the test time when the engine system operates with the actual EGR rate as a1 and all the exhaust gas in the first pipeline is discharged through the throttle valve, which is recorded as t11.

[0199] Test 2: Add a setting for the engine system to operate with the actual EGR rate as a2 (the initial setting of the actual EGR rate); after completing the above setting, use the engine bench test system to conduct a simulation test and obtain the test time when the engine system operates with the actual EGR rate as a2 and all the exhaust gas in the first pipeline is discharged through the throttle valve, which is recorded as t12.

[0200] Test 3: Add a setting for the engine system to operate with the actual EGR rate as a3 (the initial value of the target EGR rate); after completing the above setting, use the engine bench test system to conduct a simulation test and obtain the test time when the engine system operates with the actual EGR rate as a3 and all the exhaust gas in the first pipeline is discharged through the throttle valve, which is recorded as t13.

[0201] Test 4: Add a setting for the engine system to operate with an actual EGR rate of a4 (correcting the initial EGR rate setting); after completing the above settings, use an engine bench test system to perform a simulation test and obtain the test time when the engine system operates with an actual EGR rate of a4 and all the exhaust gas in the first pipeline is discharged through the throttle valve, which is recorded as t14.

[0202] Test 5: Add a setting for the engine system to operate with an actual EGR rate of a5 (the initial setting of the maximum EGR rate); after completing the above setting, use the engine bench test system to conduct a simulation test and obtain the test time when the engine system operates with an actual EGR rate of a5 and all the exhaust gas in the first pipeline is discharged through the throttle valve, which is recorded as t15.

[0203] Thus, we can obtain the test times for the engine system to discharge all the exhaust gas in the first pipeline from the throttle valve when the exhaust gas length ratio of the first pipeline is 0.01, using five different initial EGR rates. These test times are t11, t12, t13, t14, and t15.

[0204] Based on the same testing method, the test duration for the engine system to discharge all the exhaust gas in the first pipeline from the throttle valve can be obtained when the exhaust gas length ratio of the first pipeline is 0.3, 0.5, 0.8 and 1, respectively, using the initial values ​​of 5 different EGR rates (minimum EGR rate, actual EGR rate, target EGR rate, corrected EGR rate and maximum EGR rate in order).

[0205] Among them, when the exhaust gas length of the first pipeline is 0.3 as obtained through simulation test, the test duration for the engine system to operate with five different EGR rates (in order: minimum EGR rate, actual EGR rate, target EGR rate, corrected EGR rate, and maximum EGR rate) to discharge all the exhaust gas in the first pipeline from the throttle valve is t21, t22, t23, t24, and t25.

[0206] The test durations for the engine system to discharge all the exhaust gas in the first pipeline from the throttle valve, obtained by simulation test with the exhaust gas length ratio of the first pipeline being 0.5, using five different EGR rates (in order: minimum EGR rate, actual EGR rate, target EGR rate, corrected EGR rate, and maximum EGR rate), are t31, t32, t33, t34, and t35.

[0207] The test durations for the engine system to discharge all the exhaust gas in the first pipeline from the throttle valve under the condition that the exhaust gas length ratio of the first pipeline is 0.8 obtained by simulation test are t41, t42, t43, t44 and t45, respectively, when the initial value of the engine system is set to five different EGR rates (in order: minimum EGR rate, actual EGR rate, target EGR rate, corrected EGR rate and maximum EGR rate).

[0208] The test durations for the engine system to discharge all the exhaust gas in the first pipeline from the throttle valve under the condition that the exhaust gas length ratio of the first pipeline is 1 obtained by simulation test are t51, t52, t53, t54, and t55, respectively, when the initial value of the engine system is set to five different EGR rates (in order: minimum EGR rate, actual EGR rate, target EGR rate, corrected EGR rate, and maximum EGR rate).

[0209] Table 1. Data Tables in the Test Results Database

[0210]

[0211] As shown in Table 1 above, a test result database can be obtained based on the aforementioned simulation test results.

[0212] Step Sa2: During actual vehicle operation, the values ​​of various preset categories of EGR rates of the engine system are acquired in real time according to preset sampling rules. The test result database is updated according to the values ​​of various different EGR rates acquired at each sampling time to obtain the actual vehicle delay database.

[0213] In this disclosure, factors such as the different EGR exhaust gases and the nonlinearity of the EGR pipeline and intake system affect the nonlinear control of charging efficiency and throttle opening, thus influencing the time it takes for exhaust gas to flow from the EGR valve out of the throttle (i.e., the time it takes for all the exhaust gas in the first pipeline to be discharged through the throttle). This time is not linearly proportional to the proportion of exhaust gas length in the first pipeline, therefore, it is necessary to improve the accuracy of time estimation under different operating conditions in actual vehicles. Therefore, the test result database needs to be updated based on actual vehicle operation.

[0214] In some embodiments, step Sa2 above includes:

[0215] Step Sa21: Sort all preset category EGR rates in ascending order of their corresponding initial EGR rate values ​​to obtain a preset category EGR rate sorting sequence, and initialize an EGR rate value array corresponding to the preset category EGR rate sorting sequence.

[0216] The EGR rate value array contains reference values ​​for each preset category of EGR rate, sorted according to the preset category EGR rate sequence. When the EGR rate value array is initialized, the reference values ​​for each preset category of EGR rate are the corresponding initial EGR rate values.

[0217] In this embodiment, it is assumed that the initial values ​​a1, a2, a3, a4, and a5 of the five EGR rates—minimum EGR rate, actual EGR rate, target EGR rate, modified EGR rate, and maximum EGR rate—satisfy the following order: a1 < a2 < a3 < a4 < a5. Therefore, the order of the five EGR rates in the preset category EGR rate sorting sequence is: minimum EGR rate, actual EGR rate, target EGR rate, modified EGR rate, and maximum EGR rate. The reference values ​​for the five EGR rates recorded in the EGR rate value array are A1, A2, A3, A4, and A5, respectively. Therefore, when initially generating the EGR rate value array, A1 = a1, A2 = a2, A3 = a3, A4 = a4, and A5 = a5.

[0218] It should be noted that the arrangement of the initial values ​​of the minimum EGR rate, actual EGR rate, target EGR rate, corrected EGR rate, and maximum EGR rate in ascending order is merely an example in this disclosure and does not limit the technical solution of this disclosure. In practical applications, the relationship between the initial values ​​of the actual EGR rate, target EGR rate, and corrected EGR rate needs to be determined based on the simulation test results of the engine bench test system. For example, the initial value of the actual EGR rate may be greater than the initial value of the target EGR rate, and the initial value of the corrected EGR rate may be less than the initial value of the target EGR rate, etc.

[0219] Step Sa22: Initialize the database based on the test results to generate multiple delay duration arrays that correspond one-to-one with the proportion of different preset exhaust gas lengths.

[0220] The delay duration array contains the reference duration for the engine system to use the reference values ​​of each preset category EGR rate to delay operation under the corresponding preset exhaust gas length ratio in order to discharge all exhaust gas in the first pipeline from the throttle valve. The delay duration array also contains the reference duration corresponding to each preset category EGR rate in the preset category EGR rate sorted sequence. When the delay duration array is initialized, the reference duration corresponding to each preset category EGR rate is the corresponding test duration recorded in the test result database.

[0221] Taking the case where the proportions of different preset exhaust gas lengths are 0.01, 0.3, 0.5, 0.8, and 1 respectively as an example, there are 5 different preset exhaust gas lengths. In step Sa22, 5 delay duration arrays corresponding to the 5 different preset exhaust gas lengths will be generated. When the 5 delay duration arrays are initially generated, the reference duration recorded in each delay duration array is the corresponding test duration recorded in the test result database.

[0222] It should be noted that, since the delay duration array records the reference duration corresponding to each preset category EGR rate according to the preset category EGR rate sorting sequence, and the preset category EGR rate sorting sequence is sorted in ascending order of the corresponding initial values, the reference durations in each delay duration array are also sorted in ascending order. This setting is to facilitate subsequent updates to the EGR rate value array and the delay duration array based on the actual vehicle operating status.

[0223] Step Sa23: During actual vehicle operation, in response to the arrival of the collection time, obtain the current value of each preset category EGR rate at the corresponding time, compare the current value of each preset category EGR rate with the EGR rate value array, and update the EGR rate value array and the delay duration array according to the comparison results to obtain the actual vehicle delay database at the corresponding time.

[0224] In some embodiments, the number of preset category EGR rates in the preset category EGR rate sorting sequence is n; the number of reference values ​​in the EGR rate value array is n, and the i-th reference value A in the EGR rate array is... i The EGR rate corresponds to the i-th preset category EGR rate in the preset category EGR rate sorting sequence; the number of reference durations in each delay duration array is n, and the i-th reference duration B in the delay duration array is... i The EGR rate corresponds to the i-th preset category EGR rate in the preset category EGR rate sorting sequence; i∈[1,n] and is a positive integer.

[0225] Wherein, when the EGR rates of all preset categories are the minimum EGR rate, the actual EGR rate, the target EGR rate, the corrected EGR rate, and the maximum EGR rate, the value of n is 5.

[0226] Figure 4 This is an optional implementation method flow for step Sa23 in the embodiments of this disclosure. For example... Figure 4 As shown, in some embodiments, step Sa23 includes:

[0227] Step Sa231: In response to the arrival of the acquisition time, configure the corresponding preset EGR rate lower limit endpoint value A0 and preset EGR rate upper limit endpoint value A0 for the current EGR rate value array. n+1 And, respectively configure the corresponding preset duration lower limit endpoint value B0 and preset duration upper limit endpoint value B for each of the current delay duration arrays. n+1 .

[0228] Among them, the preset duration lower limit endpoint value B0 configured in each delay duration array corresponds to the preset EGR rate lower limit endpoint value A0 configured in the EGR rate value array, and the preset duration upper limit endpoint value B0 configured in each delay duration array corresponds to the preset duration upper limit endpoint value B0. n+1 All are consistent with the preset EGR rate upper limit endpoint value A configured in the EGR rate value array. n+1 Correspondingly.

[0229] The preset EGR rate lower limit endpoint value A0 can be a pre-set fixed value (e.g., 0), or it can be obtained by multiplying the current reference value A1 of the minimum EGR rate in the current EGR rate value array by a coefficient greater than 0 and less than 1 (e.g., a coefficient of 0.5). The preset EGR rate upper limit endpoint value A... n+1 It can be a pre-set fixed value (e.g., 0.32, the maximum EGR rate in the engine system generally does not exceed 0.3), or it can be the current reference value A of the maximum EGR rate in the current EGR rate value array. n It is obtained by multiplying by a coefficient greater than 1 and less than 2 (for example, a coefficient of 1.1).

[0230] Similarly, the preset lower limit endpoint value B0 can be a pre-set fixed value (e.g., 0), or it can be obtained by multiplying the minimum reference duration B1 in the current delay duration array by a coefficient greater than 0 and less than 1 (e.g., the coefficient is 0.5); the preset upper limit endpoint value B n+1 It can be a pre-set fixed value (e.g., 0.5s), or it can be based on the maximum reference duration B in the current delay duration array. n It is obtained by multiplying by a coefficient greater than 1 and less than 2 (for example, a coefficient of 1.1).

[0231] Preset EGR rate lower limit endpoint A0, preset EGR rate upper limit endpoint A n+1 Preset duration lower limit endpoint value B0, preset duration upper limit endpoint value B n+1 These values ​​are all for the convenience of subsequent calculations; their specific values ​​will not have a substantial impact on subsequent processing. It is only necessary to ensure that A0 < A1, A n <A n+1 B0 < B1, B n <B n+1 That's all.

[0232] Step Sa232: Obtain the current value of the EGR rate of each preset category at the corresponding time, where the current value of the EGR rate of the i-th preset category is denoted as Q. i .

[0233] Step Sa233: Initialize i=1.

[0234] Step Sa234: Determine the reference range of the current EGR rate for the i-th preset category based on the current EGR rate value array [A]. i-1 A i+1 ].

[0235] Step Sa235: Set the current value Q of the EGR rate of the i-th preset category. i Compare with the corresponding value range [A] i-1 A i+1 Compare them.

[0236] In step Sa235, if Q is compared... i ∈[A i-1 A i+1 If the EGR rate value array and each delay duration array are not adjusted, then step Sa236 will be executed.

[0237] Step Sa236: Further compare the size of i and n.

[0238] In step Sa236, if i < n, then i is incremented by 1 to update i, and step Sa234 is executed again to process the current value of the EGR rate of the next preset category accordingly.

[0239] In step Sa236, if i=n is found, it means that the current values ​​of all preset category EGR rates collected at the current time have been processed accordingly, the preliminary adjustment process ends, and the subsequent step S238 is executed.

[0240] In step Sa236, if Q is compared... i [A i-1 A i+1 If ], then proceed to step Sa237.

[0241] Step Sa237, according to Q i This involves adjusting the EGR rate array and then adjusting the delay duration arrays accordingly, until Q... i The range of values ​​corresponding to the i-th preset category EGR rate determined by the adjusted EGR rate value array [A] can be located within this range. i-1 A i+1 ]Inside.

[0242] Optionally, step Sa237 includes steps Sa2371 and Sa2372.

[0243] Step Sa2371, when comparing Q in step Sa236 i <A i-1 When that happens, a value greater than Q is determined from the current EGR rate value array. i And closest to Q i A reference value, denoted as m, is inserted at the position preceding the reference value originally located at position m in the EGR rate value array, where Q is located. i Then, the reference value at position n+1 in the EGR rate value array is deleted to adjust the EGR rate value array; simultaneously, based on the interpolation algorithm, an interpolation value is inserted at the position preceding the reference duration at position m in each delay duration array. i The corresponding reference durations are used to shift the positions of the reference durations originally located at positions m to n in each delay duration array one position to the right. Then, the reference duration at position n+1 in each delay duration array is deleted to adjust each delay duration array. After the adjustment of the EGR rate value array and each delay duration array is completed, step Sa234 is executed again.

[0244] Step Sa2372, when comparing Q in step Sa236 i >A i-1When that happens, determine the value less than Q from the current EGR rate value array. i And closest to Q i A reference value, denoted as m, is inserted at the position following the reference value originally located at position m in the EGR rate value array, where Q is inserted. i Then, the reference value at position 1 in the EGR rate value array is deleted to adjust the EGR rate value array; simultaneously, based on the interpolation algorithm, an interpolation value is inserted at the position after the reference duration at position m in each delay duration array, corresponding to Q. i The corresponding reference duration is then deleted, and the reference duration at the first position in each delay duration array is removed to adjust each delay duration array. After the adjustment of the EGR rate value array and each delay duration array is completed, step Sa234 is executed again.

[0245] Step Sa238: Further adjust each delay duration array based on the current EGR rate value array and the preset transition coefficient.

[0246] In some embodiments, step Sa238 specifically includes: taking each delay duration array as a target delay duration array, and adjusting the target delay duration array according to the following steps:

[0247] Step Sa2381: Based on the reference values ​​in the EGR rate value array and the reference durations in the target delay duration array obtained after the preliminary adjustment process, determine the first feature value array and the second feature value array. The first feature value array includes n first feature values ​​arranged in sequence, and the second feature value array includes n second feature values ​​arranged in sequence. The i-th first feature value in the first feature value array is D. i1 and the i-th first eigenvalue D in the second eigenvalue array i2 Determined by the following formula:

[0248]

[0249]

[0250] This represents the i-th reference value in the EGR rate array obtained after the initial adjustment process. This represents the i-th reference duration in the target delay duration array obtained after the initial adjustment process;

[0251] Step Sa2382: Based on the first eigenvalue array, the second eigenvalue array, and the preset transition coefficient, further adjust the target delay duration array in the following manner:

[0252] Among them, the first reference duration C1 in the further adjusted target delay duration array:

[0253] C1=B1'

[0254] The second reference duration C2 in the further adjusted target delay duration array:

[0255] C2=max(B2',C1)

[0256] The reference durations from the 3rd to the nth in the further adjusted target delay duration array are determined based on the following formula:

[0257]

[0258] Where i∈[2,n-1], C i This represents the i-th reference duration in the further adjusted target delay duration array. and There are two preset transition coefficients and , max() represents the function that takes the largest value.

[0259] It should be noted that in this disclosure and The coefficients assigned to the first-order and second-order function characteristics, respectively. and These coefficients are determined based on pre-collected starting influence parameters that affect engine starting (these parameters can be determined by manually assigning initial values ​​and then adjusting them, or directly by manual input based on experience). Starting influence parameters may include engine speed. and cooling water temperature and atmospheric temperature wait.

[0260] Specifically, and The determination method involves assessing whether restarting the engine after a shutdown affects engine speed fluctuations during startup, and then calibrating and confirming the results based on the engine speed fluctuations during startup (performance indicators of engine speed fluctuations during startup). This is done under different atmospheric temperatures. and different cooling water temperatures Below, because the delay time is optimized and calibrated for different boosting operating states, the engine speed n affects the delay time. and The impact is relatively small. Through extensive data collection, fitting was performed for different atmospheric temperatures, different water temperatures, and different starting types (e.g., turbocharger inactive - low-speed start or turbocharger activated - high-speed start). and (For example, and You can initially set all values ​​to 1, and then determine whether to adjust them based on the increase in engine speed. and The calibration was performed by verifying the speed effect through data fitting and optimization. Engine speed effect: Specifically, during startup, the engine speed increase rate should not be less than 10 rpm / 10 ms before the motor (also known as the starter generator or IGS motor) disengages, and after the motor disengages (i.e., the motor torque request is within a fluctuation range of 0 Nm, e.g., ±3 Nm), the engine speed should not be lower than a preset value (e.g., 25 rpm / 10 ms) before reaching its maximum speed. If the speed does not meet these requirements, the corresponding speed should be increased appropriately. and Conversely, reduce appropriately. and The final result and It meets the speed control target after the next engine start.

[0261] Based on the above principles, an engine bench test system can be used to simulate and test the optimal transition coefficient combination (k1, k2) corresponding to different combinations of starting influence parameters (e.g., different combinations of engine speed, coolant temperature, and ambient temperature), and generate a corresponding table of starting influence parameter combinations and transition coefficient combinations. In step Sa2382, the current engine speed can be used as the basis for... and current cooling water temperature and current atmospheric temperature By querying the table corresponding to the starting influence parameter combination and the transition coefficient combination, the corresponding optimal transition coefficient combination, i.e., the current values ​​of k1 and k2, can be obtained.

[0262] The above step Sa2382 mainly involves debugging the prototype vehicle during the ET stage. The result of the debugging is that a large number of samples on the actual vehicle are arranged according to a normal distribution, that is, the data within the range of μ±3σ meet the drivability evaluation index when the engine starts again. The specific requirements vary depending on the model and all include engine starting performance index requirements.

[0263] Through the processing of steps Sa231 to Sa238 above, the EGR rate value array and delay duration array can be updated based on the actual vehicle operating conditions to obtain the actual vehicle delay database at the corresponding time.

[0264] Assume that the EGR rate value array obtained after step S238 is completed is [A1',A2',A3',A4',A5'], and the delay duration array corresponding to the exhaust length ratio of 0.01 is [C]. 11 C 12 C13 C 14 C 15 The delay duration array corresponding to a length ratio of 0.3 for exhaust gas is [C]. 21 C 22 C 23 C 24 C 25 The delay duration array corresponding to a length ratio of 0.5 for exhaust gas is [C]. 31 C 32 C 33 C 34 C 45 The delay duration array corresponding to a length ratio of 0.8 for exhaust gas is [C]. 41 C 42 C 43 C 44 C 45 The delay duration array corresponding to the exhaust length ratio of 1 is [C]. 51 C 52 C 53 C 54 C 55 Based on the above EGR rate value array and delay duration array, the actual vehicle delay database at each time point can be obtained.

[0265] Table 2. Data table of the real vehicle delay database

[0266]

[0267] The actual EGR rate value before shutdown and the length ratio of exhaust gas before shutdown can be obtained from the real vehicle delay database shown in Table 2 above by looking up the table and using linear interpolation, and the corresponding duration can be used as the basic delay duration.

[0268] The purpose of updating and optimizing using step Sa2 is as follows: In general, linear interpolation is performed based on the test result database shown in Table 1. However, the purpose of step Sa2 is to dynamically optimize the coordinate axis of the table, so that the interpolated duration is also dynamic. The coordinate axis is not fixed. It is adjusted according to the different positions of the current preset EGR rate values, so as to obtain the duration more accurately, rather than simple linear interpolation.

[0269] In some embodiments, the step S4 of obtaining the flow time of gas in the engine system from the throttle valve to the exhaust port of the engine cylinder as the second delay time includes:

[0270] Step S401: Obtain the flow time of gas in the engine system from the throttle valve to the intake port of the engine cylinder, as the first flow time.

[0271] The time it takes for gas to flow from the throttle valve to the intake port of the engine cylinder within the engine system is also called the "gas flow response time," which is a conventional technique in the field, and this disclosure does not limit it. For example, methods for obtaining the gas flow response time are described in patent applications with publication numbers CN111502846A and CN114738135A. In this disclosure, the flow time of gas from the throttle valve to the intake port of the engine cylinder, i.e., the first flow time, can be directly read at the required time using existing technical means.

[0272] Step S402: Obtain the flow time of gas from the intake port of the engine cylinder to the exhaust port of the engine cylinder, as the second flow time.

[0273] The time it takes for gas to flow from the intake port of the engine cylinder to the exhaust port is the same as the time it takes for the engine to rotate twice. During this time, each cylinder completes its exhaust stroke, ensuring that all exhaust gas flowing in from the intake port of the engine cylinder is discharged from the exhaust port.

[0274] Specifically, obtain the engine speed n' under the corresponding operating condition (the engine speed under the current operating condition). Or the engine speed at the target engine's highest thermal efficiency condition. (The duration of one engine revolution is determined by the operating conditions used during the shutdown delay phase), so the duration of the second flow is 1 / n', and the corresponding duration of the second flow is 2 / n'.

[0275] Step S403: Sum the first flow duration and the second flow duration to obtain the second delay duration.

[0276] By using the steps S401 to S403 above, the flow time of gas from the throttle valve to the exhaust port of the engine cylinder in the current engine system can be obtained.

[0277] Based on the same inventive concept, this disclosure also provides an engine system shutdown delay control method. Figure 5 A flowchart illustrating an engine system shutdown delay control method provided in this disclosure. Figure 5 As shown, the engine system shutdown delay control method includes:

[0278] BZ1, in response to the engine shutdown request command, determines the target operating condition and corresponding shutdown delay duration of the engine system during the shutdown delay phase based on the engine system shutdown delay determination method.

[0279] The target operating condition is either the current operating condition or the target engine's highest thermal efficiency operating condition. The method for obtaining the target operating condition and the corresponding shutdown delay duration during the shutdown delay phase can be found in the relevant content of the previous embodiments, and will not be repeated here.

[0280] BZ2 controls the EGR valve in the engine system to close and the mixing valve to open fully, and operates under the target operating condition for the specified shutdown delay duration.

[0281] BZ3: After the shutdown delay period ends, control the engine to shut down.

[0282] The technical solution disclosed herein can determine the basic delay time for discharging exhaust gas from the first pipeline located between the EGR valve and the throttle valve by acquiring the actual EGR rate value and the exhaust gas length ratio value before the engine system receives the engine stop request command. Based on the current operating conditions of the engine system and the preset target engine maximum thermal efficiency operating conditions, the basic delay time is updated to obtain the first delay time for discharging all exhaust gas from the first pipeline from the throttle valve under the target engine maximum thermal efficiency operating conditions, and the second delay time for the gas in the engine system to flow from the throttle valve to the exhaust port of the engine cylinder. When it is determined that the engine system operates under the target engine maximum thermal efficiency operating conditions during the stop delay phase, the first delay time and the second delay time are summed to obtain the stop delay time of the engine system under the target engine maximum thermal efficiency operating conditions. This facilitates the complete discharge of exhaust gas from the intake system and greatly reduces exhaust gas in the engine cylinders, thus effectively reducing the impact of exhaust gas on the next start-up performance.

[0283] In addition, when the engine system operates at its highest thermal efficiency during the shutdown delay phase, fuel consumption during the shutdown delay phase can be effectively reduced, ensuring fuel economy.

[0284] Based on the same inventive concept, this disclosure also provides an engine system shutdown delay determination system. Figure 6 This is a structural block diagram of an engine system shutdown delay determination system provided in an embodiment of this disclosure. (See diagram below.) Figure 6 As shown, the engine system shutdown delay determination system is configured to implement the engine system shutdown delay determination method provided in the previous embodiment. The engine system shutdown delay determination system includes: a first acquisition module, a second acquisition module, an update module, a third acquisition module, and a calculation module.

[0285] The first acquisition module is configured to, in response to an engine shutdown request command, acquire the actual EGR rate of the current engine system as the actual EGR rate value before shutdown, and acquire the exhaust gas length ratio in the first pipeline from the EGR valve to the throttle valve in the current engine system as the exhaust gas length ratio value before shutdown.

[0286] The second acquisition module is configured to obtain the time required to discharge all the exhaust gas in the first pipeline from the throttle valve based on the actual EGR rate value before shutdown, the exhaust gas length ratio value before shutdown, and the pre-acquired real vehicle delay database. This time is used as the basic delay duration. The real vehicle delay database records the reference duration for the engine system to use multiple different EGR rate values ​​to delay operation in order to discharge all the exhaust gas in the first pipeline from the throttle valve when the first pipeline corresponds to multiple different exhaust gas length ratio values.

[0287] The update module is configured to update the basic delay duration based on the current operating conditions of the engine system and the preset target engine maximum thermal efficiency operating conditions, so as to obtain the duration for the engine system to discharge all the exhaust gas in the first pipeline from the throttle valve under the target engine maximum thermal efficiency operating conditions, which is used as the first delay duration.

[0288] The third acquisition module is configured to acquire the flow time of gas in the engine system from the throttle valve to the exhaust port of the engine cylinder, as the second delay time.

[0289] The calculation module is configured to sum the first delay duration and the second delay duration when it is determined that the engine system is operating under the target engine's highest thermal efficiency condition during the shutdown delay phase, so as to obtain the shutdown delay duration of the engine system under the target engine's highest thermal efficiency condition.

[0290] In some embodiments, the calculation module is further configured to, when it is determined that the engine system is operating under the current condition during the shutdown delay phase, sum the basic delay duration and the second delay duration to obtain the shutdown delay duration for the engine system to maintain the current operating condition.

[0291] In some embodiments, the engine system shutdown delay determination system further includes a fourth acquisition module, which is used to acquire a real vehicle delay database.

[0292] In some embodiments, the engine system shutdown delay determination system further includes an operating condition determination module, which is used to determine whether the engine system adopts the current operating condition or the target engine's highest thermal efficiency operating condition during the shutdown delay phase, and can realize steps S3a to S3h.

[0293] For a detailed description of each of the above functional modules, please refer to the relevant content of the corresponding steps in the previous embodiments, which will not be repeated here.

[0294] Based on the same inventive concept, this disclosure also provides an engine system shutdown delay control system. Figure 7 This is a structural block diagram of an engine system shutdown delay control system provided in an embodiment of the present disclosure. Figure 7As shown, the engine system shutdown delay control system includes: an engine system shutdown delay determination system, a first control module, and a second control module.

[0295] Among them, the engine system shutdown delay determination system adopts the engine system shutdown delay determination system provided in the previous embodiment, and is configured to determine the target operating condition and the corresponding shutdown delay duration adopted by the engine system during the shutdown delay phase. The target operating condition is the current operating condition or the target engine's highest thermal efficiency operating condition.

[0296] The first control module is configured to close the EGR valve and fully open the mixing valve in the engine system, and to run the shutdown delay time under the target operating conditions.

[0297] The second control module is configured to control the engine to shut down after the shutdown delay period ends.

[0298] Based on the same inventive concept, this disclosure also provides a vehicle, including an engine system shutdown delay control system, wherein the engine system shutdown delay control system adopts the engine system shutdown delay control system provided in the preceding embodiments.

[0299] Based on the same inventive concept, embodiments of the present invention also provide an electronic device. Figure 8 This is a structural block diagram of an electronic device provided in an embodiment of the present invention. Figure 8 As shown, an embodiment of the present invention provides an electronic device including: one or more processors 101, a memory 102, and one or more I / O interfaces 103. The memory 102 stores one or more programs, which, when executed by the one or more processors, cause the one or more processors to implement any of the engine system shutdown delay determination methods or engine system shutdown delay control methods described in the above embodiments; the one or more I / O interfaces 103 are connected between the processor and the memory, configured to enable information interaction between the processor and the memory.

[0300] The processor 101 is a device with data processing capabilities, including but not limited to a central processing unit (CPU); the memory 102 is a device with data storage capabilities, including but not limited to random access memory (RAM, more specifically SDRAM, DDR, etc.), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), and flash memory (FLASH); the I / O interface (read / write interface) 103 is connected between the processor 101 and the memory 102, and can realize information interaction between the processor 101 and the memory 102, including but not limited to a data bus (Bus).

[0301] In some embodiments, the processor 101, memory 102, and I / O interface 103 are interconnected via bus 104, and thus connected to other components of the computing device.

[0302] In some embodiments, the one or more processors 101 include a field-programmable gate array.

[0303] This invention also provides a computer-readable medium. The computer-readable medium stores a computer program, which, when executed by a processor, implements the steps of any of the engine system shutdown delay determination methods or engine system shutdown delay control methods described in the above embodiments. The computer-readable storage medium may be a volatile or non-volatile computer-readable storage medium.

[0304] This invention also provides a computer program product, including computer-readable code, or a non-volatile computer-readable storage medium carrying computer-readable code. When the computer-readable code is run in the processor of an electronic device, the processor in the electronic device executes the above-described engine system shutdown delay determination method or engine system shutdown delay control method.

[0305] Those skilled in the art will understand that all or some of the steps, systems, and apparatuses disclosed above, and their functional modules / units, can be implemented as software, firmware, hardware, or suitable combinations thereof. In hardware implementations, the division between functional modules / units mentioned above does not necessarily correspond to the division of physical components; for example, a physical component may have multiple functions, or a function or step may be performed collaboratively by several physical components. Some or all physical components may be implemented as software executed by a processor, such as a central processing unit, digital signal processor, or microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit (ASIC). Such software can be distributed on a computer-readable storage medium, which may include computer storage media (or non-transitory media) and communication media (or transient media).

[0306] As is known to those skilled in the art, the term computer storage medium includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information, such as computer-readable program instructions, data structures, program modules, or other data. Computer storage media includes, but is not limited to, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), static random access memory (SRAM), flash memory or other memory technologies, portable compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical disc storage, magnetic cartridges, magnetic tape, disk storage or other magnetic storage devices, or any other medium that can be used to store desired information and is accessible to a computer. Furthermore, it is known to those skilled in the art that communication media typically contain computer-readable program instructions, data structures, program modules, or other data in modulated data signals such as carrier waves or other transmission mechanisms, and may include any information delivery medium.

[0307] The computer-readable program instructions described herein can be downloaded from computer-readable storage media to various computing / processing devices, or downloaded via a network, such as the Internet, local area network, wide area network, and / or wireless network, to an external computer or external storage device. The network may include copper transmission cables, fiber optic transmission, wireless transmission, routers, firewalls, switches, gateway computers, and / or edge servers. A network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards them to the computer-readable storage media in the respective computing / processing device.

[0308] The computer program instructions used to perform the operations of this invention may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-dependent instructions, microcode, firmware instructions, state setting data, or source code or object code written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Smalltalk, C++, etc., and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The computer-readable program instructions may be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving a remote computer, the remote computer may be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or may be connected to an external computer (e.g., via the Internet using an Internet service provider). In some embodiments, electronic circuitry, such as programmable logic circuitry, field-programmable gate arrays (FPGAs), or programmable logic arrays (PLAs), is personalized by utilizing state information from the computer-readable program instructions. This electronic circuitry can execute the computer-readable program instructions to implement various aspects of the invention.

[0309] The computer program product described herein can be implemented specifically through hardware, software, or a combination thereof. In one alternative embodiment, the computer program product is specifically embodied in a computer storage medium; in another alternative embodiment, the computer program product is specifically embodied in a software product, such as a software development kit (SDK), etc.

[0310] Various aspects of the present invention are described herein with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer-readable program instructions.

[0311] These computer-readable program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that, when executed by the processor of the computer or other programmable data processing apparatus, they create means for implementing the functions / actions specified in one or more blocks of the flowchart and / or block diagram. These computer-readable program instructions can also be stored in a computer-readable storage medium that causes a computer, programmable data processing apparatus, and / or other device to operate in a particular manner; thus, the computer-readable medium storing the instructions comprises an article of manufacture that includes instructions for implementing aspects of the functions / actions specified in one or more blocks of the flowchart and / or block diagram.

[0312] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device to cause a series of operational steps to be performed on the computer, other programmable data processing apparatus, or other device to produce a computer-implemented process, thereby causing the instructions executed on the computer, other programmable data processing apparatus, or other device to perform the functions / actions specified in one or more boxes of a flowchart and / or block diagram.

[0313] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of an instruction, which contains one or more executable instructions for implementing a specified logical function. In some alternative implementations, the functions marked in the blocks may occur in a different order than those shown in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, may be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0314] Example embodiments have been disclosed herein, and while specific terminology has been used, it is for illustrative purposes only and should be construed as such, and is not intended to be limiting. In some instances, it will be apparent to those skilled in the art that features, characteristics, and / or elements described in conjunction with particular embodiments may be used alone, or in combination with features, characteristics, and / or elements described in conjunction with other embodiments, unless otherwise expressly indicated. Therefore, those skilled in the art will understand that various changes in form and detail may be made without departing from the scope of the invention as set forth in the appended claims.

Claims

1. An engine system shutdown delay determination method wherein, The method comprises the following steps: in response to an engine shutdown request instruction, obtaining a value of an actual EGR rate of a current engine system as a pre-shutdown actual EGR rate value, and obtaining a value of an exhaust gas length ratio in a first pipeline from an EGR valve to a throttle valve in the current engine system as a pre-shutdown exhaust gas length ratio value; obtaining a time length for discharging all exhaust gas in the first pipeline from the throttle valve as a basic delay time length according to the pre-shutdown actual EGR rate value, the pre-shutdown exhaust gas length ratio value, and a pre-obtained real vehicle delay database, wherein the real vehicle delay database records reference time lengths for discharging all exhaust gas in the first pipeline from the throttle valve when the first pipeline corresponds to multiple different exhaust gas length ratio values respectively and the engine system adopts multiple different EGR rate values for delay work respectively; updating the basic delay time length according to a current working condition of the engine system and a preset target engine highest thermal efficiency working condition to obtain a time length for discharging all exhaust gas in the first pipeline from the throttle valve when the engine system is in the target engine highest thermal efficiency working condition as a first delay time length; obtaining a flow time length of gas flowing from the throttle valve to an exhaust port of an engine cylinder of the engine system as a second delay time length; when it is determined that the engine system works in the target engine highest thermal efficiency working condition in a shutdown delay stage, summing the first delay time length and the second delay time length to obtain a shutdown delay time length of the engine system in the target engine highest thermal efficiency working condition.

2. The engine system shutdown delay determination method of claim 1, wherein, Before the step of updating the basic delay time length according to the current working condition of the engine system and the preset target engine highest thermal efficiency working condition, the method further comprises the following steps: obtaining a current working condition of the engine system, wherein the current working condition comprises a current engine speed, a current engine fresh air intake density, and a current throttle opening degree of the engine system; obtaining a set of alternative engine highest thermal efficiency working conditions of the engine system, wherein the set of alternative engine highest thermal efficiency working conditions records at least one alternative engine highest thermal efficiency working condition, and the alternative engine highest thermal efficiency working condition comprises a reference engine speed, a reference engine fresh air intake density, and a reference throttle opening degree; eliminating an alternative engine highest thermal efficiency working condition from the set of alternative engine highest thermal efficiency working conditions when the alternative engine highest thermal efficiency working condition satisfies at least one of the following two conditions: condition one: an absolute value of a difference between the reference engine speed and the current engine speed is greater than a preset speed difference threshold value; condition two: an absolute value of a difference between the reference engine fresh air intake density and the current engine fresh air intake density is greater than a preset intake density difference threshold value; when the set of alternative engine highest thermal efficiency working conditions after the elimination processing is not empty, selecting one alternative engine highest thermal efficiency working condition with a minimum absolute value of a difference between the reference throttle opening degree and the current throttle opening degree from the set of alternative engine highest thermal efficiency working conditions as the target engine highest thermal efficiency working condition. After the target engine maximum thermal efficiency operating condition is selected, the step of updating the base delay time length according to the current operating condition of the engine system and the preset target engine maximum thermal efficiency operating condition is performed.

3. The engine system shutdown delay determination method of claim 2, wherein, The step of selecting, from the set of alternative engine maximum thermal efficiency operating conditions, one alternative engine maximum thermal efficiency operating condition with the smallest absolute value of the difference between the reference throttle opening and the current throttle opening as the target engine maximum thermal efficiency operating condition comprises: When the number of alternative engine maximum thermal efficiency operating conditions with the smallest absolute value of the difference between the reference throttle opening and the current throttle opening in the set of alternative engine maximum thermal efficiency operating conditions is one, the alternative engine maximum thermal efficiency operating condition with the smallest absolute value of the difference between the reference throttle opening and the current throttle opening is selected as the target engine maximum thermal efficiency operating condition; When the number of alternative engine maximum thermal efficiency operating conditions with the smallest absolute value of the difference between the reference throttle opening and the current throttle opening in the set of alternative engine maximum thermal efficiency operating conditions is more than one, one alternative engine maximum thermal efficiency operating condition with the smallest absolute value of the difference between the reference engine fresh air intake density and the current engine fresh air intake density is selected from the alternative engine maximum thermal efficiency operating conditions with the smallest absolute value of the difference between the reference throttle opening and the current throttle opening as the target engine maximum thermal efficiency operating condition.

4. The engine system shutdown delay determination method of claim 2, wherein, When the set of alternative engine maximum thermal efficiency operating conditions after the elimination processing is empty, it is detected that there is no target engine maximum thermal efficiency operating condition, and it is determined that the engine system maintains the current operating condition in the shutdown delay phase; After the step of obtaining the flow time length of the gas in the engine system from the throttle to the exhaust port of the engine cylinder as the second delay time length, the method further comprises: When it is determined that the engine system maintains the current operating condition in the shutdown delay phase, the base delay time length and the second delay time length are summed to obtain the shutdown delay time length of the engine system in maintaining the current operating condition.

5. The engine system shutdown delay determination method of claim 2, wherein, The current operating condition further comprises a current throttle inlet pressure and a current throttle outlet pressure. The target engine maximum thermal efficiency operating condition further comprises a reference throttle inlet pressure and a reference throttle outlet pressure. The step of updating the base delay time length according to the current operating condition of the engine system and the preset target engine maximum thermal efficiency operating condition to obtain the time length of discharging all the exhaust gas in the first pipeline from the throttle when the engine system is in the target engine maximum thermal efficiency operating condition as the first delay time length comprises: The first delay time length is determined based on the following formula: ； wherein is the first delay duration, is the base delay duration, is the current engine speed, is the current engine fresh air intake density, is the current throttle opening, is the current throttle inlet pressure, is the current throttle outlet pressure, is the reference engine speed in the target engine highest thermal efficiency operating condition, is the reference engine fresh air intake density in the target engine highest thermal efficiency operating condition, is the reference throttle opening in the target engine highest thermal efficiency operating condition, is the reference throttle inlet pressure in the target engine highest thermal efficiency operating condition, is the reference throttle outlet pressure in the target engine highest thermal efficiency operating condition. for the difference between the intake and exhaust pressures of the throttle valve and the difference in throttle opening two parameters to the first preset calibration corresponding relationship table to obtain the first adjustment coefficient; for the difference in engine speed and the difference in engine fresh air intake density the second adjustment coefficient obtained by looking up the second preset calibration corresponding relationship table according to the two parameters.

6. The engine system shutdown delay determination method of claim 2, wherein, After the step of updating the base delay time length according to the current operating condition of the engine system and the preset target engine maximum thermal efficiency operating condition to obtain the time length of discharging all the exhaust gas in the first pipeline from the throttle when the engine system is in the target engine maximum thermal efficiency operating condition as the first delay time length, the method further comprises: determining whether the ratio of the first delay time length to the base delay time length is greater than a preset ratio threshold value; When it is judged that the ratio of the first delay duration to the basic delay duration is less than or equal to the preset ratio threshold, it is determined that the engine system works in the target engine highest thermal efficiency working condition in the shutdown delay stage; When it is judged that the ratio of the first delay duration to the basic delay duration is greater than the preset ratio threshold, it is determined that the engine system maintains the current working condition in the shutdown delay stage; After the step of obtaining the flow duration of the gas in the engine system from the throttle valve to the exhaust port of the engine cylinder as the second delay duration, the method further comprises: When it is determined that the engine system maintains the current working condition in the shutdown delay stage, the basic delay duration and the second delay duration are summed to obtain the shutdown delay duration of the engine system in the current working condition.

7. The engine system shutdown delay determination method according to any one of claims 1 to 6, wherein, Further comprising: Obtaining an actual vehicle delay database, specifically comprising: Obtaining a test result database, wherein the test result database records the test duration of the engine system working in the EGR rate initial setting value corresponding to the first pipeline under a plurality of different preset exhaust gas length ratios, on the basis of setting the EGR valve closed and the mixing valve fully open in the engine system, by using the engine bench test system; During the actual vehicle running process, the value results of a plurality of different preset category EGR rates of the engine system are obtained in real time according to a preset sampling rule, and the test result database is updated according to the value results corresponding to each sampling time, to obtain the actual vehicle delay database.

8. The engine system shutdown delay determination method of claim 7, wherein, During the actual vehicle running process, the value results of a plurality of different preset category EGR rates of the engine system are obtained in real time according to a preset sampling rule, and the test result database is updated according to the value results corresponding to each sampling time, to obtain the actual vehicle delay database. According to the order from small to large of the corresponding EGR rate initial setting value, all the preset category EGR rates are sorted to obtain a preset category EGR rate sorting sequence, and an EGR rate value array corresponding to the preset category EGR rate sorting sequence is initialized, wherein the EGR rate value array records the reference value corresponding to each preset category EGR rate according to the preset category EGR rate sorting sequence, and the reference value corresponding to each preset category EGR rate is the corresponding EGR rate initial setting value when the EGR rate value array is initialized; According to the test result database, a plurality of delay time length arrays corresponding to a plurality of different preset exhaust gas length proportions are initialized, wherein the delay time length arrays record reference time lengths of discharging all exhaust gas in the first pipeline from the throttle valve by delaying the operation of the engine system under the corresponding preset exhaust gas length proportion and using reference values of each preset category EGR rate, and each reference time length corresponding to each preset category EGR rate is recorded in the delay time length array according to the preset category EGR rate sorting sequence, and the reference time length corresponding to each preset category EGR rate in the initialization of the delay time length array is the corresponding test time length recorded in the test result database; In the process of running the real vehicle, in response to reaching the collection time, the current values of each preset category EGR rate at the corresponding time are obtained, each current value of each preset category EGR rate is compared with the EGR rate value array, and the EGR rate value array and the delay time length array are updated according to the comparison result to obtain a real vehicle delay database at the corresponding time.

9. The engine system shutdown delay determination method of claim 8, wherein, The number of preset category EGR rates in the preset category EGR rate sorting sequence is n; The number of reference values in the EGR rate value array is n, and the i th reference value A in the EGR rate value array corresponds to the i th preset category EGR rate in the preset category EGR rate sorting sequence. i The i th reference value A in the EGR rate value array corresponds to the i th preset category EGR rate in the preset category EGR rate sorting sequence. The number of reference time lengths in each of the delay time length arrays is n, and the i th reference time length B in the delay time length array is i corresponds to the i th preset category EGR rate in the preset category EGR rate sorting sequence. i∈[1,n] and is a positive integer; In response to reaching the collection time, the current values of each preset category EGR rate at the corresponding time are obtained, each current value of each preset category EGR rate is compared with the EGR rate value array, and the EGR rate value array and the delay time length array are updated according to the comparison result to obtain a real vehicle delay database at the corresponding time. In response to reaching the collection time, a corresponding preset EGR rate lower end point value A0 and a preset EGR rate upper end point value A are configured for the current EGR rate value array n+1 , and a corresponding preset time length lower end point value B0 and a preset time length upper end point value B are respectively configured for the current each time length array n+1 ; obtaining a current value of each preset category EGR rate at the corresponding moment, wherein the current value of the i-th preset category EGR rate is denoted as Q i ; Initialize i=1; According to the current EGR rate value array, the i-th preset category EGR rate currently corresponds to the value reference range [A i-1 ,A i+1 ]. The current value Q of the i-th preset category EGR rate i is compared with the corresponding value comparison range [A i-1 , i+1 ] If Q i ∈ [A i-1 ,A i+1 ], the EGR rate value array and each delay time length array are not adjusted, and further comparison is made between i and n. If it is compared that i < n, then the i is executed with 1 processing, and the step of determining the value corresponding to the i th preset category EGR rate according to the current EGR rate value array is executed again. The value corresponding to the i th preset category EGR rate is determined in the range [A i-1 ,A i+1 ]. If i=n is compared, it indicates that the preliminary adjustment process is completed, and each delay time length array is further adjusted according to the current EGR rate value array and a preset transition coefficient; If Q i [A i-1 ,A i+1 ] is obtained, the EGR rate value array is adjusted according to Q i , and each of the delay time length arrays is correspondingly adjusted according to the adjustment of the EGR rate value array, until Q i can be located within the value range [A i-1 ,A i+1 ] corresponding to the i-th preset category EGR rate determined by the adjusted EGR rate value array.

10. The engine system shutdown delay determination method of claim 9, wherein, According to Q i adjust the EGR rate value array, and correspondingly adjust each of the delay time length arrays according to the adjustment of the EGR rate value array, until Q i The step of being able to be located in the value reference range [A i-1 ,A i+1 ] corresponding to the EGR rate of the i-th preset category determined by the adjusted EGR rate value array includes: If Q i is compared with A i-1 , then a reference value greater than Q i and closest to Q i is determined from the current EGR rate value array, and the bit position of the reference value is recorded as m, and Q i is inserted at the position before the original mth position of the reference value in the EGR rate value array, and the reference value at the n+1th position of the EGR rate value array is deleted, so as to adjust the EGR rate value array; meanwhile, based on the interpolation algorithm, a reference duration corresponding to Q i is inserted at the position before the reference duration at the mth position of each delay duration array, so that the positions of the reference durations originally at the mth to n th positions of each delay duration array are all shifted by one bit, and the reference duration at the n+1th position of each delay duration array is deleted, so as to adjust each delay duration array; after the adjustment of the EGR rate value array and each delay duration array is completed, the step of determining the value reference range [A i-1 , A i+1 ] corresponding to the i th preset category EGR rate according to the current EGR rate value array is executed again. If we compare Q i >A i-1 Then, from the current EGR rate value array, determine the value less than Q. i And closest to Q i A reference value, denoted as m, is inserted at the position following the reference value originally located at position m in the EGR rate value array, where Q is inserted. i Then, the reference value at the first position in the EGR rate value array is deleted to adjust the EGR rate value array; simultaneously, based on the interpolation algorithm, an interpolation value is inserted at the position after the reference duration at the m-th position in each of the delay duration arrays, interpolating the value with respect to Q. i The corresponding reference duration is then deleted, and the reference duration at the first position in each of the delay duration arrays is adjusted. After adjusting the EGR rate value array and each of the delay duration arrays, the value comparison range corresponding to the current preset category EGR rate is determined again based on the current EGR rate value array. i-1 A i+1 The steps are as follows.

11. The engine system shutdown delay determination method of claim 9, wherein, The step of further adjusting each delay time length array according to the current EGR rate value array and a preset transition coefficient includes: Each delay time length array is taken as a target delay time length array, and the target delay time length array is adjusted according to the following steps: According to each reference value in the EGR rate value array obtained after the preliminary adjustment process ends and each reference time length in the target time length array, a first characteristic value array and a second characteristic value array are determined, wherein the first characteristic value array includes n first characteristic values arranged in sequence, and the second characteristic value array includes n second characteristic values arranged in sequence, wherein the i th first characteristic value D i1 and the i th second characteristic value D i2 is determined by the following formula: ； ； represents the i-th reference value in the EGR rate value array obtained after the preliminary adjustment process ends, represents the i-th reference duration in the target delay duration array obtained after the preliminary adjustment process ends, The target delay time length array is further adjusted according to the first characteristic value array, the second characteristic value array, and the preset transition coefficient by the following method: The first reference time length C1 in the further adjusted target delay time length array: C1=B1’ The second reference time length C2 in the further adjusted target delay time length array: C2=max(B2’,C1) The third to n-th reference time lengths in the further adjusted target delay time length array are determined based on the following formula: ； wherein i∈[2,n-1], C i denotes the i th reference duration in the further adjusted target duration array, and are 2 preset transition coefficients and 、 max() denotes a max function.

12. The engine system shutdown delay determination method of claim 7, wherein, The plurality of different preset category EGR rates include: a minimum EGR rate, an actual EGR rate, a target EGR rate, a corrected EGR rate, and a maximum EGR rate.

13. An engine system shutdown delay control method wherein, It includes: In response to an engine shutdown request instruction, the engine system shutdown delay determination method according to any one of claims 1 to 12 is used to determine the target working condition and the corresponding shutdown delay time length of the engine system in the shutdown delay stage, and the target working condition is the current working condition or the target engine highest thermal efficiency working condition; controlling the EGR valve to be closed, the mixing valve to be fully opened, and operating the engine system in the target working condition for the length of the shutdown delay time; controlling the engine to be shut down after the length of the shutdown delay time ends.

14. An engine system shutdown delay determination system wherein, The engine system shutdown delay determination system is configured to implement the engine system shutdown delay determination method according to any one of claims 1 to 12, and comprises: a first acquisition module configured to, in response to an engine shutdown request instruction, acquire a value of an actual EGR rate of a current engine system as a pre-shutdown actual EGR rate value, and acquire a value of a length proportion of exhaust gas in a first pipeline from the EGR valve to the throttle valve in the current engine system as a pre-shutdown length proportion of exhaust gas value; a second acquisition module configured to, according to the pre-shutdown actual EGR rate value, the pre-shutdown length proportion of exhaust gas value, and a pre-acquired real vehicle delay database, acquire a length of time for discharging all exhaust gas in the first pipeline from the throttle valve as a basic delay time, wherein the real vehicle delay database records reference times for discharging all exhaust gas in the first pipeline from the throttle valve when the engine system works in multiple different EGR rate values respectively under conditions that the first pipeline respectively corresponds to multiple different length proportions of exhaust gas; an updating module configured to, according to a current working condition of the engine system and a preset target engine highest thermal efficiency working condition, update the basic delay time to obtain a length of time for discharging all exhaust gas in the first pipeline from the throttle valve when the engine system works in the target engine highest thermal efficiency working condition as a first delay time; a third acquisition module configured to acquire a length of time for gas in the engine system to flow from the throttle valve to an exhaust port of an engine cylinder as a second delay time; a calculation module configured to, when it is determined that the engine system works in the target engine highest thermal efficiency working condition in the shutdown delay stage, sum the first delay time and the second delay time to obtain a length of time for the engine system to work in the target engine highest thermal efficiency working condition as a shutdown delay time.

15. An engine system shutdown delay control system, wherein, comprise: an engine system shutdown delay determination system configured to determine a target working condition and a corresponding shutdown delay time for the engine system to work in the shutdown delay stage, the target working condition being a current working condition or a target engine highest thermal efficiency working condition, according to the engine system shutdown delay determination system of claim 12; a first control module configured to control the EGR valve to be closed, the mixing valve to be fully opened, and operate the engine system in the target working condition for the length of the shutdown delay time; a second control module configured to control the engine to be shut down after the length of the shutdown delay time ends.

16. A vehicle, wherein, comprise: the engine system shutdown delay control system of claim 12.

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