Control method and device for a gaseous engine, gaseous engine

Abstract

The application discloses a control method and device of a gas engine and the gas engine. The method comprises the following steps: acquiring an actual demand charge of the gas engine; when it is determined that the actual demand charge reaches a minimum demand charge, or the oil supply time length of the gas engine from the oil-off state to the oil supply exceeds a preset time length, supplying oil to the gas engine, and increasing the actual demand charge from the minimum demand charge to a throttle pedal demand charge corresponding to a throttle pedal of a target vehicle in a linear mode, so as to adjust the opening degree of the throttle valve of the gas engine, wherein the gas engine is arranged on the target vehicle. The application solves the technical problem that in the related art, when the gas engine is in a Tip in working condition, the power transmission system cannot be effectively inhibited from shaking caused by the sudden increase of the torque, the engine speed is prone to unstable fluctuation, and the whole power transmission system is prone to shaking.

Description

Technical Field

[0001] This invention relates to the field of internal combustion engine control technology, and more specifically, to a control method and device for a gas engine, and a gas engine. Background Technology

[0002] Existing gas engines still present performance challenges under certain operating conditions, especially when a vehicle suddenly accelerates from a coasting state, i.e., during a "tip-in" situation (a transient situation where the driver suddenly and quickly depresses the accelerator pedal when the vehicle is not accelerating (such as coasting, idling, or decelerating in gear), causing the engine to rapidly transition from a low-load / fuel-cut state to a high-load acceleration state). In this situation, the engine needs to respond quickly to the driver's acceleration demand, which typically leads to a rapid increase in engine output torque. This abrupt change in torque can easily cause unstable fluctuations in engine speed for gas engines, resulting in vibrations throughout the powertrain system and severely impacting driving experience and ride comfort.

[0003] Currently, most gas engine control systems, when handling "tip-in" conditions, primarily respond to torque demands by directly controlling the throttle opening based on the driver's accelerator pedal input, quickly restoring fuel supply, and adjusting the ignition timing. While this control strategy can rapidly increase engine power, it fails to effectively suppress the instantaneous torque surge, especially when restoring fuel supply from a fuel-cutoff state. This instantaneous torque increase not only affects driving comfort but may also adversely impact the lifespan of the engine and transmission system.

[0004] There is currently no effective solution to the above problems. Summary of the Invention

[0005] This invention provides a control method and device for a gas engine, as well as a gas engine, to at least solve the technical problem in the related art that when a gas engine is in Tip-in mode, it cannot effectively suppress the vibration of the power transmission system caused by a sudden increase in torque, which easily causes unstable fluctuations in engine speed, and thus leads to vibration of the entire power transmission system.

[0006] According to one aspect of the present invention, a control method for a gas engine is provided, comprising: when the gas engine is detected to be in a fuel cut-off and resuming fuel supply state, acquiring the actual required charge quantity of the gas engine, wherein the fuel cut-off and resuming fuel supply state is the state in which the gas engine transitions from a fuel cut-off state to a state of resuming fuel supply; when it is determined that the actual required charge quantity has not reached the minimum required charge quantity, or the fuel supply time of the gas engine resuming fuel supply from the fuel cut-off state does not exceed a preset time, delaying the fuel supply to the gas engine; when it is determined that the actual required charge quantity has reached the minimum required charge quantity, or the fuel supply time of the gas engine resuming fuel supply from the fuel cut-off state exceeds the preset time, supplying fuel to the gas engine, and linearly increasing the actual required charge quantity from the minimum required charge quantity to the throttle pedal required charge quantity corresponding to the throttle pedal of the target vehicle, thereby adjusting the throttle opening of the gas engine, wherein the gas engine is installed in the target vehicle.

[0007] Optionally, detecting that the gas engine is in a fuel cut-off and fuel supply recovery state includes: acquiring the state value of the fuel cut-off state variable of the gas engine; and determining that the gas engine is in the fuel cut-off and fuel supply recovery state when the state value changes from a first state value to a second state value, wherein the first state value represents the fuel cut-off state and the second state value represents the fuel supply state.

[0008] Optionally, obtaining the actual required charge of the gas engine includes: obtaining the current opening of the accelerator pedal; and calculating the actual required charge based on the current opening of the accelerator pedal.

[0009] Optionally, determining that the actual demand fill amount reaches the minimum demand fill amount includes: obtaining the fill amount difference between the actual demand fill amount and the minimum demand fill amount; when the fill amount difference is greater than a set fill amount value, adjusting the actual demand fill amount until the actual demand fill amount reaches the minimum demand fill amount.

[0010] Optionally, supplying fuel to the gas engine includes: adjusting the demand charge when the fuel supply resumption time arrives, until the actual demand charge reaches the minimum demand charge, or supplying fuel to the gas engine when the fuel supply time for the gas engine to resume fuel supply from the fuel cut-off state exceeds the preset time.

[0011] Optionally, the control method further includes: when the gas engine is detected to be in the fuel cut-off and fuel supply recovery state, acquiring the intake manifold pressure value of the gas engine's intake manifold; and when the intake manifold pressure value exceeds the intake manifold pressure set value, performing an operation to retard the ignition angle.

[0012] Optionally, performing the ignition angle delay operation includes: reading the current ignition angle of the gas engine; determining the intake manifold pressure difference between the intake manifold pressure value and the intake manifold pressure set value; calculating the ignition angle delay amount based on the intake manifold pressure difference and the current speed of the gas engine; and performing the ignition angle delay operation according to the ignition angle delay amount.

[0013] Optionally, performing a delayed ignition angle operation includes: determining a calibration time and a calibration slope, wherein the calibration time is the time required for the gas engine to recover from the adjusted ignition angle to the original set ignition angle, and the calibration slope is the angle that the ignition angle changes within units during the recovery process; when it is determined that the ignition angle needs to be recovered, adjusting the ignition timing of the gas engine according to the calibration time and the calibration slope, so that the ignition angle recovers from the adjusted state to the original set ignition angle.

[0014] According to one aspect of the present invention, a control device for a gas engine is provided, comprising: a first acquisition unit, configured to acquire the actual required charge quantity of the gas engine when the gas engine is detected to be in a fuel cut-off and fuel supply recovery state, wherein the fuel cut-off and fuel supply recovery state is a state in which the gas engine transitions from a fuel cut-off state to a state of resuming fuel supply; a first processing unit, configured to delay fuel supply to the gas engine when it is determined that the actual required charge quantity has not reached the minimum required charge quantity, or the fuel supply time of the gas engine resuming fuel supply from the fuel cut-off state does not exceed a preset time; and a second processing unit, configured to supply fuel to the gas engine when it is determined that the actual required charge quantity has reached the minimum required charge quantity, or the fuel supply time of the gas engine resuming fuel supply from the fuel cut-off state exceeds the preset time, and to linearly increase the actual required charge quantity from the minimum required charge quantity to the throttle pedal required charge quantity corresponding to the throttle pedal of the target vehicle, thereby adjusting the throttle opening of the gas engine, wherein the gas engine is installed in the target vehicle.

[0015] Optionally, the first acquisition unit includes: a first acquisition module, configured to acquire the state value of the fuel cut-off state variable of the gas engine; and a first determination module, configured to determine that the gas engine is in the fuel cut-off recovery state when the state value changes from a first state value to a second state value, wherein the first state value represents the fuel cut-off state and the second state value represents the fuel supply state.

[0016] Optionally, the first acquisition unit includes: a second acquisition module for acquiring the current opening of the accelerator pedal; and a third acquisition module for calculating the actual required charge amount based on the current opening of the accelerator pedal.

[0017] Optionally, the second processing unit includes: a fourth acquisition module, used to acquire the difference between the actual required filling amount and the minimum required filling amount; and a first adjustment module, used to adjust the actual required filling amount when the filling amount difference is greater than a set filling amount value, until the actual required filling amount reaches the minimum required filling amount.

[0018] Optionally, the second processing unit includes: a first processing module, configured to adjust the demand charge when the time for resuming fuel supply arrives, until the actual demand charge reaches the minimum demand charge, or to supply fuel to the gas engine when the fuel supply time for the gas engine to resume fuel supply from the fuel cut-off state exceeds the preset time.

[0019] Optionally, the control device further includes: a second acquisition unit, configured to acquire the intake manifold pressure value of the gas engine intake manifold when the gas engine is detected to be in the fuel cut-off and fuel supply recovery state; and an execution unit, configured to perform an operation to retard the ignition angle when the intake manifold pressure value exceeds the intake manifold pressure set value.

[0020] Optionally, the execution unit includes: a reading module for reading the current ignition angle of the gas engine; a first determining module for determining the intake manifold pressure difference between the intake manifold pressure value and the intake manifold pressure set value; a calculation module for calculating the ignition angle retardation amount based on the intake manifold pressure difference and the current speed of the gas engine; and an execution module for performing the ignition angle retardation operation according to the ignition angle retardation amount.

[0021] Optionally, the execution unit includes: a second determining module, configured to determine the calibration time and calibration slope, wherein the calibration time is the time required for the gas engine to recover from the adjusted ignition angle to the original set ignition angle, and the calibration slope is the angle that the ignition angle changes within units during the recovery process; and a second adjusting module, configured to adjust the ignition timing of the gas engine according to the calibration time and the calibration slope when it is determined that the ignition angle needs to be recovered, so that the ignition angle recovers from the adjusted state to the original set point.

[0022] According to one aspect of the present invention, a gas engine is provided, the gas engine using the control method of the gas engine described in any one of the above embodiments.

[0023] According to one aspect of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium including a stored program, wherein the program, when executed by a processor, performs the control method of the gas engine described in any one of the above embodiments.

[0024] According to one aspect of the present invention, a processor is provided for running a program, wherein the program executes the control method of the gas engine described in any one of the above embodiments.

[0025] According to one aspect of the present invention, a computer program product is provided, including computer instructions that, when executed by a processor, perform the control method for a gas engine as described above.

[0026] In this embodiment of the invention, when the gas engine is detected to be in a fuel cut-off and resuming fuel supply state, the actual required charge amount of the gas engine is obtained. The fuel cut-off and resuming fuel supply state refers to the gas engine transitioning from a fuel cut-off state to a state where fuel supply has resumed. If it is determined that the actual required charge amount has not reached the minimum required charge amount, or the fuel supply time of the gas engine resuming fuel supply from the fuel cut-off state does not exceed a preset time, fuel supply to the gas engine is delayed. If it is determined that the actual required charge amount has reached the minimum required charge amount, or the fuel supply time of the gas engine resuming fuel supply from the fuel cut-off state exceeds the preset time, fuel is supplied to the gas engine, and the actual required charge amount is linearly increased from the minimum required charge amount to the throttle pedal required charge amount corresponding to the throttle pedal of the target vehicle, thereby adjusting the throttle opening of the gas engine. The gas engine is located in the target vehicle. The above technical solution achieves the following: when the gas engine is detected to be in a state of fuel cut-off and fuel supply restoration, the required charge of the gas engine is first reduced to a minimum to reduce the intake air volume. Then, the required charge is switched to the required charge from the throttle at a certain slope to achieve a smooth transition of charge. This results in a smooth torque transition, reduced vehicle vibration, improved driving comfort, and optimized combustion efficiency. In turn, it solves the technical problem in related technologies where the gas engine is in Tip-in mode and cannot effectively suppress the vibration of the power transmission system caused by the sudden increase in torque, which easily leads to unstable fluctuations in engine speed and thus vibration of the entire power transmission system. Attached Figure Description

[0027] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0028] Figure 1 This is a hardware structure block diagram of a mobile terminal for a gas engine control method according to an embodiment of the present invention.

[0029] Figure 2 This is a flowchart of a control method for a gas engine according to an embodiment of the present invention;

[0030] Figure 3This is a flowchart of an optional gas engine control method according to an embodiment of the present invention;

[0031] Figure 4 This is a schematic diagram of throttle control according to an embodiment of the present invention;

[0032] Figure 5 This is a flowchart of an optional throttle control according to an embodiment of the present invention;

[0033] Figure 6 This is a schematic diagram illustrating the change of time with demand filling volume according to an embodiment of the present invention;

[0034] Figure 7 This is a schematic diagram illustrating the optional time variation with demand filling volume according to an embodiment of the present invention;

[0035] Figure 8 This is a schematic diagram of ignition angle control according to an embodiment of the present invention;

[0036] Figure 9 This is a schematic diagram of the control device for a gas engine according to an embodiment of the present invention.

[0037] The above figures include the following reference numerals:

[0038] 102. Processor; 104. Memory; 106. Transmission device; 108. Input / output device. Detailed Implementation

[0039] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0040] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0041] As described in the background section, in related technologies, when a gas engine is in tip-in mode, it cannot effectively suppress the vibration of the power transmission system caused by a sudden increase in torque, which easily leads to unstable fluctuations in engine speed, resulting in vibration in the entire power transmission system. In embodiments of the present invention, a control method and apparatus for a gas engine, a gas engine, a computer-readable storage medium, a processor, and a computer program product are provided.

[0042] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention.

[0043] The methods and embodiments provided in this invention can be executed on a mobile terminal, a computer terminal, or a similar computing device. Taking running on a mobile terminal as an example, Figure 1 This is a hardware structure block diagram of a mobile terminal for a gas engine control method according to an embodiment of the present invention. Figure 1 As shown, a mobile terminal may include one or more ( Figure 1 Only one is shown in the diagram. A processor 102 (which may include, but is not limited to, a microprocessor MCU or a programmable logic device FPGA, etc.) and a memory 104 for storing data are also shown. The mobile terminal may further include a transmission device 106 for communication functions and an input / output device 108. Those skilled in the art will understand that... Figure 1 The structure shown is for illustrative purposes only and does not limit the structure of the mobile terminal described above. For example, the mobile terminal may also include components that are more... Figure 1 The more or fewer components shown, or having the same Figure 1 The different configurations shown.

[0044] The memory 104 can be used to store computer programs, such as application software programs and modules, like the computer program corresponding to the gas engine control method in this embodiment of the invention. The processor 102 executes various functional applications and data processing by running the computer program stored in the memory 104, thereby implementing the above-described method. The memory 104 may include high-speed random access memory and non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory 104 may further include memory remotely located relative to the processor 102, and these remote memories can be connected to the mobile terminal via a network. Examples of the aforementioned networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof. The transmission device 106 is used to receive or send data via a network. Specific examples of the aforementioned networks may include wireless networks provided by the mobile terminal's communication provider. In one example, the transmission device 106 includes a network interface controller (NIC), which can be connected to other network devices via a base station to communicate with the Internet. In one example, the transmission device 106 may be a radio frequency (RF) module, which is used to communicate with the Internet wirelessly.

[0045] Example 1

[0046] According to an embodiment of the present invention, a method embodiment for controlling a gas engine is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0047] Figure 2 This is a flowchart of a gas engine control method according to an embodiment of the present invention, such as... Figure 2 As shown, the method includes the following steps:

[0048] Step S202: When it is detected that the gas engine is in the state of fuel cut-off and fuel supply restoration, the actual required charge of the gas engine is obtained. The state of fuel cut-off and fuel supply restoration is the state of the gas engine transitioning from fuel cut-off to resuming fuel supply.

[0049] Optionally, the above-mentioned fuel cut-off and fuel supply restoration state, i.e., the Tip-in condition in the context, is when the driver does not press the accelerator and the vehicle is in a coasting state in neutral gear, and suddenly presses the accelerator, causing the engine torque to rise rapidly.

[0050] Optionally, in this embodiment of the invention, the required charge amount refers to the amount of air or air-fuel mixture that the ECU (engine control unit) calculates to enter the cylinder under a certain operating condition, based on the driver's intention (such as the opening of the accelerator pedal) and the engine's operating status.

[0051] In this embodiment, the engine ECU (Electronic Control Unit) continuously monitors the driver's accelerator pedal movements and the engine's current operating status. Once it detects that the vehicle is suddenly accelerating from a fuel-cut-off state (such as while coasting in gear), it enters Tip-in mode, and the system responds immediately. After confirming entry into Tip-in mode, the system obtains the current accelerator pedal position information and calculates the corresponding actual required charge, i.e., the engine's expected intake air volume.

[0052] When a gas engine encounters a sudden acceleration (tip-in) and needs to switch from fuel cut-off to fuel supply, this method first reduces the required charge volume to a minimum to control the intake air volume and prevent a sudden surge in torque. Subsequently, after meeting specific conditions (such as the actual charge volume being close to the minimum or waiting for a period of time), the required charge volume increases steadily and gradually returns to the charge volume level indicated by the accelerator pedal, ensuring a smooth transition in torque and speed.

[0053] By implementing this control method, the gas engine can effectively suppress the instantaneous surge of torque during sudden acceleration (Tip-in condition) after fuel cut-off, avoiding drastic fluctuations in engine speed. This significantly reduces the jerking and vibration during vehicle acceleration, greatly improving driving smoothness and comfort. At the same time, it ensures stable engine operation, extends its service life, and optimizes the overall driving experience and engine performance.

[0054] Step S204: When it is determined that the actual required charge amount has not reached the minimum required charge amount, or the fuel supply time of the gas engine from the fuel cut-off state to resume fuel supply does not exceed the preset time, the fuel supply of the gas engine is delayed.

[0055] Optionally, the aforementioned minimum charge requirement refers to a charge threshold set by the control system when the gas engine resumes fuel supply from a fuel-cut state. Any charge requirement below this value will be considered too low to support normal engine operation or a smooth transition to a higher charge level. In other words, the minimum charge required for combustion in the current state is primarily based on engine speed calibration, while also being corrected for altitude and temperature.

[0056] Optionally, the above-mentioned preset duration is a time threshold set by the control system to achieve a smooth transition of filling.

[0057] In this embodiment, if the actual required charge amount does not reach the preset minimum required charge amount, or if the time in the fuel cut-off and fuel supply recovery state does not exceed a preset duration, the system will delay fuel supply and reduce the throttle opening to reduce the risk of sudden torque increase. Conversely, once the required charge amount reaches the minimum value or the time exceeds the preset value, the system will resume fuel supply and gradually increase the throttle opening to smoothly transition to the accelerator pedal demand level.

[0058] In the event of a fuel cut-off followed by fuel supply restoration, the control system first reduces the required charge to the minimum charge level, delaying the rapid increase in engine torque by adjusting the throttle opening. Once the actual charge level approaches the minimum charge level or reaches the preset delay time, the system allows fuel supply to resume, and the required charge level gradually increases to the charge level indicated by the accelerator pedal. If the actual charge level has automatically decreased to near the minimum charge level, the delayed fuel supply restoration function will no longer be activated.

[0059] This control method, during the fuel cut-off and fuel supply recovery phase, significantly reduces torque spikes in the gas engine under Tip-in conditions through refined throttle control and a delayed fuel supply recovery mechanism. This reduces speed fluctuations, effectively alleviates the jerking and vibration during vehicle acceleration, and greatly improves driving comfort and safety.

[0060] Step S206: When it is determined that the actual demand charge has reached the minimum demand charge, or the fuel supply time of the gas engine from the fuel cut-off state to resume fuel supply exceeds the preset time, fuel is supplied to the gas engine, and the actual demand charge is linearly increased from the minimum demand charge to the throttle pedal demand charge corresponding to the throttle pedal of the target vehicle, so as to adjust the throttle opening of the gas engine, wherein the gas engine is set in the target vehicle.

[0061] Optionally, in this embodiment of the invention, the accelerator pedal charge demand refers to the signal sent by the driver to the gas engine control system, indicating the amount of air or air-fuel mixture to be charged into the cylinder, when the driver depresses the accelerator pedal. This charge demand is based on the accelerator pedal position information, measured by sensors and transmitted to the engine ECU (electronic control unit). The ECU calculates the corresponding throttle opening command based on the received charge demand to control the actual charge demand and meet the driver's acceleration or deceleration requirements.

[0062] Once the actual required charge is equal to or exceeds the minimum required charge, or the fuel supply duration reaches the preset upper limit, the control system will immediately start fuel supply and linearly increase the charge from the minimum required charge to the charge level required by the target vehicle driver based on the accelerator pedal position (i.e., accelerator pedal required charge).

[0063] This linear increase precisely adjusts the throttle opening, ensuring a smooth rise in engine torque, reducing speed fluctuations, and optimizing the smoothness and comfort of vehicle acceleration.

[0064] As described above, in this embodiment, when the gas engine is detected to be in a fuel cut-off and resuming fuel supply state, the actual required charge amount of the gas engine is obtained. The fuel cut-off and resuming fuel supply state refers to the gas engine transitioning from a fuel cut-off state to a state where fuel supply has resumed. If it is determined that the actual required charge amount has not reached the minimum required charge amount, or if the fuel supply time of the gas engine resuming fuel supply from the fuel cut-off state does not exceed a preset time, fuel supply to the gas engine is delayed. If it is determined that the actual required charge amount has reached the minimum required charge amount, or if the fuel supply time of the gas engine resuming fuel supply from the fuel cut-off state exceeds the preset time, fuel supply to the gas engine is initiated. The actual required charge is linearly increased from the minimum required charge to the throttle pedal required charge corresponding to the target vehicle's throttle pedal, thereby adjusting the throttle opening of the gas engine. The gas engine is located in the target vehicle. This achieves the following technical effect: when the gas engine is detected to be in a fuel cut-off and resuming fuel supply state, the required charge of the gas engine is first reduced to a minimum to decrease the intake air volume. Then, the required charge is switched at a certain slope to the required charge from the throttle pedal, completing the purpose of smooth charge transition. This achieves smooth torque transition, reduces vehicle vibration, improves driving comfort, and optimizes combustion efficiency.

[0065] Therefore, the technical solution provided by the above embodiments of the present invention solves the technical problem in the related art that when a gas engine is in Tip-in condition, it is impossible to effectively suppress the vibration of the power transmission system caused by the sudden increase in torque, which easily causes unstable fluctuations in engine speed and thus leads to vibration of the entire power transmission system.

[0066] Figure 3 This is a flowchart of an optional gas engine control method according to an embodiment of the present invention, such as... Figure 3 As shown, by controlling the throttle body, delaying fuel supply recovery, and controlling the ignition angle, the torque generated when the gas engine (i.e., the gas engine in this context) is in Tip-in mode does not immediately increase vertically, but rather rises at a certain gradient. This reduces drastic fluctuations in engine speed caused by sudden torque increases, thus optimizing the driving experience. Specifically, first, it is determined whether the gas engine is in a fuel cut-off and fuel supply recovery state. If so, it is determined whether the difference between the actual charge and the minimum charge is greater than a set value. If so, the required charge is switched to the minimum charge. When the actual charge is close to the minimum charge or exceeds the set time, the required charge is switched to the accelerator pedal charge at a certain slope.

[0067] That is, in this embodiment of the invention, when it is detected that the fuel supply has been restored from the fuel cut-off state, i.e. the initial state of the Tip-in condition, the demand charge is changed and controlled in two parts: ① The demand charge is first switched to the minimum charge, which reduces the throttle opening and thus the actual charge slowly decreases, i.e., the actual intake volume is reduced; ② When the actual charge decreases to close to the minimum charge or exceeds the set time, the demand charge is switched from the minimum charge to the demand charge from the throttle at a certain slope within the calibrated time, so as to achieve a smooth transition of charge.

[0068] According to the above embodiments of the present invention, detecting that a gas engine is in a fuel cut-off and fuel supply recovery state includes: acquiring the state value of a fuel cut-off state variable of the gas engine; determining that the gas engine is in a fuel cut-off and fuel supply recovery state when the state value changes from a first state value to a second state value, wherein the first state value represents the fuel cut-off state and the second state value represents the fuel supply state.

[0069] In this embodiment, the engine can be determined to have entered the fuel cut-off and fuel supply recovery state by monitoring the state value of the fuel cut-off state variable and when the state value changes from the fuel cut-off state (first state value) to the fuel supply state (second state value).

[0070] The detection mechanism for the fuel cut-off and fuel supply recovery state here is based on real-time monitoring of the engine's fuel cut-off state variable. When the system detects that the variable changes from the first state value representing fuel cut-off to the second state value representing fuel supply, it determines that the engine has entered the fuel cut-off and fuel supply recovery state.

[0071] By instantly recognizing the transition from fuel cut-off to fuel supply restoration, the control system can quickly implement throttle control, delayed fuel supply restoration, and ignition timing control strategies to ensure a smooth increase in torque output rather than a sudden surge. This effectively reduces vehicle jerking and vibration during driving, improving driving comfort and safety, while also contributing to increased engine efficiency and achieving energy conservation and emission reduction goals.

[0072] According to the above embodiments of the present invention, obtaining the actual required charge of a gas engine includes: obtaining the current opening of the accelerator pedal; and calculating the actual required charge based on the current opening of the accelerator pedal.

[0073] In this embodiment, the actual charge demand of the gas engine is calculated by monitoring the accelerator pedal opening. This process directly links the driver's intentions with engine control, ensuring that the charge supply accurately reflects the acceleration demand.

[0074] In the above methods, real-time calculation of actual charging demand allows the control system to respond quickly to the driver's actions, especially in Tip-in conditions, avoiding vehicle instability caused by sudden torque increases, optimizing the acceleration experience, and promoting engine efficiency and fuel economy.

[0075] Figure 4 This is a schematic diagram of throttle control according to an embodiment of the present invention, as shown below. Figure 4 As shown, when in Tip-in mode, the torque demanded by the driver's accelerator pedal is converted into the required charge, and finally into the required throttle opening for response.

[0076] According to the above embodiments of the present invention, determining that the actual demand fill amount reaches the minimum demand fill amount includes: obtaining the fill amount difference between the actual demand fill amount and the minimum demand fill amount; when the fill amount difference is greater than a set fill amount value, adjusting the actual demand fill amount until the actual demand fill amount reaches the minimum demand fill amount.

[0077] In this embodiment, by calculating the charge difference, when the difference is too large, the actual charge demand is dynamically adjusted to the minimum demand level to ensure a stable charge supply when the fuel supply is restored and to avoid a sudden increase in torque.

[0078] This adjustment mechanism effectively suppresses sudden changes in torque when the engine resumes fuel supply, improving vehicle stability and driving comfort during acceleration, while also promoting efficient energy utilization and long-term engine maintenance.

[0079] According to the above embodiments of the present invention, fuel supply to a gas engine includes: adjusting the demand charge when the fuel supply resumption time arrives, until the actual demand charge reaches the minimum demand charge, or supplying fuel to the gas engine when the fuel supply time for the gas engine to resume fuel supply from the fuel cut-off state exceeds a preset time.

[0080] In this embodiment, when the engine resumes fuel supply, the fuel level is adjusted to the minimum requirement, or the fuel supply is resumed within a preset time regardless of the fuel level, to ensure a smooth fuel supply process and avoid sudden torque changes.

[0081] This control method effectively suppresses the instantaneous increase in torque under Tip-in conditions, improves the smoothness of power delivery during vehicle acceleration and driving comfort, and enhances energy efficiency, which is beneficial to environmental protection and energy conservation and emission reduction.

[0082] Figure 5 This is a flowchart of an optional throttle control according to an embodiment of the present invention, such as... Figure 5 As shown, the system first identifies the fuel supply interruption and restoration state. When the actual charge is close to the minimum charge or exceeds the set time, the demand charge switches to the accelerator pedal demand charge at a certain slope. It should be noted that in this embodiment of the invention, this slope is achieved by calibrating the proportion of demand charge a (0≤a≤1). The proportion a of the pedal demand charge is calibrated as a time-based curve (this calibration is determined based on the engine state, with the aim of smoothing the charge switching). The final output demand charge = pedal demand charge × a + minimum charge × (1-a).

[0083] Figure 6 This is a schematic diagram illustrating the variation of time with demand filling according to an embodiment of the present invention, as shown below. Figure 6 As shown, during the entire Tip-in operating phase, the required charge becomes: the required charge at the time of fuel cut-off, the minimum charge, and then the required charge from the accelerator pedal. The actual charge becomes: the actual charge at the time of fuel cut-off gradually decreases, approaches the minimum charge, and then gradually increases to the charge from the accelerator pedal. If, at the moment of fuel supply restoration, the actual charge is already close to the minimum charge, then the condition of stage ① is directly satisfied, and the control of the required charge will directly switch from the required charge at the time of fuel cut-off to the required charge from the accelerator pedal within a certain slope within the calibrated time.

[0084] Figure 7 This is a schematic diagram illustrating the optional time variation with demand filling according to an embodiment of the present invention, such as... Figure 7 As shown, when in the fuel cut-off and fuel supply recovery state, a delayed fuel supply recovery operation is performed in conjunction with throttle control: at the moment of fuel supply recovery, the demand charge will switch to the minimum charge; when the actual charge decreases to near the minimum charge or exceeds the set time, fuel supply is restored, that is, fuel supply is restored when the demand charge starts to increase. If the actual charge is already close to the minimum charge at the moment of fuel supply recovery, the demand charge will directly enter stage ② control, and the delayed fuel supply recovery function will not be executed.

[0085] According to the above embodiments of the present invention, the control method further includes: when the gas engine is detected to be in a state of fuel cut-off and fuel supply recovery, acquiring the intake manifold pressure value of the gas engine intake manifold; and when the intake manifold pressure value exceeds the intake manifold pressure set value, performing an operation to retard the ignition angle.

[0086] In this embodiment, when the gas engine is detected resuming fuel supply from a fuel cut-off state, the system simultaneously monitors the intake manifold pressure. If the intake manifold pressure exceeds a set threshold, it indicates that the combustion conditions inside the engine may be too intense, resulting in excessive torque output. To prevent this, the controller performs an ignition timing retardation operation, that is, delaying the ignition timing backward before it arrives. This adjustment is based on the engine's real-time speed to ensure that torque output is not excessive.

[0087] By retarding the ignition angle, this invention effectively controls torque output during fuel cut-off and fuel supply recovery, especially under tip-in conditions. The delayed ignition angle shifts the peak pressure point during combustion, reducing the work done by piston expansion during downward movement, thereby lowering the engine's instantaneous torque and preventing speed fluctuations and vehicle vibration caused by sudden torque increases. This measure significantly improves driving comfort, contributes to smooth engine operation, reduces unnecessary energy consumption, and plays a crucial role in improving vehicle performance and achieving energy conservation and emission reduction.

[0088] According to the above embodiments of the present invention, the operation of retarding the ignition angle includes: reading the current ignition angle of the gas engine; determining the intake manifold pressure difference between the intake manifold pressure value and the intake manifold pressure set value; calculating the ignition angle retardation amount based on the intake manifold pressure difference and the current speed of the gas engine; and performing the ignition angle retardation operation according to the ignition angle retardation amount.

[0089] In this embodiment, when the gas engine resumes fuel supply from a fuel-cut-off state and the intake manifold pressure exceeds a set threshold, the control strategy reads the current ignition angle and calculates the difference between the actual intake manifold pressure and the set pressure. This difference, along with the engine's real-time speed, is used to calculate the specific amount by which the ignition angle needs to be retarded—the ignition angle retardation.

[0090] By precisely calculating and adjusting the ignition timing, this invention ensures a smoother increase in engine torque under tip-in conditions, reducing speed fluctuations and vibrations in the vehicle's powertrain. This significantly improves driver comfort and contributes to smooth engine operation, avoiding energy waste caused by sudden torque increases. It is of great importance for improving overall vehicle performance and achieving energy conservation and emission reduction goals.

[0091] According to the above embodiments of the present invention, performing a delayed ignition angle operation includes: determining a calibration time and a calibration slope, wherein the calibration time is the time required for the gas engine to recover from the adjusted ignition angle to the original set ignition angle, and the calibration slope is the angle that the ignition angle changes within units during the recovery process; when it is determined that the ignition angle needs to be recovered, the ignition timing of the gas engine is adjusted according to the calibration time and the calibration slope, so that the ignition angle recovers from the adjusted state to the original set ignition angle.

[0092] In this embodiment, after performing the ignition angle retardation operation, a ignition angle recovery mechanism is further designed to ensure that the normal operation of the engine is not disturbed. The core of this mechanism lies in the setting of calibration time and calibration slope. Calibration time refers to the period required from the adjusted ignition angle until the ignition angle is fully restored to its original set value, while calibration slope defines the angle by which the ignition angle changes per unit time during this recovery process. When the control system determines that the intake manifold pressure has returned to a safe range and it is no longer necessary to retard the ignition angle, it will gradually adjust the ignition timing according to the preset calibration time and calibration slope.

[0093] By gradually restoring the ignition angle, this invention not only effectively solves the problem of sudden torque increase caused by excessive intake manifold pressure during fuel supply recovery after a fuel cut-off, but also ensures the continuity and stability of engine performance. This smooth adjustment avoids the vibration and power interruption that may result from a sudden return of the ignition angle to its original setting, greatly improving the driving experience while maintaining efficient engine operation and reducing energy loss, meeting the modern automotive standard of pursuing both high performance and low emissions.

[0094] Figure 8 This is a schematic diagram of ignition angle control according to an embodiment of the present invention, as shown below. Figure 8 As shown, when the fuel supply is restored after the fuel cut-off, if the intake manifold pressure exceeds the calibrated value, it indicates that the torque generated by combustion is too large. In this case, the ignition angle is retarded, and then restored to the original ignition angle with the calibrated slope within the calibrated time.

[0095] As described above, in this embodiment of the invention, by implementing two-stage control of the throttle valve, the demand charge is first reduced, which decreases the throttle valve opening and the actual intake volume, thereby reducing the output torque. Then, the throttle valve increases at a certain slope to avoid a sudden increase in torque. Simultaneously, this is combined with delayed fuel supply recovery, i.e., delaying the time of fuel supply recovery until the demand charge begins to increase, thus delaying the generation of torque output. Furthermore, ignition angle control is implemented, i.e., after ignition delay, the peak pressure point of the air-fuel mixture combustion shifts backward, reducing the work done by the piston expansion during downward movement, thereby reducing the engine output torque. The ignition angle gradually recovers, avoiding a sudden increase in torque. This achieves the goal of changing the engine output torque from an approximately vertical increase to a gradual increase at a certain slope when the vehicle is in Tip-in mode, through throttle valve control, delayed fuel supply recovery, and ignition angle control. This reduces the speed fluctuations caused by sudden torque increases, thereby alleviating the vibration problem of the powertrain and improving driving comfort.

[0096] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to this application. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0097] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods according to the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk), and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0098] Example 2

[0099] According to embodiments of the present invention, a control device for a gas engine for implementing the above-described control method for a gas engine is also provided. Figure 9 This is a schematic diagram of the control device for a gas engine according to an embodiment of the present invention, such as... Figure 9 As shown, the device includes a first acquisition unit 901, a first processing unit 903, and a second processing unit 905. The device will now be described in detail.

[0100] The first acquisition unit 901 is used to acquire the actual required charge of the gas engine when it is detected that the gas engine is in the state of resuming fuel supply after fuel cut-off. The state of resuming fuel supply after fuel cut-off is the state in which the gas engine transitions from fuel cut-off to resuming fuel supply.

[0101] The first processing unit 903 is used to delay fuel supply to the gas engine when it is determined that the actual required fuel quantity has not reached the minimum required fuel quantity, or when the fuel supply time of the gas engine resuming fuel supply from the fuel cut-off state does not exceed a preset time.

[0102] The second processing unit 905 is used to supply fuel to the gas engine when it is determined that the actual demand charge has reached the minimum demand charge, or when the fuel supply time of the gas engine from the fuel cut-off state to resume fuel supply exceeds a preset time, and to adjust the throttle opening of the gas engine by linearly increasing the actual demand charge from the minimum demand charge to the throttle pedal demand charge corresponding to the throttle pedal of the target vehicle, wherein the gas engine is located in the target vehicle.

[0103] It should be noted that the first acquisition unit 901, the first processing unit 903 and the second processing unit 905 mentioned above correspond to steps S202 to S206 in the above embodiments. The three are the same as the instances and application scenarios implemented by the corresponding steps, but are not limited to the content disclosed in the above embodiments.

[0104] As can be seen from the above, in the solution described in the above embodiments of the present invention, the first acquisition unit 901, the first processing unit 903 and the second processing unit 905 can work together to achieve precise control of the gas engine in the state of fuel supply recovery after fuel cut-off.

[0105] When the first acquisition unit detects that the gas engine is in a fuel cut-off and resuming fuel supply state, it acquires the actual required charge quantity of the gas engine. The fuel cut-off and resuming fuel supply state refers to the transition of the gas engine from a fuel cut-off state to a state where fuel supply has resumed. When the first processing unit determines that the actual required charge quantity has not reached the minimum required charge quantity, or that the fuel supply time for the gas engine to resume fuel supply from the fuel cut-off state does not exceed a preset time, it delays the fuel supply to the gas engine. When the second processing unit determines that the actual required charge quantity has reached the minimum required charge quantity, or that the fuel supply time for the gas engine to resume fuel supply from the fuel cut-off state exceeds a preset time, it supplies fuel to the gas engine and linearly increases the actual required charge quantity from the minimum required charge quantity to the throttle pedal required charge quantity corresponding to the throttle pedal of the target vehicle, thereby adjusting the throttle opening of the gas engine. The gas engine is located in the target vehicle. The above solution achieves the following: when the gas engine is detected to be in a state of fuel cut-off and fuel supply restoration, the required charge of the gas engine is first reduced to a minimum to reduce the intake air volume. Then, the required charge is switched to the required charge from the throttle at a certain slope to achieve a smooth transition of charge. This results in a smooth torque transition, reduced vehicle vibration, improved driving comfort, and optimized combustion efficiency. Therefore, the technical solution provided by the above embodiments of the present invention solves the technical problem in the related art where the gas engine is in Tip-in condition and cannot effectively suppress the vibration of the power transmission system caused by the sudden increase in torque, which easily causes unstable fluctuations in engine speed and thus leads to vibration in the entire power transmission system.

[0106] Optionally, the first acquisition unit includes: a first acquisition module, used to acquire the state value of the fuel cut-off state variable of the gas engine; and a first determination module, used to determine that the gas engine is in a fuel cut-off recovery state when the state value changes from a first state value to a second state value, wherein the first state value represents the fuel cut-off state and the second state value represents the fuel supply state.

[0107] Optionally, the first acquisition unit includes: a second acquisition module for acquiring the current opening of the accelerator pedal; and a third acquisition module for calculating the actual required charge amount based on the current opening of the accelerator pedal.

[0108] Optionally, the second processing unit includes: a fourth acquisition module, used to acquire the difference between the actual required filling amount and the minimum required filling amount; and a first adjustment module, used to adjust the actual required filling amount when the filling amount difference is greater than a set filling amount value, until the actual required filling amount reaches the minimum required filling amount.

[0109] Optionally, the second processing unit includes: a first processing module, used to adjust the demand charge when the time for resuming fuel supply arrives, until the actual demand charge reaches the minimum demand charge, or to supply fuel to the gas engine when the fuel supply time for the gas engine to resume fuel supply from the fuel cut-off state exceeds a preset time.

[0110] Optionally, the control device further includes: a second acquisition unit, used to acquire the intake manifold pressure value of the gas engine intake manifold when the gas engine is detected to be in a state of fuel cut-off and fuel supply recovery; and an execution unit, used to execute an operation of retarding the ignition angle when the intake manifold pressure value exceeds the intake manifold pressure set value.

[0111] Optionally, the execution unit includes: a reading module for reading the current ignition angle of the gas engine; a first determining module for determining the intake manifold pressure difference between the intake manifold pressure value and the intake manifold pressure setpoint; a calculation module for calculating the ignition angle retardation amount based on the intake manifold pressure difference and the current speed of the gas engine; and an execution module for performing the ignition angle retardation operation according to the ignition angle retardation amount.

[0112] Optionally, the execution unit includes: a second determining module, used to determine the calibration time and calibration slope, wherein the calibration time is the time required for the gas engine to recover from the adjusted ignition angle to the original set ignition angle, and the calibration slope is the angle that the ignition angle changes within units during the recovery process; and a second adjusting module, used to adjust the ignition timing of the gas engine according to the calibration time and calibration slope when it is determined that the ignition angle needs to be recovered, so that the ignition angle recovers from the adjusted state to the original set point.

[0113] According to one aspect of the present invention, a gas engine is provided, wherein the gas engine uses the control method of any of the above-described gas engines.

[0114] According to one aspect of the present invention, a processor is provided for running a program, wherein the program executes the control method of a gas engine as described above.

[0115] According to one aspect of the present invention, a computer program product is provided, including computer instructions, which, when executed by a processor, perform a control method for a gas engine according to any of the above.

[0116] According to one aspect of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium including a stored program, wherein the program, when executed by a processor, performs the control method of a gas engine as described above.

[0117] Optionally, in this embodiment, the computer-readable storage medium may be located in any computer terminal in a group of computer terminals in a computer network, or in any communication device in a group of communication devices.

[0118] Optionally, in this embodiment, the computer-readable storage medium is configured to store program code for performing the following steps: when the gas engine is detected to be in a fuel cut-off and resuming fuel supply state, the actual required charge quantity of the gas engine is obtained, wherein the fuel cut-off and resuming fuel supply state is the state in which the gas engine transitions from a fuel cut-off state to a state of resuming fuel supply; when it is determined that the actual required charge quantity has not reached the minimum required charge quantity, or the fuel supply time of the gas engine resuming fuel supply from the fuel cut-off state does not exceed a preset time, the gas engine is delayed in fuel supply; when it is determined that the actual required charge quantity has reached the minimum required charge quantity, or the fuel supply time of the gas engine resuming fuel supply from the fuel cut-off state exceeds the preset time, the gas engine is supplied with fuel, and the actual required charge quantity is linearly increased from the minimum required charge quantity to the throttle pedal required charge quantity corresponding to the throttle pedal of the target vehicle, so as to adjust the throttle opening of the gas engine, wherein the gas engine is located in the target vehicle.

[0119] Optionally, in this embodiment, the computer-readable storage medium is configured to store program code for performing the following steps: obtaining the state value of the fuel cut-off state variable of the gas engine; determining that the gas engine is in a fuel cut-off recovery state when the state value changes from a first state value to a second state value, wherein the first state value represents the fuel cut-off state and the second state value represents the fuel supply state.

[0120] Optionally, in this embodiment, the computer-readable storage medium is configured to store program code for performing the following steps: obtaining the current opening of the accelerator pedal; calculating the actual required charge based on the current opening of the accelerator pedal.

[0121] Optionally, in this embodiment, the computer-readable storage medium is configured to store program code for performing the following steps: obtaining the difference between the actual required fill amount and the minimum required fill amount; when the fill amount difference is greater than a set fill amount value, adjusting the actual required fill amount until the actual required fill amount reaches the minimum required fill amount.

[0122] Optionally, in this embodiment, the computer-readable storage medium is configured to store program code for performing the following steps: when the time for resuming fuel supply arrives, adjusting the demand charge until the actual demand charge reaches the minimum demand charge, or, when the fuel supply time for the gas engine to resume fuel supply from the fuel cut-off state exceeds a preset time, supplying fuel to the gas engine.

[0123] Optionally, in this embodiment, the computer-readable storage medium is configured to store program code for performing the following steps: when the gas engine is detected to be in a fuel cut-off and fuel supply recovery state, the intake manifold pressure value of the gas engine intake manifold is obtained; when the intake manifold pressure value exceeds the intake manifold pressure set value, the ignition timing is retarded.

[0124] Optionally, in this embodiment, the computer-readable storage medium is configured to store program code for performing the following steps: reading the current ignition angle of the gas engine; determining the intake manifold pressure difference between the intake manifold pressure value and the intake manifold pressure setpoint; calculating the ignition angle retardation amount based on the intake manifold pressure difference and the current speed of the gas engine; and performing the ignition angle retardation operation according to the ignition angle retardation amount.

[0125] Optionally, in this embodiment, the computer-readable storage medium is configured to store program code for performing the following steps: determining calibration time and calibration slope, wherein the calibration time is the time required for the gas engine to recover from the adjusted ignition angle to the original set ignition angle, and the calibration slope is the angle that the ignition angle changes within units during the recovery process; when it is determined that the ignition angle needs to be recovered, adjusting the ignition timing of the gas engine according to the calibration time and calibration slope, so that the ignition angle recovers from the adjusted state to the original set ignition angle.

[0126] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0127] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0128] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual couplings, direct couplings, or communication connections may be through some interfaces; indirect couplings or communication connections between units or modules may be electrical or other forms.

[0129] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0130] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0131] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0132] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0133] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A control method for a gas engine, characterized in that, include: When the gas engine is detected to be in Tip-in mode, the actual charge volume of the gas engine is obtained; When the difference between the actual charge and the minimum charge is determined to be greater than a set value, the charge demand of the gas engine is switched to the minimum charge to reduce the throttle opening of the gas engine. When the actual charge volume decreases to the minimum required charge volume, or when the time elapsed from the moment the gas engine enters the Tip-in operating condition to the current moment exceeds a preset time, fuel is supplied to the gas engine, and the required charge volume is linearly increased from the minimum required charge volume to the accelerator pedal required charge volume corresponding to the accelerator pedal of the target vehicle, wherein the gas engine is installed in the target vehicle.

2. The control method for a gas engine according to claim 1, characterized in that, Obtaining the required charge of the gas engine includes: Obtain the current opening of the accelerator pedal; The required charge is calculated based on the current opening of the accelerator pedal.

3. The control method for a gas engine according to claim 1, characterized in that, The control method further includes: When the gas engine is detected to be in the Tip in operating condition, the intake manifold pressure value of the gas engine's intake manifold is obtained. If the intake manifold pressure exceeds the intake manifold pressure set value, the ignition timing will be retarded.

4. The control method for a gas engine according to claim 3, characterized in that, Performing the operation of retarding the ignition angle includes: Read the current ignition angle of the gas engine; Determine the intake manifold pressure difference between the intake manifold pressure value and the intake manifold pressure set value; The required ignition angle retardation amount is calculated based on the intake manifold pressure difference and the current speed of the gas engine. The operation of retarding the ignition angle is performed according to the stated ignition angle retarding amount.

5. The control method for a gas engine according to claim 3, characterized in that, Performing a delayed ignition angle operation includes: Determine the calibration time and calibration slope, wherein the calibration time is the time required for the gas engine to recover from the adjusted ignition angle to the original set ignition angle, and the calibration slope is the angle that the ignition angle changes within units during the recovery process; When it is determined that the ignition angle needs to be restored, the ignition timing of the gas engine is adjusted according to the calibration time and the calibration slope, so that the ignition angle is restored from the adjusted state to the original set ignition angle.

6. A control device for a gas engine, characterized in that, include: The first acquisition unit is used to acquire the actual charge volume of the gas engine when the gas engine is detected to be in Tip-in mode; The first processing unit is configured to switch the required charge of the gas engine to the minimum required charge when it is determined that the charge difference between the actual charge and the minimum required charge is greater than a set value, so as to reduce the opening of the throttle valve of the gas engine. When the actual charge volume decreases to the minimum required charge volume, or when the time elapsed from the moment the gas engine enters the Tip-in operating condition to the current moment exceeds a preset time, fuel is supplied to the gas engine, and the required charge volume is linearly increased from the minimum required charge volume to the accelerator pedal required charge volume corresponding to the accelerator pedal of the target vehicle, wherein the gas engine is installed in the target vehicle.

7. A gas engine, characterized in that, The gas engine uses the control method of the gas engine according to any one of claims 1 to 5.

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