Engine calibration methods, devices, equipment and storage media

Abstract

This application discloses an engine calibration method, apparatus, device, and storage medium. The method includes: determining a first air-fuel ratio coefficient after the engine performs fuel injection combustion based on an estimated relative air charge when the engine is running at a target speed and a target throttle opening; if the first air-fuel ratio coefficient does not meet the target range, correcting the estimated relative air charge based on the estimated relative air charge and the first air-fuel ratio coefficient to obtain a corrected estimated relative air charge; if the air-fuel ratio coefficient after the engine performs fuel injection combustion based on the corrected estimated relative air charge meets the target range, determining the corrected estimated relative air charge as the target relative air charge, or determining the target relative air charge based on the air-fuel ratio coefficient after the engine performs fuel injection combustion based on the corrected estimated relative air charge. This application embodiment can improve the calibration efficiency and accuracy of the engine.

Description

Technical Field

[0001] This application relates to the field of engine technology, and in particular to an engine calibration method, apparatus, device and storage medium. Background Technology

[0002] Based on the calibrated engine operating condition interpolation table, precise control of engine operating parameters can be achieved, effectively improving engine power and reliability. However, current engine calibration methods mostly rely on manual adjustments, which are inefficient and prone to errors due to human operation, thus affecting the engine's control accuracy and failing to meet the needs of efficient and precise engine development and application. Summary of the Invention

[0003] This application provides a calibration method, apparatus, device, and storage medium for an engine, which can improve the calibration efficiency and accuracy of the engine.

[0004] In a first aspect, embodiments of this application provide an engine calibration method, the method comprising: When the engine is running at a target speed and a target throttle opening, a first air-fuel ratio coefficient is determined after the engine performs fuel injection and combustion based on a predicted relative air charge. The target throttle opening is used to characterize the opening angle of the engine's throttle valve. The predicted relative air charge is used to characterize the ratio of the mass of air entering the cylinder of the engine to the mass of air filling the cylinder volume under standard conditions. The first air-fuel ratio coefficient is used to characterize the ratio between the actual air-fuel ratio and the theoretical air-fuel ratio. If the first air-fuel ratio does not meet the target range, the estimated relative air charge is corrected according to the estimated relative air charge and the first air-fuel ratio to obtain the corrected estimated relative air charge. If, after the engine performs fuel injection combustion based on the corrected estimated relative air charge, the air-fuel ratio coefficient satisfies the target range, the corrected estimated relative air charge is determined as the target relative air charge; or, the target relative air charge is determined based on the air-fuel ratio coefficient after the engine performs fuel injection combustion based on the corrected estimated relative air charge.

[0005] In the above technical solution, automatic calibration of relative air charge based on air-fuel ratio coefficient feedback is achieved. First, when the engine is running at the target speed and target throttle opening, the first air-fuel ratio coefficient after fuel injection and combustion based on the estimated relative air charge is determined. This coefficient reflects the combustion result corresponding to the estimated relative air charge, providing a reliable measured basis for subsequent adjustments to the estimated relative air charge. Second, when the first air-fuel ratio coefficient does not meet the target range, it means that the measured air-fuel ratio deviates from the reasonable range. The estimated relative air charge can be corrected based on the estimated relative air charge and the first air-fuel ratio coefficient, achieving pre-calibration. The system performs closed-loop adjustment of relative air charge and air-fuel ratio coefficient. Finally, when the air-fuel ratio coefficient after fuel injection and combustion based on the corrected estimated relative air charge meets the target range, the corrected estimated relative air charge is determined as the target relative air charge, or the target relative air charge is determined based on the air-fuel ratio coefficient. This allows for the rapid determination of relative air charge parameters adapted to the current operating conditions, ensuring that the air-fuel ratio coefficient is within a reasonable range, i.e., the actual air-fuel ratio is within a reasonable range. This achieves accurate self-calibration of relative air charge, improves calibration efficiency and accuracy, and provides a reliable relative air charge reference for subsequent engine control.

[0006] In some embodiments, the method further includes: before determining the first air-fuel ratio coefficient after the engine performs fuel injection combustion based on an estimated relative air charge, the method further includes: The target loading torque is determined based on the geometric parameters of the propeller adapted to the engine and the target operating parameters, wherein the target operating parameters include at least the target rotational speed. The dynamometer is controlled to apply the target loading torque to the engine so that the engine operates at the target speed.

[0007] In the above technical solution, firstly, the target loading torque is determined based on the geometric parameters of the propeller adapted to the engine and the target operating condition parameters. This simulates the real load conditions when the engine is equipped with an actual propeller, making the calibration environment more closely resemble actual usage scenarios and ensuring the authenticity and applicability of the calibration data. Secondly, controlling the dynamometer to apply the target loading torque to the engine can accurately and stably constrain the engine's operating state, ensuring the engine reliably maintains operation at the target speed, achieving stable and controllable operating conditions, and effectively improving the accuracy and stability of the overall calibration process. Furthermore, by applying a matching load through this solution, the problem of engine idling overspeed and speed loss due to the dynamometer not applying the corresponding torque load during calibration can be effectively avoided, further ensuring stable operating conditions.

[0008] In some embodiments, determining the first air-fuel ratio coefficient after the engine performs fuel injection combustion based on an estimated relative air charge, while the engine is running at a target speed and a target throttle opening, includes: When the engine is running at the target speed and the target throttle opening, the first injection time is determined based on the estimated relative air charge. The engine is controlled to inject fuel according to the first injection time, and the first air-fuel ratio coefficient after fuel injection and combustion is determined.

[0009] In the above technical solution, when the engine is running at the target speed and the target throttle opening, the first injection time is determined based on the estimated relative air charge. Then, the engine is controlled to inject fuel according to the first injection time and the first air-fuel ratio coefficient after fuel injection and combustion is determined. This can complete the fuel injection control and air-fuel ratio coefficient determination based on the estimated relative air charge under the current operating conditions, ensuring the reliability of fuel injection control and the first air-fuel ratio coefficient, and providing reliable experimental basis for subsequent parameter determination.

[0010] In some embodiments, determining the first injection time based on the estimated relative air charge includes: The first injection mass is determined based on the estimated relative air charge. Based on the first injection quality, the first injection time is determined from a first correspondence relationship. The first correspondence relationship includes the relationship between multiple injection qualities and multiple injection times. The multiple injection qualities include the first injection quality, and the multiple injection times include the first injection time.

[0011] In the above technical solution, the first injection quality is determined based on the estimated relative air charge to ensure the reliability of subsequent injection control; then, the first injection time is determined from the first correspondence based on the first injection quality. Based on the preset correspondence between injection quality and injection time, the injection time can be determined quickly and accurately, thereby achieving precise injection control.

[0012] In some embodiments, the method further includes: If the air-fuel ratio coefficient of the engine after performing fuel injection and combustion based on the corrected estimated relative air charge satisfies the target range, the second injection time of the engine is obtained. The second injection quality is determined based on the second injection time; Determining the target relative air charge based on the air-fuel ratio coefficient after the engine performs fuel injection and combustion based on the corrected estimated relative air charge includes: The target relative air charge is determined based on the air-fuel ratio coefficient after the engine performs fuel injection and combustion based on the corrected estimated relative air charge and the second injection mass.

[0013] In the above technical solution, when the air-fuel ratio coefficient after the engine performs fuel injection and combustion based on the corrected estimated relative air charge meets the target range, the second injection time of the engine is obtained. This can determine the actual opening duration of the injector under the current operating conditions, avoiding the deviation between the theoretical injection time and the second injection time. Secondly, the second injection mass is determined based on the second injection time, which can ensure the accuracy of the injection mass calculation. Finally, the target relative air charge is determined by combining the air-fuel ratio coefficient after the engine performs fuel injection and combustion based on the corrected estimated relative air charge with the second injection mass. This allows the actual intake air charge to be determined in reverse by the actual combustion state and the actual injection mass, making the final target relative air charge more consistent with the actual operating conditions of the engine and further improving the accuracy of the calibration results.

[0014] In some embodiments, the method further includes: The state data of the engine when it is running at a first ignition angle is obtained. The state data includes knock intensity data. The first ignition angle is the ignition angle of the engine when it is running at a second operating condition. The knock intensity data is used to characterize the knock intensity of the engine when it is running at the second operating condition. The second operating condition includes the target speed and the target relative air charge. If the state data does not meet the knock condition, and the first torque value of the engine running at the previous ignition angle is less than the second torque value running at the first ignition angle, the first ignition angle is adjusted to obtain the next ignition angle of the first ignition angle, until the state data of the engine running at the next ignition angle of the first ignition angle meets the knock condition or the second torque value is greater than or equal to the torque value running at the next ignition angle of the first ignition angle. A target ignition angle is determined based on the first ignition angle, and the knock condition is used to indicate that the knock intensity data is greater than or equal to the target intensity threshold.

[0015] In the above technical solution, firstly, the state data of the engine running at the first ignition angle is acquired. This data includes knock intensity data, which can accurately collect the combustion and operating states of the engine under the corresponding operating conditions, providing an accurate basis for subsequent knock judgment. Secondly, if the first state data does not meet the knock condition, and the first torque value of the engine running at the previous ignition angle is less than the second torque value running at the first ignition angle, the first ignition angle is adjusted to obtain the next ignition angle, until the state data of the engine running at the next ignition angle meets the knock condition, or the second torque value is greater than or equal to the torque value running at the next ignition angle. Based on the first ignition angle, the target ignition angle is determined, realizing the rapid and accurate determination of the target ignition angle. This ensures that the target ignition angle under fixed operating conditions is accurately set in an ideal state that can avoid knock and maximize torque output, ensuring the accuracy of ignition angle calibration, thereby improving engine performance and safety.

[0016] In some embodiments, the method further includes: If, after the engine performs fuel injection combustion based on the revised estimated relative air charge, the air-fuel ratio coefficient does not meet the target range, the estimated relative air charge is revised at least once more until the air-fuel ratio coefficient after the engine performs fuel injection combustion based on the last revised estimated relative air charge meets the target range. The last revised estimated relative air charge is then determined as the target relative air charge. Alternatively, the target relative air charge is determined based on the air-fuel ratio coefficient after the engine performs fuel injection combustion based on the last revised estimated relative air charge.

[0017] In the above technical solution, if the air-fuel ratio coefficient determined again does not meet the target range, it is corrected until the air-fuel ratio coefficient after fuel injection and combustion based on the estimated relative air charge obtained from the last correction meets the target range. The estimated relative air charge obtained from the last correction is determined as the target relative air charge, or the target relative air charge is determined according to the air-fuel ratio coefficient. This solution, through the closed-loop adjustment of "fuel injection-determination-correction", enables the finally determined target relative air charge to match the corresponding operating conditions, thereby improving calibration efficiency and accuracy.

[0018] Secondly, embodiments of this application provide an engine calibration device, the device comprising: The first determining module is used to determine a first air-fuel ratio coefficient after the engine performs fuel injection combustion based on an estimated relative air charge when the engine is running at a target speed and a target throttle opening. The target throttle opening is used to characterize the opening angle of the engine's throttle valve, and the first air-fuel ratio coefficient is used to characterize the ratio between the actual air-fuel ratio and the theoretical air-fuel ratio. The correction module is used to correct the estimated relative air charge based on the estimated relative air charge and the first air-fuel ratio when the first air-fuel ratio does not meet the target range, so as to obtain the corrected estimated relative air charge. The second determining module is used to determine the corrected estimated relative air charge as the target relative air charge when the air-fuel ratio coefficient after the engine performs fuel injection combustion based on the corrected estimated relative air charge satisfies the target range, or to determine the target relative air charge based on the air-fuel ratio coefficient after the engine performs fuel injection combustion based on the corrected estimated relative air charge.

[0019] Thirdly, embodiments of this application provide an electronic device, including a processor and a memory, wherein the memory stores a computer program, and the processor executes the program to implement the method described in embodiments of this application.

[0020] Fourthly, embodiments of this application provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the methods described in embodiments of this application.

[0021] Fifthly, the computer program product provided in the embodiments of this application includes a computer program that, when executed by a processor, implements the methods described in the embodiments of this application. Attached Figure Description

[0022] Figure 1 This is a schematic flowchart of an engine calibration method disclosed in an embodiment of this application; Figure 2 This is a schematic diagram of the structure of an engine disclosed in an embodiment of this application; Figure 3 This is a flowchart illustrating a method for controlling engine speed disclosed in an embodiment of this application; Figure 4 This is a flowchart illustrating a method for determining the air-fuel ratio disclosed in an embodiment of this application; Figure 5 This is a flowchart illustrating a method for determining the relative air charge of a target as disclosed in an embodiment of this application; Figure 6 This is a schematic flowchart of another engine calibration method disclosed in an embodiment of this application; Figure 7 This is a schematic flowchart of another engine calibration method disclosed in the embodiments of this application; Figure 8 This is a schematic diagram of the structure of an engine calibration device disclosed in an embodiment of this application. Detailed Implementation

[0023] The technical solutions in this application will now be described with reference to the accompanying drawings.

[0024] To facilitate a clear description of the technical solutions in the embodiments of this application, the terms "first" and "second" are used in the embodiments of this application to distinguish identical or similar items with essentially the same function and effect. For example, "first instruction" and "second instruction" are used to distinguish different user instructions and do not limit their order. Those skilled in the art will understand that the terms "first" and "second" do not limit the quantity or execution order, and the terms "first" and "second" are not necessarily different.

[0025] It should be noted that, in this application, the words "exemplarily" or "for example" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplarily" or "for example" in this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of words such as "exemplarily" or "for example" is intended to present the relevant concepts in a specific manner.

[0026] Furthermore, "at least one" refers to one or more, while "more than one" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can mean: A alone, A and B simultaneously, or B alone, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one of a, b, and c can mean: a, or b, or c, or a and b, or a and c, or b and c, or a, b, and c, where a, b, and c can be single or multiple.

[0027] Furthermore, the terms "comprising" and "having," and any variations thereof, in the embodiments and drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the steps or units listed, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or devices.

[0028] Currently, carburetors are widely used in piston engines due to their mature technology and ease of use. However, as engine operating altitude increases, the carburetor's adaptability to high altitudes deteriorates. The thin air and reduced air pressure at high altitudes impair its ability to control fuel atomization and air-fuel mixture ratio, causing the engine's air-fuel ratio to deviate significantly from the design point. This, in turn, reduces engine power and environmental adaptability, directly affecting the performance of the power unit.

[0029] The engine's electronic fuel injection system can achieve precise control of engine operating parameters based on a calibrated engine operating condition interpolation table, effectively improving engine power and reliability. However, current engine calibration methods mostly rely on manual adjustments, which are inefficient and prone to errors due to human operation, thus affecting the engine's control accuracy and failing to meet the needs of efficient and precise engine development and application.

[0030] Based on this, embodiments of this application provide an engine calibration method, which includes: determining a first air-fuel ratio coefficient after the engine performs fuel injection combustion based on an estimated relative air charge when the engine is running at a target speed and a target throttle opening; if the first air-fuel ratio coefficient does not meet the target range, correcting the estimated relative air charge according to the estimated relative air charge and the first air-fuel ratio coefficient to obtain a corrected estimated relative air charge; if the air-fuel ratio coefficient after the engine performs fuel injection combustion based on the corrected estimated relative air charge again meets the target range, determining the corrected estimated relative air charge as the target relative air charge, or determining the target relative air charge based on the air-fuel ratio coefficient after the engine performs fuel injection combustion based on the corrected estimated relative air charge. Embodiments of this application can improve the calibration efficiency and accuracy of the engine.

[0031] The engine calibration method provided in this application is applied to electronic devices, such as tablet computers, laptops, mobile phones, mobile internet devices (MIDs), terminals in industrial control, terminals in self-driving vehicles, etc. This application does not limit the application to these devices.

[0032] To make the purpose and technical solution of this application clearer and more intuitive, the calibration method of an engine disclosed in this application will be described below with reference to the accompanying drawings.

[0033] It should be understood that the execution subject of the engine calibration method of this application can be an electronic device, or a processor or chip in the electronic device. For ease of description, the electronic device is used as the execution subject in the description of the embodiments of this application.

[0034] Please see Figure 1 , Figure 1 This is a schematic flowchart illustrating an engine calibration method disclosed in an embodiment of this application. Figure 1 The method shown may include the following steps: Step 101: When the engine is running at the target speed and target throttle opening, the electronic device determines the first air-fuel ratio coefficient after the engine performs fuel injection combustion based on the estimated relative air charge.

[0035] In this embodiment, the target throttle opening is used to characterize the throttle opening angle of the engine, and the first air-fuel ratio coefficient is used to characterize the ratio between the actual air-fuel ratio and the stoichiometric air-fuel ratio. The standard conditions can be the standard atmospheric conditions specified by the International Organization for Standardization, i.e., a temperature of 25°C and an absolute pressure of 101.3 kPa.

[0036] Optionally, the estimated relative air charge can be a preset value, which is then used to calculate the injection time to drive the engine to inject fuel and burn, and finally determine the air-fuel ratio coefficient.

[0037] It should be understood that the actual air-fuel ratio is used to characterize the ratio of the actual mass of air entering the engine cylinder to the mass of fuel injected. For a gasoline engine, theoretically, 14.7 kg of air is required for the complete combustion of 1 kg of gasoline; therefore, the theoretical air-fuel ratio of a gasoline engine is taken as 14.7. The excess air coefficient λ is used to characterize the ratio of the actual air-fuel ratio to the theoretical air-fuel ratio, i.e., λ = actual air-fuel ratio / theoretical air-fuel ratio.

[0038] Therefore, the first air-fuel ratio coefficient in this embodiment can be understood as the excess air coefficient λ. Correspondingly, the target range used to determine the rationality of combustion in step 102 below can be understood as the reasonable range of the excess air coefficient λ. When λ=1, the actual air-fuel ratio is equal to the theoretical air-fuel ratio. At this time, the ratio of air to fuel just meets the requirement of complete combustion of fuel, and the mixture ratio is in an ideal combustion state.

[0039] Please see Figure 2 , Figure 2 This is a schematic diagram of the structure of an engine disclosed in an embodiment of this application. Figure 2 The engine shown includes: throttle body 21, fuel injector 22, air intake 23, throttle servo 24, Hall sensor 25, cylinder 26, spark plug 27, and exhaust port 28.

[0040] Throttle valve 21 adjusts the choke area of ​​the intake passage by changing the opening angle of its valve plate, thereby controlling the airflow into the engine.

[0041] The fuel injector 22 is used to inject fuel into the intake airflow, mix it with air to form a combustible mixture, and then enter the cylinder 26 to participate in combustion.

[0042] The intake port 23 is the passage for air to enter the cylinder. Inside it are an intake air temperature sensor and an intake manifold. The intake air temperature sensor is used to detect the intake air temperature, and the intake manifold is used to distribute the air evenly to each cylinder.

[0043] Throttle servo 24 is used to drive the throttle valve plate to rotate to the target opening, thereby controlling the throttle opening.

[0044] Hall sensor 25 is used to detect engine speed signals and crankshaft position signals.

[0045] Cylinder 26 is the space where the piston reciprocates, and together with the piston and cylinder head, it forms the combustion chamber. The air-fuel mixture is compressed and ignited inside the cylinder, completing the conversion of thermal energy into mechanical energy.

[0046] Spark plug 27 is located on the cylinder head, with its electrode extending into the combustion chamber. It generates an electric spark at ignition time to ignite the compressed combustible mixture and start the combustion process.

[0047] Exhaust port 28 is the passage for exhaust gas to exit the cylinder. The exhaust manifold, exhaust pipe and oxygen sensor are installed on exhaust port 28. The oxygen sensor is used to detect the oxygen concentration in the exhaust gas after combustion, so as to calculate the excess air coefficient, that is, the air-fuel ratio coefficient of this application.

[0048] Optionally, the first air-fuel ratio coefficient after the engine performs fuel injection and combustion based on the estimated relative air charge can be obtained from the oxygen concentration measured by the oxygen sensor. For example, the first air-fuel ratio coefficient is 1.1.

[0049] It should be noted that running the engine at the target speed and target throttle opening can be understood as: the engine throttle is stable at the target throttle opening and the engine speed is stable at the target speed. In other words, the engine has entered a stable operating condition, so that the air-fuel ratio coefficient determined later can reflect the combustion state under real operating conditions.

[0050] Optionally, once the engine enters a stable operating condition, a first air-fuel ratio coefficient can be determined after the engine performs fuel injection and combustion based on an estimated relative air charge. For example, a stable operating condition is used to indicate that the change in at least one physical parameter of the engine within a preset time period is less than a corresponding threshold. The physical parameter may include engine speed, throttle opening, intake manifold pressure, etc.

[0051] Step 102: If the first air-fuel ratio does not meet the target range, the electronic device corrects the estimated relative air charge based on the estimated relative air charge and the first air-fuel ratio to obtain the corrected estimated relative air charge.

[0052] For example, the target range is satisfied when the air-fuel ratio is greater than or equal to a first threshold and less than or equal to a second threshold, where the first threshold is less than the second threshold. If the first air-fuel ratio is less than the first threshold or greater than the second threshold, then the first air-fuel ratio does not meet the target range. For instance, if the first threshold is 0.95 and the second threshold is 1.05, then the first air-fuel ratio does not meet the target range if it is less than 0.95 or greater than 1.05.

[0053] It should be understood that if the first air-fuel ratio coefficient does not meet the target range, it indicates that the actual air-fuel ratio deviates from the reasonable range. It is necessary to correct the relative air charge and thus correct the air-fuel ratio coefficient to ultimately ensure that the actual air-fuel ratio is within the target range.

[0054] As an example, the estimated relative air charge can be corrected based on the estimated relative air charge and the first air-fuel ratio coefficient according to the first preset rule, to obtain the corrected estimated relative air charge. For example, the first preset rule is the calculation formula for the corrected relative air charge, which can be specifically expressed as: the corrected estimated relative air charge is equal to the estimated relative air charge multiplied by the air-fuel ratio coefficient.

[0055] For example, if the estimated relative air charge is 0.85 and the first air-fuel ratio is 1.1, the first air-fuel ratio is too high and does not meet the target range. Therefore, the estimated relative air charge needs to be corrected. The corrected estimated relative air charge is 0.85 × 1.1 = 0.935. It should be noted that after the engine performs fuel injection and combustion based on the estimated relative air charge (0.85), the first air-fuel ratio is 1.1, indicating that the actual air-fuel ratio is greater than the theoretical air-fuel ratio. At this point, the fuel injection quantity is too low, and the mixture is too lean, meaning that the actual mass of air entering the engine cylinder is too high. Therefore, the estimated relative air charge is corrected to 0.935 to bring the air-fuel ratio closer to 1.

[0056] As another example, the closed-loop air-fuel ratio control factor can be determined based on the first air-fuel ratio coefficient; the estimated relative air charge can be corrected based on the estimated relative air charge and the closed-loop air-fuel ratio control factor to obtain the corrected estimated relative air charge. For example, the estimated relative air charge can be corrected based on a second preset rule to obtain the corrected estimated relative air charge. The second preset rule can be a calculation formula for the corrected estimated relative air charge, specifically expressed as: the corrected estimated relative air charge equals the estimated relative air charge multiplied by the closed-loop air-fuel ratio control factor.

[0057] Step 103: If the air-fuel ratio coefficient after the engine performs fuel injection and combustion based on the corrected estimated relative air charge satisfies the target range, the electronic device determines the corrected estimated relative air charge as the target relative air charge, or determines the target relative air charge based on the air-fuel ratio coefficient after the engine performs fuel injection and combustion based on the corrected estimated relative air charge.

[0058] Optionally, once the engine enters a stable operating condition, the air-fuel ratio coefficient after the engine performs fuel injection and combustion based on a corrected estimated relative air charge can be determined. For example, a stable operating condition is used to indicate that the change in at least one physical parameter of the engine within a preset time period is less than a corresponding threshold. The physical parameter may include engine speed, throttle opening, intake manifold pressure, etc.

[0059] It should be noted that if the air-fuel ratio coefficient of the engine after performing fuel injection and combustion based on the corrected estimated relative air charge meets the target range, it means that the current actual air-fuel ratio is within a reasonable range and no further correction is needed.

[0060] For example, when the air-fuel ratio coefficient after the engine performs fuel injection and combustion based on the corrected estimated relative air charge is greater than or equal to a first threshold and less than or equal to a second threshold, the air-fuel ratio coefficient meets the target range.

[0061] Regarding the determination of the target relative air volume, as an example, the corrected estimated relative air volume can be used as the target relative air volume. For instance, if the corrected estimated relative air volume is 0.935, then the target relative air volume is 0.935.

[0062] As another example of determining the target relative air charge, it can be determined based on the air-fuel ratio coefficient after the engine performs injection and combustion based on the corrected estimated relative air charge. Please refer to the following text for a detailed implementation of this example. Figure 5 Related content.

[0063] It should be noted that when the engine is running at the target speed and target throttle opening, the actual relative air charge is a fixed value. The above steps perform fuel injection based on the estimated relative air charge, and the target relative air charge is derived from the air-fuel ratio coefficient after combustion. This target relative air charge is theoretically close to the actual relative air charge. In other words, the above steps achieve closed-loop correction of the estimated relative air charge through feedback from the air-fuel ratio coefficient, so that the final target relative air charge can truly reflect the actual intake air level under the current steady-state operating conditions.

[0064] As can be seen, implementing the above embodiments achieves automatic calibration of relative air charge based on air-fuel ratio feedback. First, when the engine is running at the target speed and target throttle opening, the first air-fuel ratio coefficient after fuel injection and combustion based on the estimated relative air charge is determined. This coefficient reflects the combustion result corresponding to the estimated relative air charge, providing a reliable measured basis for subsequent adjustments to the estimated relative air charge. Second, when the first air-fuel ratio coefficient does not meet the target range, it means that the measured air-fuel ratio deviates from the reasonable range. The estimated relative air charge can be corrected based on the estimated relative air charge and the first air-fuel ratio coefficient, thus achieving… The system involves a closed-loop adjustment of the estimated relative air charge and air-fuel ratio coefficient. Finally, when the air-fuel ratio coefficient after fuel injection and combustion based on the corrected estimated relative air charge meets the target range, the corrected estimated relative air charge is determined as the target relative air charge, or the target relative air charge is determined based on the air-fuel ratio coefficient. This allows for the rapid determination of relative air charge parameters adapted to the current operating conditions, ensuring that the air-fuel ratio coefficient is within a reasonable range, i.e., the actual air-fuel ratio is within a reasonable range. This achieves accurate self-calibration of the relative air charge, improves calibration efficiency and accuracy, and provides a reliable relative air charge reference for subsequent engine control.

[0065] In some embodiments, the dynamometer can be controlled to apply a target loading torque to the engine, causing the engine to operate at a target speed. See also... Figure 3 , Figure 3 This is a schematic flowchart illustrating a method for controlling engine speed disclosed in an embodiment of this application. Figure 3 The method shown may include the following steps: Step 301: The electronic equipment determines the target loading torque based on the geometric parameters of the propeller adapted to the engine and the target operating condition parameters.

[0066] In the embodiments of this application, the target operating condition parameters include at least the target rotational speed. It should be noted that the propeller rotational speed is consistent with the engine's target rotational speed. This is because the propeller and engine are directly connected via a drive shaft or connected via a reducer, and their rotational speeds are proportional. Physically, the two operate synchronously, so the propeller rotational speed can be directly determined by the engine's target rotational speed.

[0067] It should be understood that the propeller adapted to the engine refers to the actual propeller that is directly installed on the engine. Only by calculating the target loading torque based on the geometric parameters of the propeller adapted to the engine can the calibration results be guaranteed to remain valid after installation.

[0068] For example, the geometric parameters of a propeller are physical parameters that characterize the shape and structure of the propeller, and may include at least one of the blade diameter, pitch, and airfoil; the coefficients of the propeller torque characteristics can be determined based on the geometric parameters of the propeller.

[0069] For example, target operating parameters include target engine speed, forward airspeed, and air density. The target engine speed is determined by the engine's current operating conditions.

[0070] As an example, the geometric parameters of the propeller adapted to the engine and the target operating parameters can be input into propeller aerodynamic calculation software (such as PropCalc) to determine the target loading torque. For example, the formula for calculating the target loading torque can be expressed as follows: ,in, The power of the propeller can be calculated using the following formula: , Where n is the air density, V is the rotational speed, and a1, b1, c1, a3, b3, and c3 are coefficients of the propeller torque characteristics determined by the propeller's geometric parameters.

[0071] Step 302: The electronic device controls the dynamometer to apply the target loading torque to the engine so that the engine runs at the target speed.

[0072] A dynamometer is a controllable load device that generates resistance torque through electromagnetic or other means to absorb the power output of the engine and enables closed-loop speed control. In this application, the dynamometer serves as a simulation device for propeller load, and its core function is to convert the target loading torque determined in step 301 above into the actual resistance torque applied to the engine.

[0073] It should be understood that by controlling the dynamometer to apply the target loading torque to the engine, the essence is to make the drag torque output by the dynamometer equal to the load characteristics of the propeller, thereby creating a load environment for the engine that is completely consistent with that during actual flight.

[0074] Optionally, after the dynamometer applies the target loading torque to the engine, it can adjust the output resistance torque based on the actual and target engine speeds until the actual engine speed matches the target speed. This allows the engine to operate at the target speed more reliably and accurately.

[0075] As can be seen, by implementing the above embodiments, firstly, determining the target loading torque based on the geometric parameters of the propeller adapted to the engine and the target operating condition parameters can simulate the real load conditions when the engine is equipped with an actual propeller, making the calibration environment more closely resemble the actual usage scenario and ensuring the authenticity and applicability of the calibration data. Secondly, controlling the dynamometer to apply the target loading torque to the engine can accurately and stably constrain the engine's operating state, enabling the engine to reliably maintain operation at the target speed, achieving stable and controllable operating conditions, and effectively improving the accuracy and stability of the overall calibration process. Furthermore, by applying a matching load through this scheme, it is also possible to effectively avoid problems such as engine idling overspeed and speed loss due to the dynamometer not applying the corresponding torque load during the calibration process, further ensuring stable operating conditions.

[0076] Regarding the determination of the air-fuel ratio, in some embodiments, the first injection timing can be determined based on the estimated relative air charge when the engine is running at a target speed and target throttle opening; the engine is then controlled to inject fuel according to the first injection timing, and the first air-fuel ratio after injection and combustion is determined. Please refer to [link to relevant documentation]. Figure 4 , Figure 4 This is a flowchart illustrating a method for determining the air-fuel ratio disclosed in an embodiment of this application. Figure 4 The method shown may include the following steps: Step 401: When the engine is running at the target speed and target throttle opening, the electronic device determines the first injection time based on the estimated relative air charge.

[0077] As an example, a first injection mass can be determined based on the estimated relative air charge; based on the first injection mass, a first injection time can be determined from a first correspondence, the first correspondence including the relationship between multiple injection masses and multiple injection times, the multiple injection masses including the first injection mass, and the multiple injection times including the first injection time.

[0078] Regarding the determination of the first injection mass, for example, the theoretical maximum intake mass can be obtained, and the target intake mass can be obtained based on the estimated relative air charge and the theoretical maximum intake mass; then, the first injection mass can be obtained based on the target intake mass and the air-fuel ratio coefficient.

[0079] It should be noted that this method is based on an ideal injector model. By establishing a first correspondence between injection quality and injection time in advance (injector calibration table), it can effectively compensate for nonlinear errors and ensure injection accuracy.

[0080] As can be seen, by implementing the above embodiments, the first injection mass is determined based on the estimated relative air charge, ensuring the reliability of subsequent injection control; and the first injection time is determined from the first correspondence based on the first injection mass. Based on the preset correspondence between injection mass and injection time, the injection time can be determined quickly and accurately, thereby achieving precise injection control.

[0081] As another example, the first injection time can be determined based on a second preset rule and the estimated relative air charge. For example, the second preset rule is a formula for calculating the injection time, which can be expressed as: Injection time = (Relative air charge × Theoretical maximum intake air mass) / (Injection flow rate × Air-fuel ratio coefficient), where the injection flow rate represents the mass of fuel injected by the injector per unit time and is a fixed value.

[0082] It should be noted that when the injector linearity is good, or the calibration accuracy requirement is relatively low, the injection time can be directly calculated using a formula, eliminating the need for table lookup and improving calculation efficiency. This method is based on an ideal injector model, assuming a linear relationship between injection quality and injection time.

[0083] Step 402: The electronic equipment controls the engine to inject fuel according to the first injection time and determines the first air-fuel ratio coefficient after fuel injection and combustion.

[0084] It should be noted that there may be a physical delay of several engine cycles between the issuance of the injection command and the reading of the corresponding air-fuel ratio coefficient. The first air-fuel ratio coefficient determined in the embodiments of this application reflects the actual result after fuel injection and combustion based on the first injection time.

[0085] For example, the fuel injector of the engine is kept open during the first injection time to inject fuel; the injected fuel mixes with the air entering through the throttle valve to form a combustible mixture; after the combustible mixture enters the cylinder, it is compressed and ignited by the spark plug to complete the combustion process; after the exhaust gas reaches the exhaust pipe, the oxygen sensor detects the oxygen concentration in the exhaust gas and thus calculates the air-fuel ratio coefficient.

[0086] As can be seen, by implementing the above embodiments, when the engine is running at the target speed and the target throttle opening, the first injection time is determined based on the estimated relative air charge, and then the engine is controlled to inject fuel according to the first injection time and the first air-fuel ratio coefficient after fuel injection and combustion is determined. This enables the fuel injection control and air-fuel ratio coefficient determination based on the estimated relative air charge under the current operating conditions, ensuring the reliability of fuel injection control and the first air-fuel ratio coefficient, and providing reliable experimental basis for subsequent parameter determination.

[0087] Regarding the determination of the target relative air charge, in some embodiments, the target relative air charge can be determined based on the air-fuel ratio coefficient after the engine performs injection and combustion based on the modified estimated relative air charge. See also... Figure 5 , Figure 5 This is a flowchart illustrating a method for determining the relative air charge of a target, as disclosed in an embodiment of this application. Figure 5 The method shown may include the following steps: Step 501: The electronic device acquires the engine's second injection time.

[0088] It should be understood that the second injection time is the actual injection time. The theoretical injection time is generally calculated based on an ideal model, while the actual injection time includes comprehensive factors such as hardware response and closed-loop correction, and can more realistically reflect the actual injection state of the engine.

[0089] Step 502: The electronic device determines the second fuel injection quality based on the second fuel injection time.

[0090] It should be understood that the second injection quality is the actual injection quality.

[0091] For example, the second injection quality can be determined based on the third preset rule and the second injection time. The third preset rule is the formula for calculating the injection quality, which can be expressed as: Injection quality = Injection time × Injection flow rate. It should be noted that this determination method is based on an ideal injector model, assuming that the injection quality and injection time have a linear relationship.

[0092] Step 503: The electronic equipment determines the target relative air charge based on the air-fuel ratio coefficient and the second injection mass after the engine performs fuel injection and combustion based on the corrected estimated relative air charge.

[0093] For example, the formula for calculating the relative air charge of a target is: Where Ld1 is the target relative air charge, λ is the air-fuel ratio coefficient of the engine after performing fuel injection and combustion based on the corrected estimated relative air charge, and m r The theoretical maximum intake mass is given by m, where AFR is the theoretical air-fuel ratio. a The second injection mass is defined by the following formula: T a The second injection time is denoted by Q, where Q is the injector flow rate, representing the mass of fuel injected per millisecond.

[0094] As can be seen, by implementing the above embodiments, when the air-fuel ratio coefficient after the engine performs fuel injection and combustion based on the corrected estimated relative air charge meets the target range, the second injection time of the engine can be obtained. This allows for the determination of the actual opening duration of the injector under the current operating conditions, avoiding deviations between theoretical and actual injection times. Secondly, determining the second injection mass based on the second injection time ensures the accuracy of the injection mass calculation. Finally, by combining the air-fuel ratio coefficient after the engine performs fuel injection and combustion based on the corrected estimated relative air charge with the second injection mass to determine the target relative air charge, the actual intake air charge can be determined in reverse by the actual combustion state and the actual injection mass. This makes the final target relative air charge more closely match the actual operating conditions of the engine, further improving the accuracy of the calibration results.

[0095] Please see Figure 6 , Figure 6 This is a schematic flowchart of another engine calibration method disclosed in an embodiment of this application. Figure 6 The method shown may include the following steps: Step 601: When the engine is running at the target speed and target throttle opening, the electronic device determines the first air-fuel ratio coefficient after the engine performs fuel injection combustion based on the estimated relative air charge.

[0096] For the specific implementation of step 601, please refer to the content of step 101 above, which will not be repeated here.

[0097] Step 6021: If the first air-fuel ratio does not meet the target range, the electronic device corrects the estimated relative air charge based on the estimated relative air charge and the first air-fuel ratio to obtain the corrected estimated relative air charge.

[0098] For the specific implementation of step 6021, please refer to the content of step 102 above, which will not be repeated here.

[0099] Step 6022: If the first air-fuel ratio coefficient meets the target range, the electronic device determines the estimated relative air charge as the target relative air charge, or determines the target relative air charge based on the first air-fuel ratio coefficient.

[0100] As an example, the estimated relative air charge can be determined as the target relative air charge.

[0101] As another example, the target relative air charge can be determined based on a first air-fuel ratio coefficient. For a detailed implementation of this example, please refer to [link / reference needed]. Figure 5 Related information, for example, can be obtained about the engine's second injection time; the second injection mass can be determined based on the second injection time; and the target relative air charge can be determined based on the first air-fuel ratio coefficient and the second injection mass.

[0102] Step 6031: If the air-fuel ratio coefficient after the engine performs fuel injection and combustion based on the corrected estimated relative air charge satisfies the target range, the electronic device determines the corrected estimated relative air charge as the target relative air charge, or determines the target relative air charge based on the air-fuel ratio coefficient after the engine performs fuel injection and combustion based on the corrected estimated relative air charge.

[0103] For the specific implementation of step 6031, please refer to the content of step 103 above, which will not be repeated here.

[0104] Step 6032: If the air-fuel ratio coefficient of the engine after performing fuel injection and combustion based on the corrected estimated relative air charge does not meet the target range, the electronic device continues to correct the estimated relative air charge at least once until the air-fuel ratio coefficient of the engine after performing fuel injection and combustion based on the last corrected estimated relative air charge meets the target range. The last corrected estimated relative air charge is then determined as the target relative air charge, or the target relative air charge is determined based on the air-fuel ratio coefficient of the engine after performing fuel injection and combustion based on the last corrected estimated relative air charge.

[0105] Optionally, once the engine has entered a stable operating condition, the air-fuel ratio coefficient after the engine performs fuel injection combustion based on the estimated relative air charge obtained from the last correction can be determined.

[0106] For example, the corrected estimated relative air charge is 0.935. The air-fuel ratio coefficient of the engine after performing fuel injection and combustion based on the corrected estimated relative air charge is 1.08, which does not meet the target range [0.95, 1.05]. Therefore, the corrected estimated relative air charge is corrected again, resulting in a revised estimated relative air charge of 1.01. The air-fuel ratio coefficient of the engine after performing fuel injection and combustion based on the revised estimated relative air charge is 1.06, which also does not meet the target range [0.95, 1.05]. The estimated relative air charge is revised again, resulting in a final estimated relative air charge of 1.07. The air-fuel ratio coefficient of the engine after fuel injection and combustion based on the final estimated relative air charge is 1.04, which meets the target range [0.95, 1.05]. Therefore, the final estimated relative air charge can be determined as the target relative air charge, or the target relative air charge can be determined based on the air-fuel ratio coefficient of the engine after fuel injection and combustion based on the final estimated relative air charge.

[0107] As can be seen, if the air-fuel ratio coefficient determined again does not meet the target range when implementing the above embodiments, the correction continues until the air-fuel ratio coefficient after fuel injection and combustion based on the estimated relative air charge obtained from the last correction meets the target range. The estimated relative air charge obtained from the last correction is then determined as the target relative air charge, or the target relative air charge is determined based on the air-fuel ratio coefficient. This solution, through the closed-loop adjustment of "fuel injection-determination-correction", enables the finally determined target relative air charge to match the corresponding operating conditions, thereby improving calibration efficiency and accuracy.

[0108] It should be noted that before calibrating the relative air charge, it is necessary to ensure that the engine has finished warming up and is in a stable operating condition. Simultaneously, the relevant correction factors and status indicators in the engine control unit (ECU) need to be set or checked. For example, the injector nonlinearity correction factor, manifold vacuum correction factor, and multiplicative adaptation factor can all be set to 1; the Lambda control additive adaptive factor can be set to 0; the desired air-fuel ratio coefficient can be set to 1; the start-up completion indicator can be set to 0; the fuel enrichment factors during start-up and warm-up can both be set to 1; and the acceleration / deceleration transition correction factor can be set to 0. These settings allow for closed-loop correction based on measured data such as air-fuel ratio and torque, eliminating human error. Furthermore, through standard state normalization and other logic, the calibration parameters are ensured to closely match the actual characteristics of the engine hardware, improving the accuracy of ECU control.

[0109] The above combination Figures 1-6 This paper details the calibration method for relative air charge under a fixed operating condition (target speed and target throttle opening). It should be noted that the actual calibration process requires traversing all operating point values ​​to construct a complete relative air charge table. Specifically, the engine is first brought to idle, and the throttle opening is adjusted to the first preset opening calibration point. The engine speed is then stabilized at the first preset speed calibration point by adjusting the load torque using a dynamometer. Under this fixed operating condition, the relative air charge is iteratively corrected using the aforementioned method until the air-fuel ratio meets the target range, obtaining the target charge under this fixed operating condition and recording it in the relative air charge table. Keeping the throttle opening constant, other preset speed calibration points are traversed sequentially to complete the calibration of all speed points under this throttle opening. Then, the throttle opening is adjusted to the next preset opening calibration point, and the above process is repeated until all preset throttle opening and speed combinations are covered, ultimately obtaining the relative air charge table for each operating condition.

[0110] The following describes the calibration method for the ignition angle under a fixed operating condition (target relative air charge and target speed). Please refer to [link to relevant documentation]. Figure 7 , Figure 7 This is a schematic flowchart illustrating another engine calibration method disclosed in an embodiment of this application. Figure 7The method shown may include the following steps: Step 701: The electronic device acquires the status data of the engine running at the first ignition angle.

[0111] In this embodiment of the application, the state data includes knock intensity data, the first ignition angle is the ignition angle of the engine when it is running in the second operating condition, and the knock intensity data is used to characterize the knock intensity of the engine when it is running in the second operating condition. The second operating condition includes the target speed and the target relative air charge.

[0112] It should be noted that the first ignition angle can be obtained by adjusting the initial ignition angle. For example, if the initial ignition angle is 11°CA, the first ignition angle can be obtained as 12°CA by increasing the initial ignition angle. The initial ignition angle can be a preset fixed value.

[0113] Optionally, the first detonation intensity data can be determined based on the voltage signal detected by the detonation sensor.

[0114] Step 702: If the electronic device does not meet the knock condition in the status data, and the first torque value of the engine running at the previous ignition angle is less than the second torque value when running at the first ignition angle, the first ignition angle is adjusted to obtain the next ignition angle of the first ignition angle, until the status data of the engine running at the next ignition angle of the first ignition angle meets the knock condition or the second torque value is greater than or equal to the torque value when running at the next ignition angle of the first ignition angle, and the target ignition angle is determined based on the first ignition angle.

[0115] In this embodiment, the detonation condition is used to indicate that the detonation intensity data is greater than or equal to a target intensity threshold. The target intensity threshold can be a preset value, or it can be determined from a correspondence based on target operating conditions. This correspondence includes the relationship between multiple operating conditions and multiple intensity thresholds.

[0116] To adjust the first ignition angle to obtain the next ignition angle, the first ignition angle can be increased or decreased.

[0117] Taking increasing the ignition angle as an example: For instance, if the previous ignition angle was 11°CA and the first ignition angle was 12°CA, and the first state data does not meet the knock condition, and the first torque value of the engine running at 11°CA is less than the second torque value running at 12°CA (i.e., the torque value increases), the first ignition angle is increased to obtain the next ignition angle (13°CA). This continues until the engine state data running at 13°CA meets the knock condition, or the second torque value is greater than or equal to the torque value running at 13°CA (i.e., the torque value decreases). The target ignition angle is then determined based on the first ignition angle. For example, the first ignition angle of 12°CA is determined as the target ignition angle.

[0118] It should be noted that the larger the ignition angle value, the earlier the ignition is initiated; therefore, increasing the ignition angle advances the ignition, while decreasing the ignition angle delays the ignition. This step needs to ensure that when the engine is running at the target ignition angle, it will not trigger knocking, and it can approach the optimal torque value under the current operating conditions as closely as possible; therefore, it is necessary to find the ignition angle that is at the boundary of knocking or torque reduction.

[0119] As can be seen, implementing the above embodiments involves, firstly, acquiring the engine's state data at the first ignition angle, including knock intensity data, which accurately captures the engine's combustion and operating states under corresponding conditions, providing an accurate basis for subsequent knock judgment; secondly, if the first state data does not meet the knock condition, and the first torque value of the engine at the previous ignition angle is less than the second torque value at the first ignition angle, adjusting the first ignition angle to obtain the next ignition angle, until the engine's state data at the next ignition angle meets the knock condition, or the second torque value is greater than or equal to the torque value at the next ignition angle. Based on the first ignition angle, a target ignition angle is determined, achieving rapid and accurate determination of the target ignition angle. This ensures that the target ignition angle under fixed operating conditions is precisely set in an ideal state that avoids knock and maximizes torque output, ensuring the accuracy of ignition angle calibration and thus improving engine performance and safety.

[0120] The above combination Figures 1-7The engine calibration method provided in the embodiments of this application is described in detail. It should be understood that although the steps in the above flowcharts are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Furthermore, at least some steps in the above flowcharts may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least a portion of the sub-steps or stages of other steps. In addition, the above embodiments can be implemented independently or in combination with each other, without limitation herein.

[0121] Based on the foregoing embodiments, this application provides an engine calibration device, which includes various modules and units included in each module, and can be implemented by a processor; of course, it can also be implemented by specific logic circuits; in the implementation process, the processor can be a central processing unit (CPU), microprocessor (MPU), digital signal processor (DSP) or field programmable gate array (FPGA), etc.

[0122] Please see Figure 8 , Figure 8 This is a schematic diagram of the structure of an engine calibration device disclosed in an embodiment of this application, as shown below. Figure 8 The device shown includes: a first determining module 801, a correcting module 802, and a second determining module 803.

[0123] The first determining module 801 is used to determine the first air-fuel ratio coefficient of the engine after performing fuel injection combustion based on the estimated relative air charge when the engine is running at the target speed and the target throttle opening. The target throttle opening is used to characterize the opening angle of the engine throttle, and the estimated relative air charge is used to characterize the ratio of the mass of air entering the cylinder of the engine to the mass of air filling the cylinder volume under standard conditions. The correction module 802 is used to correct the estimated relative air charge based on the estimated relative air charge and the first air-fuel ratio when the first air-fuel ratio does not meet the target range, so as to obtain the corrected estimated relative air charge. The second determining module 803 is used to determine the corrected estimated relative air charge as the target relative air charge when the air-fuel ratio coefficient after the engine performs fuel injection combustion based on the corrected estimated relative air charge satisfies the target range, or to determine the target relative air charge based on the air-fuel ratio coefficient after the engine performs fuel injection combustion based on the corrected estimated relative air charge.

[0124] In some embodiments, the engine calibration device further includes a third determining module. The third determining module is used to determine a target loading torque based on the geometric parameters of the propeller adapted to the engine and target operating parameters, the target operating parameters including at least a target speed; and control the dynamometer to apply the target loading torque to the engine so that the engine operates at the target speed.

[0125] In some embodiments, the first determining module is specifically configured to, when the engine is running at a target speed and a target throttle opening, determine a first injection time based on an estimated relative air charge; control the engine to inject fuel according to the first injection time; and determine a first air-fuel ratio coefficient after fuel injection and combustion.

[0126] In some embodiments, the first determining module is specifically configured to: determine a first fuel injection mass based on an estimated relative air charge; and determine a first fuel injection time from a first correspondence based on the first fuel injection mass, wherein the first correspondence includes a relationship between multiple fuel injection masses and multiple fuel injection times, wherein the multiple fuel injection masses include the first fuel injection mass, and the multiple fuel injection times include the first fuel injection time.

[0127] In some embodiments, the engine calibration device further includes a fourth determining module. The fourth determining module is configured to, if the air-fuel ratio coefficient after the engine performs injection combustion based on the corrected estimated relative air charge satisfies the target range, obtain a second injection time of the engine; and determine a second injection mass based on the second injection time. The second determining module is specifically configured to, based on the air-fuel ratio coefficient after the engine performs injection combustion based on the corrected estimated relative air charge and the second injection mass, determine a target relative air charge.

[0128] In some embodiments, the engine calibration device further includes a fifth determining module. The fifth determining module is configured to: acquire state data of the engine operating at a first ignition angle, the state data including knock intensity data, the first ignition angle being the ignition angle of the engine operating in a second condition, the knock intensity data being used to characterize the knock intensity of the engine operating in the second condition, the second condition including a target engine speed and a target relative air charge; if the state data does not meet the knock condition, and the first torque value of the engine operating at the previous ignition angle is less than the second torque value operating at the first ignition angle, adjust the first ignition angle to obtain the next ignition angle of the first ignition angle, until the state data of the engine operating at the next ignition angle of the first ignition angle meets the knock condition or the second torque value is greater than or equal to the torque value operating at the next ignition angle of the first ignition angle; determine a target ignition angle based on the first ignition angle, the knock condition being used to indicate that the knock intensity data is greater than or equal to a target intensity threshold.

[0129] In some embodiments, the second determining module is specifically configured to, if the air-fuel ratio coefficient after the engine performs fuel injection combustion based on the corrected estimated relative air charge does not meet the target range, continue to correct the estimated relative air charge at least once until the air-fuel ratio coefficient after the engine performs fuel injection combustion based on the last corrected estimated relative air charge meets the target range, and determine the last corrected estimated relative air charge as the target relative air charge, or determine the target relative air charge based on the air-fuel ratio coefficient after the engine performs fuel injection combustion based on the last corrected estimated relative air charge.

[0130] It should be noted that the division of modules in the engine calibration device shown in this embodiment is illustrative and is only a logical functional division. In actual implementation, there may be other division methods.

[0131] This application provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the method provided in the above embodiments.

[0132] This application provides a computer program product containing instructions that, when run on a computer, cause the computer to perform the steps in the method provided in the above-described method embodiments.

[0133] It should be noted that the descriptions of the above embodiments of the apparatus, electronic devices, and computer-readable storage media are similar to the descriptions of the above method embodiments, and have similar beneficial effects. For technical details not disclosed in the embodiments of the apparatus, electronic devices, and computer-readable storage media of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0134] It should be understood that the phrases "one embodiment," "an embodiment," or "some embodiments" mentioned throughout the specification mean that a specific feature, structure, or characteristic related to an embodiment is included in at least one embodiment of this application. Therefore, "in one embodiment," "in one embodiment," or "in some embodiments" appearing throughout the specification do not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. It should be understood that in the various embodiments of this application, the sequence numbers of the above-described processes do not imply a sequential order of execution; the execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application. The sequence numbers of the above-described embodiments are merely for descriptive purposes and do not represent the superiority or inferiority of the embodiments. The descriptions of the various embodiments above tend to emphasize the differences between the various embodiments; their similarities or commonalities can be referred to mutually, and for the sake of brevity, they will not be repeated here.

[0135] In this article, the term "and / or" is merely a description of the relationship between related objects, indicating that there can be three kinds of relationships. For example, object A and / or object B can represent three situations: object A exists alone, object A and object B exist simultaneously, and object B exists alone.

[0136] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0137] In the several embodiments provided in this application, it should be understood that the disclosed methods, apparatus, and electronic devices can be implemented in other ways. The embodiments described above are merely illustrative. For example, the division of modules above is only a logical functional division, and in actual implementation, there may be other division methods, such as: multiple modules or components can be combined, or integrated into another system, or some features can be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the various components shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or modules, and can be electrical, mechanical, or other forms.

[0138] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments. The aforementioned storage medium includes various media that can store program code, such as mobile storage devices, read-only memory (ROM), magnetic disks, or optical disks.

[0139] The methods disclosed in the several method embodiments provided in this application can be arbitrarily combined without conflict to obtain new method embodiments.

[0140] The features disclosed in the several device embodiments provided in this application can be arbitrarily combined without conflict to obtain new device embodiments.

[0141] The above description is merely an embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for calibrating an engine, characterized in that, The method includes: When the engine is running at a target speed and a target throttle opening, a first air-fuel ratio coefficient is determined after the engine performs fuel injection and combustion based on an estimated relative air charge. The target throttle opening is used to characterize the opening angle of the engine's throttle valve, and the first air-fuel ratio coefficient is used to characterize the ratio between the actual air-fuel ratio and the theoretical air-fuel ratio. If the first air-fuel ratio does not meet the target range, the estimated relative air charge is corrected according to the estimated relative air charge and the first air-fuel ratio to obtain the corrected estimated relative air charge. If, after the engine performs fuel injection combustion based on the corrected estimated relative air charge, the air-fuel ratio coefficient satisfies the target range, the corrected estimated relative air charge is determined as the target relative air charge; or, the target relative air charge is determined based on the air-fuel ratio coefficient after the engine performs fuel injection combustion based on the corrected estimated relative air charge.

2. The method according to claim 1, characterized in that, Before determining the first air-fuel ratio coefficient after the engine performs fuel injection combustion based on the estimated relative air charge, the method further includes: The target loading torque is determined based on the geometric parameters of the propeller adapted to the engine and the target operating parameters, wherein the target operating parameters include at least the target rotational speed. The dynamometer is controlled to apply the target loading torque to the engine so that the engine operates at the target speed.

3. The method according to claim 1, characterized in that, The process of determining the first air-fuel ratio coefficient after the engine performs fuel injection combustion based on the estimated relative air charge when the engine is running at the target speed and target throttle opening includes: When the engine is running at the target speed and the target throttle opening, the first injection time is determined based on the estimated relative air charge. The engine is controlled to inject fuel according to the first injection time, and the first air-fuel ratio coefficient after fuel injection and combustion is determined.

4. The method according to claim 3, characterized in that, Determining the first injection time based on the estimated relative air charge includes: The first injection mass is determined based on the estimated relative air charge. Based on the first injection quality, the first injection time is determined from a first correspondence relationship. The first correspondence relationship includes the relationship between multiple injection qualities and multiple injection times. The multiple injection qualities include the first injection quality, and the multiple injection times include the first injection time.

5. The method according to any one of claims 1-4, characterized in that, The method further includes: If the air-fuel ratio coefficient of the engine after performing fuel injection and combustion based on the corrected estimated relative air charge satisfies the target range, the second injection time of the engine is obtained. The second injection quality is determined based on the second injection time; Determining the target relative air charge based on the air-fuel ratio coefficient after the engine performs fuel injection and combustion based on the corrected estimated relative air charge includes: The target relative air charge is determined based on the air-fuel ratio coefficient after the engine performs fuel injection and combustion based on the corrected estimated relative air charge and the second injection mass.

6. The method according to claim 1, characterized in that, The method further includes: The state data of the engine when it is running at a first ignition angle is obtained. The state data includes knock intensity data. The first ignition angle is the ignition angle of the engine when it is running at a second operating condition. The knock intensity data is used to characterize the knock intensity of the engine when it is running at the second operating condition. The second operating condition includes the target speed and the target relative air charge. If the state data does not meet the knock condition, and the first torque value of the engine running at the previous ignition angle is less than the second torque value running at the first ignition angle, the first ignition angle is adjusted to obtain the next ignition angle of the first ignition angle, until the state data of the engine running at the next ignition angle of the first ignition angle meets the knock condition or the second torque value is greater than or equal to the torque value running at the next ignition angle of the first ignition angle. A target ignition angle is determined based on the first ignition angle, and the knock condition is used to indicate that the knock intensity data is greater than or equal to the target intensity threshold.

7. The method according to claim 1, characterized in that, The method further includes: If, after the engine performs fuel injection combustion based on the revised estimated relative air charge, the air-fuel ratio coefficient does not meet the target range, the estimated relative air charge is revised at least once more until the air-fuel ratio coefficient after the engine performs fuel injection combustion based on the last revised estimated relative air charge meets the target range. The last revised estimated relative air charge is then determined as the target relative air charge. Alternatively, the target relative air charge is determined based on the air-fuel ratio coefficient after the engine performs fuel injection combustion based on the last revised estimated relative air charge.

8. A calibration device for an engine, characterized in that, The device includes: The first determining module is used to determine a first air-fuel ratio coefficient after the engine performs fuel injection combustion based on an estimated relative air charge when the engine is running at a target speed and a target throttle opening. The target throttle opening is used to characterize the opening angle of the engine's throttle valve, and the first air-fuel ratio coefficient is used to characterize the ratio between the actual air-fuel ratio and the theoretical air-fuel ratio. The correction module is used to correct the estimated relative air charge based on the estimated relative air charge and the first air-fuel ratio when the first air-fuel ratio does not meet the target range, so as to obtain the corrected estimated relative air charge. The second determining module is used to determine the corrected estimated relative air charge as the target relative air charge when the air-fuel ratio coefficient after the engine performs fuel injection combustion based on the corrected estimated relative air charge satisfies the target range, or to determine the target relative air charge based on the air-fuel ratio coefficient after the engine performs fuel injection combustion based on the corrected estimated relative air charge.

9. A computer device comprising a memory and a processor, the memory storing a computer program executable on the processor, characterized in that, When the processor executes the program, it implements the steps of the method according to any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the method as described in any one of claims 1 to 7.

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