Control method and device of vehicle engine, electronic equipment and storage medium

Abstract

This application discloses a control method, device, electronic equipment, and storage medium for a vehicle engine, relating to the field of vehicle power control technology. The vehicle engine control method includes: acquiring the engine's operating status signal after the vehicle is powered on; determining the actual combustion characteristic parameters of the current fuel based on the operating status signal; comparing the actual combustion characteristic parameters with preset combustion characteristic parameters under multiple preset fuel types to determine the target fuel type; and determining the target control parameters corresponding to the target fuel type based on the target fuel type and preset ignition control parameters under multiple preset fuel types, so that the engine operates according to the target control parameters. This application can effectively distinguish the target fuel type of the actual fuel being added and adapt the corresponding target control parameters for the target fuel type to obtain the maximum engine efficiency, power, and economy.

Description

Technical Field

[0001] This application relates to the field of vehicle power control technology, and in particular to a control method, device, electronic equipment and storage medium for a vehicle engine. Background Technology

[0002] Currently, with social development and technological progress, gasoline in vehicles on the market can be classified into different fuel types according to different octane ratings. Moreover, most mass-produced gasoline engines on the market currently adopt a single fuel calibration strategy. The vast majority of OEMs use only one type of gasoline as a benchmark to complete the entire set of bench calibrations. This means that the engines in vehicles on the market cannot distinguish the actual fuel grade or perform differentiated control, which leads to the engine not being able to obtain the maximum efficiency, power, and economy. Summary of the Invention

[0003] This application provides a control method, device, electronic device, and storage medium for a vehicle engine. The embodiments provided by this application solve the technical problem in the prior art that the engine cannot distinguish the actual fuel grade and perform differentiated control, thus causing the engine to fail to obtain maximum efficiency, power, and economy. The embodiments provided by this application can effectively distinguish the target fuel type of the actual fuel and adapt the corresponding target control parameters for the target fuel type to obtain the maximum efficiency, power, and economy of the engine.

[0004] In a first aspect, this application provides a method for controlling a vehicle engine, the method comprising: After the vehicle is powered on, the operating status signal of the engine inside the vehicle is acquired; Based on the operating status signal, the actual combustion characteristic parameters of the current fuel in the engine are determined; The actual combustion characteristic parameters are compared with preset combustion characteristic parameters under multiple preset fuel types to determine the target fuel type of the current fuel. Based on the target fuel type and the preset ignition control parameters under the multiple preset fuel types, the target control parameters corresponding to the target fuel type are determined so that the engine operates according to the target control parameters.

[0005] In one feasible implementation, the operating status signal includes a crankshaft angle signal, and acquiring the operating status signal of the engine inside the vehicle after the vehicle is powered on includes: After the vehicle is powered on, the operating status of the engine inside the vehicle is obtained; After the engine's operating state meets the preset steady-state operating conditions, the crankshaft angle signal of the engine under multiple consecutive working cycles in the vehicle is acquired, wherein the working cycle is used to characterize the process of the engine completing one energy conversion.

[0006] In one feasible implementation, the preset steady-state operating conditions include at least one of the following: The cooling temperature of the engine is determined to be within a first preset temperature range; Determine that the engine speed fluctuation is less than or equal to a preset speed fluctuation threshold; Determine that the load on the engine is within a preset load range; The intake air of the engine is determined to be within a second preset temperature range; It was determined that no accelerator pedal signal or deceleration pedal signal for the vehicle was detected.

[0007] In one feasible implementation, the actual combustion characteristic parameters include the actual crankshaft angle interval and the actual crankshaft angle position. Determining the actual combustion characteristic parameters of the engine's current fuel based on the operating state signal includes: Obtain the ignition information of the engine, wherein the ignition information includes ignition timing; Based on the crankshaft angle signal, the engine speed fluctuation information and the engine in-cylinder combustion pressure change information are determined; Based on the ignition time and the internal combustion pressure change information, the actual crankshaft angle interval and the actual crankshaft angle position of the engine under each working cycle are determined.

[0008] In one feasible implementation, comparing the actual combustion characteristic parameters with preset combustion characteristic parameters under multiple preset fuel types to determine the target fuel type of the current fuel includes: Determine the feature similarity between the actual combustion feature parameters and the preset combustion feature parameters under various preset fuel types; Based on the feature similarity, a standard preset fuel type corresponding to the preset combustion feature parameter with the highest similarity to the actual combustion feature parameter is determined, and the standard preset fuel type is used to determine the target fuel type of the current fuel.

[0009] In one feasible implementation, the actual combustion characteristic parameter includes the actual crankshaft angle interval; the preset combustion characteristic parameter includes the preset crankshaft angle interval, and the step of determining the standard preset fuel type corresponding to the preset combustion characteristic parameter with the highest similarity to the actual combustion characteristic parameter based on the characteristic similarity includes: Determine the angular interval distance between the actual crankshaft angular interval and the preset crankshaft angular interval under each preset fuel type; Based on the corner interval distances, a standard preset fuel type is selected from a plurality of preset fuel types.

[0010] In one feasible implementation, the actual combustion characteristic parameters further include the actual crankshaft angle position; the preset combustion characteristic parameters include preset crankshaft angle positions, and the step of selecting a standard preset fuel type from multiple preset fuel types based on the various angle intervals includes: Based on the corner interval distances, at least two candidate fuel types are selected from a plurality of preset fuel types; The candidate crankshaft angle interval distance between the actual crankshaft angle interval and the preset crankshaft angle interval under each of the candidate fuel types is determined, and the candidate crankshaft angle position distance between the actual crankshaft angle position and the preset crankshaft angle position under each of the candidate fuel types is determined. The weighted feature distance is determined by weighting the distance between each candidate corner interval and the distance between each candidate corner position. The candidate fuel type with the smallest weighted feature distance is determined as the standard preset fuel type.

[0011] In one feasible implementation, after determining the candidate fuel type with the smallest weighted feature distance as the standard preset fuel type, the method further includes: When the weighted feature distance is determined to be less than or equal to the preset feature critical distance, if knock sensor data is obtained, the candidate fuel type with the smallest octane number among the candidate fuel types is determined as the standard preset fuel type; wherein, the preset feature critical distance is used to characterize the feature distance critical between any two candidate fuel types; If the knock sensor data is not obtained, the candidate fuel type with the highest octane rating among the candidate fuel types is determined to be the standard preset fuel type.

[0012] In one feasible implementation, preset combustion characteristic parameters for multiple preset fuel types are determined by the following method: When the engine is in the bench test phase, combustion data of various preset fuel types at different speeds and loads are acquired. For any of the preset fuel types, based on the combustion data and preset abnormal data filtering rules, the standard combustion characteristic parameters of the preset fuel type under all operating conditions are determined; The standard combustion characteristic parameters of each preset fuel type under all operating conditions are determined as preset combustion characteristic parameters.

[0013] In one feasible implementation, the multiple preset fuel types include a preset reference fuel type, a first preset fuel type, and a second preset fuel type, wherein the first preset fuel type has higher anti-knock properties than the preset reference fuel type, and the second preset fuel type has lower anti-knock properties than the preset reference fuel type; preset ignition control parameters under the multiple preset fuel types are determined by the following method: The preset ignition control parameters corresponding to the reference fuel type are determined as the reference control parameters; For a first preset fuel type, the sum of the reference control parameter and the preset forward ignition offset is determined as the first ignition control parameter corresponding to the first preset fuel type. For the second preset fuel type, the sum of the reference control parameter and the preset negative ignition offset is determined as the first ignition control parameter corresponding to the second preset fuel type.

[0014] In one feasible implementation, determining the target control parameters corresponding to the target fuel type based on the target fuel type and the preset ignition control parameters under the multiple preset fuel types includes: If the target fuel type is determined to be the reference fuel type, then the reference control parameter is determined to be the target control parameter; If the target fuel type is determined to be the first preset fuel type, then the first ignition control parameter is determined to be the target control parameter; If the target fuel type is determined to be the second preset fuel type, then the second ignition control parameter is determined to be the target control parameter.

[0015] In one feasible implementation, after determining the target control parameters corresponding to the target fuel type based on the target fuel type and the preset ignition control parameters under the multiple preset fuel types, the method further includes: The target control parameters are locked within the current operating cycle of the engine, wherein the operating cycle is used to characterize the complete operating time period of the vehicle from power-on start to power-off shutdown.

[0016] In a second aspect, this application provides a vehicle engine control device, the vehicle engine control device comprising: The acquisition module is used to acquire the operating status signal of the engine inside the vehicle after the vehicle is powered on; The first determining module is used to determine the actual combustion characteristic parameters of the current fuel in the engine based on the operating status signal; The second determining module is used to compare the actual combustion characteristic parameters with preset combustion characteristic parameters under multiple preset fuel types to determine the target fuel type of the current fuel. The third determining module is used to determine the target control parameters corresponding to the target fuel type based on the target fuel type and the preset ignition control parameters under the multiple preset fuel types, so that the engine can operate adaptively according to the target control parameters.

[0017] In a third aspect, this application provides an electronic device including a processor, a memory, and a bus. The memory stores machine-readable instructions executable by the processor. When the electronic device is running, the processor communicates with the memory via the bus, and the machine-readable instructions are executed by the processor to perform the steps of the vehicle engine control method described above.

[0018] In a fourth aspect, this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, performs the steps of the vehicle engine control method described above.

[0019] Compared with the prior art, the vehicle engine control method, device, electronic equipment, and storage medium provided in this application, after the vehicle is powered on, first acquire the engine's operating status signal. Based on the operating status signal, determine the actual combustion characteristic parameters of the current fuel. Then, compare the actual combustion characteristic parameters with preset combustion characteristic parameters under various preset fuel types to determine the target fuel type of the current fuel. This allows for adaptation or compatibility with target fuel types of different fuel grades, enabling the vehicle's engine to achieve optimal performance and reduce energy waste. Furthermore, this application can determine the target control parameters corresponding to the target fuel type based on the target fuel type and preset ignition control parameters under various preset fuel types, allowing the engine to operate according to the target control parameters. No additional hardware modifications are required; the program can be directly flashed through the Engine Control Unit (ECU), standardizing the calibration process and adapting it to various gasoline engines. This shortens the development cycle and reduces costs. This application can effectively distinguish the target fuel type of the actual fuel being added and adapt the corresponding target control parameters for the target fuel type to obtain the engine's maximum efficiency, power, and economy. Attached Figure Description

[0020] Figure 1 A flowchart illustrating a vehicle engine control method provided in an embodiment of this application is shown. Figure 2This paper shows a structural block diagram of a vehicle engine control method apparatus provided in an embodiment of the present application; Figure 3 A schematic diagram of the structure of an electronic device provided in an embodiment of this application is shown.

[0021] Figure 2 and Figure 3 The correspondence between the figure labels and figure titles in the accompanying drawings is as follows: 200 A method and apparatus for controlling a vehicle engine; 210 An acquisition module; 220 A first determination module; 230 A second determination module; 240 A third determination module; 250 A locking module; 300 An electronic device; 310 A processor; 320 A memory; 330 A bus. Detailed Implementation

[0022] To better understand the technical solutions provided in the embodiments of this specification, the technical solutions of the embodiments of this specification will be described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the embodiments of this specification and the specific features in the embodiments are detailed descriptions of the technical solutions of the embodiments of this specification, rather than limitations on the technical solutions of this specification. In the absence of conflict, the embodiments of this specification and the technical features in the embodiments can be combined with each other.

[0023] In this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, without necessarily requiring or implying any such actual relationship or order between these entities or operations. Furthermore, 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 the element. The term "two or more" includes two or more cases.

[0024] First, the applicable application scenarios of this application will be introduced. The embodiments provided in this application are applicable to the field of vehicle power control technology, and in particular relate to a control method, device, electronic device and storage medium for a vehicle engine.

[0025] Currently, gasoline in vehicles on the market can be classified into different fuel types according to different octane ratings. Moreover, most mass-produced gasoline engines on the market adopt a single fuel calibration strategy. The vast majority of OEMs use only one type of gasoline as a benchmark to complete the entire bench calibration. This means that the engines in vehicles on the market cannot distinguish the actual fuel grade or perform differentiated control, which leads to the engine not being able to obtain the maximum efficiency, power, and economy.

[0026] Based on this, the embodiments of this application provide a control method, device, electronic device and storage medium for a vehicle engine. The embodiments provided by this application solve the technical problem in the prior art that the engine cannot distinguish the actual fuel grade and perform differentiated control, which leads to the engine being unable to obtain the maximum efficiency, power and economy. The embodiments provided by this application can effectively distinguish the target fuel type of the actual fuel and adapt the corresponding target control parameters for the target fuel type to obtain the maximum efficiency, power and economy of the engine.

[0027] Figure 1 A flowchart illustrating a vehicle engine control method according to an embodiment of this application is shown. Figure 1 As shown, the vehicle engine control method includes the following steps: S101. After the vehicle is powered on, acquire the engine's operating status signal inside the vehicle.

[0028] In this step, in the embodiment provided in this application, after the vehicle's engine has passed the pre-calibration fuel test stage on the bench and the engine test is confirmed to be successful, the embodiment provided in this application will directly enter the vehicle application stage of the engine. After the vehicle is powered on, the ECU in the vehicle will first perform power-on initialization and operating condition access monitoring, and after confirming that the signals of each sensor are normal, it will start to acquire the engine's operating status signal in real time.

[0029] It should be noted that, in the embodiments provided in this application, the operating status signals include, but are not limited to, at least one of the following: crankshaft position sensor tooth signal, water temperature signal, speed signal, load signal, accelerator pedal signal, and intake air temperature signal; wherein, the tooth signal is a pulse electrical signal generated when the flywheel teeth detected by the crankshaft position sensor pass by, specifically the 60-2 tooth signal on the crankshaft flywheel—that is, a missing tooth pulse sequence formed by two missing teeth out of the 60 teeth evenly distributed on the flywheel, used to mark the reference zero position of the crankshaft.

[0030] It is understood that, in the embodiments provided in this application, power-on initialization includes, but is not limited to, performing power self-test, sensor self-test, and vehicle storage unit self-test; operating condition access monitoring includes, but is not limited to, confirming the normality of the crankshaft position sensor, water temperature sensor, and intake pressure sensor signals; then entering steady-state access monitoring mode, monitoring engine water temperature, speed, load, and intake air temperature signals in real time, and only initiating the oil identification process when all access conditions are met.

[0031] S102. Based on the operating status signal, determine the actual combustion characteristic parameters of the current fuel in the engine.

[0032] In this step, in the embodiment provided in this application, the ECU first determines whether the engine meets the preset steady-state operating conditions based on the acquired operating status signal. If it is determined that the engine meets the preset steady-state operating conditions, the embodiment provided in this application will determine the in-cylinder combustion pressure change information of the engine based on the operating status signal, and then determine the actual combustion characteristic parameters of the current fuel of the engine based on the determined in-cylinder combustion pressure change information.

[0033] It is understood that the actual combustion characteristic parameters in the embodiments provided in this application can be customized and used according to different application scenarios and usage conditions. In the embodiments provided in this application, the actual combustion characteristic parameters can be specifically, but are not limited to, the actual crankshaft angle interval and the actual crankshaft angle position.

[0034] It should be noted that, in the embodiments provided in this application, the actual crankshaft angle interval is used to characterize the angle from ignition to 50% combustion interval, and can be specifically represented by (Crank Angle of 50% Cumulative Heat Release, AI50); the actual crankshaft angle position is used to characterize the angle of 50% combustion mass fraction, and can be specifically represented by (Mass Fraction Burned, MFB50).

[0035] S103. Compare the actual combustion characteristic parameters with the preset combustion characteristic parameters under multiple preset fuel types to determine the target fuel type for the current fuel.

[0036] In this step, in the embodiments provided in this application, after determining the actual combustion characteristic parameters, the embodiments provided in this application will compare the actual combustion characteristic parameters with the preset combustion characteristic parameters under various preset fuel types, determine the characteristic distance between the actual combustion characteristic parameters and the preset combustion characteristic parameters under each preset fuel type, and then determine the target fuel type of the current fuel based on the magnitude of the above-mentioned characteristic distances.

[0037] The method for obtaining the feature distance in the embodiments provided in this application can be customized and used according to different application scenarios and usage conditions. In the embodiments provided in this application, the feature distance between the actual combustion feature parameters and the preset combustion feature parameters under each preset fuel type can be specifically set as Euclidean distance. Here, Euclidean distance is used for the feature similarity between the actual combustion feature parameters and the preset combustion feature parameters. The smaller the distance between the actual combustion feature parameters and the preset combustion feature parameters, the higher the feature similarity between the two.

[0038] In this application, the aforementioned preset fuel type can be customized and used according to different application scenarios and usage conditions. In the embodiments provided in this application, the preset fuel type can be specifically set to four grades of fuel: 89, 92, 95, and 98.

[0039] Among them, 89-octane fuel has the lowest anti-knock properties and is suitable for older naturally aspirated and other economy cars with low compression ratios; 92-octane fuel has moderate anti-knock properties and is currently the most common grade on the market, suitable for most ordinary family cars; 95-octane fuel has good anti-knock properties and is suitable for turbocharged or high-compression engines; 98-octane fuel has the best anti-knock properties and is designed for high-performance models or supercars.

[0040] S104. Based on the target fuel type and preset ignition control parameters under multiple preset fuel types, determine the target control parameters corresponding to the target fuel type so that the engine operates according to the target control parameters.

[0041] In this step, in the embodiments provided in this application, a preset ignition control parameter matching the target fuel type is determined from a variety of preset fuel types based on the target fuel type, and the preset ignition control parameter is determined as the target control parameter corresponding to the target fuel type. Then, the engine operation is controlled according to the target control parameter so that the vehicle engine can provide the vehicle with the maximum power value after using the target fuel type.

[0042] It is understood that the embodiments provided in this application include multiple sets of preset ignition control parameters, and the multiple sets of preset ignition control parameters include a set of reference control parameters and at least one set of preset ignition control parameters.

[0043] In the embodiments provided in this application, the reference control parameters are determined to be the ignition control parameters of 92-octane gasoline, and at least one set of preset ignition control parameters are determined to be the ignition control parameters of 95-octane gasoline or the ignition control parameters of 89-octane gasoline.

[0044] In this application, the mapping map of the reference control parameters (MAP), the preset positive ignition offset (MAP), and the preset negative ignition offset are all permanently stored in the non-volatile storage unit of the ECU for real-time retrieval during vehicle operation.

[0045] Compared with the prior art, the vehicle engine control method provided in this application, after the vehicle is powered on, first acquires the engine's operating status signal. Based on the operating status signal, it determines the actual combustion characteristic parameters of the current fuel. Then, it compares the actual combustion characteristic parameters with preset combustion characteristic parameters under multiple preset fuel types to determine the target fuel type. This achieves adaptation or compatibility with target fuel types of different fuel grades, enabling the vehicle's engine to achieve optimal performance and reduce energy waste. Furthermore, this application can determine the target control parameters corresponding to the target fuel type based on the target fuel type and preset ignition control parameters under multiple preset fuel types, allowing the engine to operate according to the target control parameters without additional hardware modifications. This is achieved directly through the engine control unit (ECU). The ECU (Engine Control Unit) enables program rewriting, standardizing the calibration process and adapting it to various gasoline engines, thereby shortening the development cycle and reducing costs. This application can effectively distinguish the target fuel type of the actual fuel being added and adapt the corresponding target control parameters for the target fuel type to obtain the engine's maximum efficiency, power, and economy. Furthermore, this application can reduce control oscillations, enabling the engine to run smoothly and reducing the phenomenon of fluctuating power.

[0046] Optionally, the operating status signals include crankshaft angle signals. After the vehicle is powered on, the operating status signals of the engine inside the vehicle are acquired, including: After the vehicle is powered on, the operating status of the engine inside the vehicle is acquired; after the engine's operating status meets the preset steady-state operating conditions, the crankshaft angle signal of the engine under multiple consecutive working cycles inside the vehicle is acquired, where the working cycle is used to characterize the process of the engine completing one energy conversion.

[0047] In the embodiments provided in this application, after the vehicle is powered on, the embodiments first determine whether the operating state of the engine in the vehicle is within the specified preset steady-state operating conditions. If so, the crankshaft angle signal of the engine under multiple consecutive working cycles is obtained through the crankshaft position sensor. It should be noted that the engine operating state in the embodiments provided in this application does not include, but is not limited to, engine cooling temperature, engine speed, engine load, engine intake air temperature, and accelerator pedal state, etc.

[0048] It is understood that, before determining whether the engine's operating state in the vehicle is within the specified preset steady-state operating conditions, the ECU in the embodiments provided in this application will first perform a power supply self-test, a sensor self-test, and a storage unit self-test, and determine whether the corresponding sensor signals are normal. After determining that the signals of the key sensors such as the crankshaft position sensor, water temperature sensor, and intake pressure sensor are all within the normal range and there are no faults such as short circuits, open circuits, or abnormal signals, the embodiments provided in this application begin to collect crankshaft angle signals under multiple consecutive working cycles through the crankshaft position sensor.

[0049] In this embodiment, the engine is a four-stroke gasoline engine. One working cycle includes four consecutive strokes: intake stroke, compression stroke, power stroke, and exhaust stroke. During the intake stroke, the piston moves downward, drawing the air-fuel mixture into the cylinder. During the compression stroke, the piston moves upward, compressing the mixture to a small volume, causing a rapid increase in pressure and temperature. During the power stroke, the spark plug ignites the mixture, causing violent combustion and explosion, with the high-temperature, high-pressure gas pushing the piston downward—this is the only stroke that generates power. During the exhaust stroke, the piston moves upward, expelling the combusted exhaust gases from the cylinder. After completing these four strokes, the crankshaft rotates exactly two revolutions (720°), and then begins the next working cycle.

[0050] In this embodiment, the ECU collects crankshaft angle signals for 500 consecutive working cycles. The crankshaft angle signals are 60-2 tooth pulse sequences output by the crankshaft position sensor. By measuring the time interval between each tooth passing through the sensor, the ECU can obtain the instantaneous rotational speed information of the crankshaft at each angular position.

[0051] This application significantly reduces the random errors caused by single-cycle combustion fluctuations by collecting crankshaft angle signals over 500 consecutive working cycles, providing sufficient statistical samples for the subsequent determination of target control parameters.

[0052] Optionally, the preset steady-state operating conditions include at least one of the following: The engine cooling temperature is determined to be within a first preset temperature range; the engine speed fluctuation is determined to be less than or equal to a preset speed fluctuation threshold; the engine load is determined to be within a preset load range; the engine intake air is determined to be within a second preset temperature range; and no rapid accelerator pedal signal or rapid deceleration pedal signal for the vehicle is detected.

[0053] In the embodiments provided in this application, the ECU continuously monitors various operating status signals of the engine inside the vehicle after the vehicle is powered on, and compares the operating status of the engine inside the vehicle and the real-time values ​​of the operating status signals with the corresponding preset thresholds to determine whether the operating status of the engine meets the preset steady-state operating conditions. Specifically: Determine if the engine cooling temperature is within the first preset temperature range; determine if the engine speed fluctuation is less than or equal to a preset speed fluctuation threshold; determine if the engine load is within the preset load range; determine if the engine intake air is within the second preset temperature range; and determine if no rapid accelerator pedal signal or rapid deceleration pedal signal for the vehicle is detected.

[0054] It should be noted that, in the embodiments provided in this application, the sizes of the first preset temperature range, the preset speed fluctuation threshold, the preset load range, and the second preset temperature range can all be customized and used according to different application scenarios and usage conditions. In the embodiments provided in this application, the first preset temperature range can be specifically set to 85℃-95℃; the preset speed fluctuation threshold can be specifically set to 50rpm; the preset load range can be specifically set to 10%-80%; and the second preset temperature range can be specifically set to -10℃-40℃.

[0055] It is understood that in the embodiments provided in this application, the ECU acquires the engine coolant temperature signal collected by the water temperature sensor, compares the cooling temperature with a first preset temperature range, and determines whether the cooling temperature is within 85℃-95℃. When the cooling temperature is within 85℃-95℃, the condition is marked as satisfied. It also determines that the engine speed fluctuation is less than or equal to ±50 rpm. When the speed fluctuation is less than or equal to ±50 rpm, the condition is marked as satisfied. The ECU comprehensively calculates the current engine load based on parameters such as intake air volume, engine speed, and throttle opening, and compares this load with a preset load range. For example, when the load is determined to be within the range of 10% to 80%, the ECU marks this condition as satisfied; the ECU acquires the intake air temperature collected by the intake air temperature sensor installed on the intake manifold and compares this intake air temperature with a second preset temperature range to determine whether the intake air temperature is within the range of -10℃ to 40℃ specified in the second preset temperature range. When the intake air temperature is within the range of -10℃ to 40℃, the ECU marks this condition as satisfied; the ECU acquires the accelerator pedal position sensor for rapid acceleration or rapid deceleration pedal signals and determines whether there is a rapid acceleration or rapid deceleration operation based on the rate of change of pedal opening. When the rate of change of pedal opening is less than a preset rate of change threshold, the ECU determines that no rapid acceleration or rapid deceleration pedal signal has been detected and marks this condition as satisfied.

[0056] The design principle of the threshold in the above-mentioned preset steady-state operating conditions is as follows: The normal warm-up operating temperature range of the engine is 85℃ to 95℃. Within this first preset temperature range, the air-fuel mixture in the engine cylinder is fully atomized and the combustion state is stable, with no drastic fluctuations in cylinder wall temperature and coolant temperature. If the cooling temperature is below 85℃, the engine is in a cold state, and the low cylinder wall temperature leads to poor fuel atomization injected into the cylinder, uneven air-fuel mixture formation, and large cyclic fluctuations in the combustion process. Combustion characteristic parameters collected under this state have large errors, and direct use for fuel identification is prone to misjudgment. If the cooling temperature is above 95℃, the engine may be in an overheated state, which will also affect combustion stability.

[0057] Engine speed fluctuation is a core indicator of engine operating stability. When the engine is in steady-state operation, the combustion process of each working cycle is relatively consistent, the crankshaft rotates evenly, and the instantaneous speed change is small. When the engine is in transient conditions such as acceleration, deceleration, or sudden load changes, the crankshaft speed will fluctuate drastically. When the speed fluctuation is large, the angle signal collected by the crankshaft position sensor contains a large number of transient interference components. The combustion phase parameters inferred from this signal will be severely distorted and cannot truly reflect the combustion characteristics of the fuel itself.

[0058] The preset load range of 10% to 80% covers more than 90% of the usage scenarios in daily driving and is the most commonly used operating condition range of the engine. Within this preset load range, the combustion state in the cylinder is stable, and the difference in combustion rate between different octane fuels is most obvious. AI50 and MFB50 have the highest distinguishability and are the best window for fuel identification. When the load is below 10% (such as idling or very light load conditions), the cylinder pressure and temperature are low, and the combustion characteristics of the fuel do not differ significantly between different grades. The combustion characteristic parameters of the three fuels are similar and difficult to distinguish effectively. When the load is above 80% (such as high load acceleration or climbing conditions), the combustion in the cylinder is intense, and the temperature and pressure are extremely high, which easily leads to knocking. The pressure fluctuations caused by knocking will seriously interfere with the acquisition of combustion characteristic parameters, resulting in unreliable identification results.

[0059] The second preset temperature range directly affects the air density entering the cylinder and the atomization quality of the air-fuel mixture. The temperature range of -10℃ to 40℃ covers the daily operating temperature range of most regions. Within this temperature range, the air density is moderate, and the fuel can be fully mixed with the air after injection, resulting in stable atomization and good consistency in the combustion process. The differences in combustion characteristics of different fuels can be accurately collected. When the intake air temperature is below -10℃, the air density is high but the temperature is extremely low, resulting in insufficient fuel atomization energy, uneven air-fuel mixture formation, and decreased combustion stability, leading to a large deviation in AI50 and MFB50 data. When the intake air temperature is above 40℃, the air density decreases, and the high temperature air will cause the initial temperature inside the cylinder to be too high, which can easily induce pre-ignition or knocking tendencies and interfere with the purity of fuel characteristic parameters.

[0060] The position of the accelerator pedal directly reflects the driver's operating intention. When the driver accelerates rapidly, the pedal opening increases rapidly, the ECU increases the fuel injection accordingly, the intake air volume changes drastically, the fuel-air mixture ratio in the cylinder fluctuates violently, and the combustion state is in a transient state. When the driver decelerates rapidly, the pedal opening decreases rapidly, the ECU reduces or cuts off fuel injection, the engine is in a dragging state, and the combustion in the cylinder is extremely unstable. Under the above transient conditions, the combustion state in the cylinder is constantly changing, and it is impossible to collect stable combustion characteristic parameters that represent the characteristics of the fuel itself.

[0061] In this application, at the end of the sampling period of each working cycle, the ECU checks whether all five status flags are in the flags corresponding to normal operation. For example, this application can use "1" to represent the flag of normal operation and "0" to represent the flag of abnormal operation. If all five status flags are "1", it is determined that the engine operating state meets the preset steady-state operating conditions, and the ECU proceeds to the next step, starting the process of acquiring the crankshaft angle signal and identifying the target fuel type. If any one or more status flags are "0", it is determined that the engine operating state does not meet the preset steady-state operating conditions, and the ECU does not start the target fuel type identification process, but continues to monitor the signals of each operating state until all preset steady-state operating conditions are met.

[0062] Here, in the embodiment provided in this application, the waiting time for continuous monitoring does not exceed 5 minutes. If the timeout occurs, the vehicle will be operated with the benchmark control parameters of the target fuel type of 92 octane by default to ensure normal vehicle operation.

[0063] Optionally, the actual combustion characteristic parameters include the actual crankshaft angle interval and the actual crankshaft angle position. Based on the operating status signal, the actual combustion characteristic parameters of the current fuel in the engine are determined, including: The engine's ignition information is acquired, including ignition timing; based on the crankshaft angle signal, the engine speed fluctuation information and the engine's in-cylinder combustion pressure change information are determined; based on the ignition timing and in-cylinder combustion pressure change information, the actual crankshaft angle interval and actual crankshaft angle position of the engine's current fuel in each working cycle are determined.

[0064] In the embodiments provided in this application, the ECU reads the engine ignition information under the current operating conditions from its internal memory, that is, determines the actual crankshaft angle position of the engine fuel in each working cycle corresponding to the time when the ECU issues the ignition command. Here, the ECU measures the time interval between each tooth on the flywheel passing the sensor by the 60-2 tooth signal collected by the crankshaft position sensor. Since the 60 teeth on the flywheel are evenly distributed (each tooth corresponds to a crankshaft angle of 6°), the ECU calculates the instantaneous rotational speed based on the time required to rotate through a fixed angle. ω i =6 / Δt i (1) Where, ω i Let Δt be the instantaneous rotational speed corresponding to the i-th tooth. i Let be the time taken for the i-th tooth to pass the sensor.

[0065] In the above, for every 360° rotation of the crankshaft, the ECU calculates 60 instantaneous speed values. The ECU compares these 60 instantaneous speed values ​​to obtain the engine speed fluctuation information. The speed fluctuation information is the amount of fluctuation in the instantaneous speed of the crankshaft during rotation, which reflects the unevenness of combustion and work in each working cycle of the engine.

[0066] It should be noted that the ignition timing is expressed in terms of the absolute position of the crankshaft angle, such as 10° before top dead center (10°BTDC). When the ECU issues the ignition command, it stores the crankshaft angle position corresponding to the command in its internal memory as the starting reference point for subsequent calculation of the actual crankshaft angle interval.

[0067] It is understood that, after determining the engine speed fluctuation information, the embodiments provided in this application will determine the in-cylinder combustion pressure change information based on the above speed fluctuation information. Then, according to the internal combustion engine combustion principle, it is determined that the moment when the in-cylinder combustion pressure reaches its peak value basically coincides with the moment when the cumulative heat release reaches 50%. Therefore, the ECU determines the crankshaft angle position corresponding to the peak value of the in-cylinder pressure in the internal combustion pressure change information as the crankshaft angle position corresponding to 50% combustion mass fraction, that is, the actual crankshaft angle position (MFB50). Next, the ECU calculates the angle difference between the crankshaft angle position corresponding to the ignition time and the actual crankshaft angle position to obtain the actual crankshaft angle interval (AI50).

[0068] MFB50 is a core characteristic parameter of the engine combustion process, directly reflecting the position of the center of gravity of combustion in the cylinder. It is directly and strongly correlated with the octane number of gasoline: the higher the octane number and the better the anti-knock properties of gasoline, the faster the combustion speed. Under the same target control parameters, the closer the MFB50 is to the top dead center of compression, the smaller the value. The lower the octane number and the worse the anti-knock properties of gasoline, the slower the combustion speed. The further the MFB50 is from the top dead center, the larger the value. MFB50 can directly characterize the combustion characteristics of fuel, and the data is highly stable.

[0069] AI50 is the angular interval between ignition timing and 50% combustion point, directly reflecting the combustion rate of the fuel. AI50 can eliminate the interference of ignition timing advance / retardation on the combustion phase and characterize the combustion characteristics of the fuel itself: under the same operating conditions and the same ignition advance angle, the higher the octane rating of the gasoline, the faster the combustion rate and the smaller the AI50 value; the lower the octane rating of the gasoline, the slower the combustion rate and the larger the AI50 value. This parameter is not affected by ignition angle adjustment and is only related to the anti-knock and combustion characteristics of the fuel itself. It is a core characteristic parameter for distinguishing different grades of fuel and can reduce the interference of ignition angle correction on fuel identification in existing technologies, enabling the differentiation of fuels under low-load and non-knock conditions.

[0070] For example, the embodiments provided in this application, after collecting two types of parameters, namely the actual crankshaft angle interval and the actual crankshaft angle position, under multiple working cycles, will remove abnormal cycle data that deviate from the mean ±10% in 500 cycles, and then determine and calculate the average actual AI50 and the average actual MFB50, thereby significantly reducing the error caused by single-cycle combustion fluctuations and improving the recognition accuracy.

[0071] This application selects the actual crankshaft angle interval and the actual crankshaft angle position as the core characteristic parameters for identifying the target fuel type of the current fuel. The core reason is that the two parameters can directly and uniquely characterize the octane number (anti-knock performance) of gasoline, and have strong anti-interference ability and high discrimination. By using a combination of two parameters, complementary verification is achieved, thereby reducing the problem of single parameters being easily interfered with and having a high misjudgment rate.

[0072] Optionally, the actual combustion characteristic parameters are compared with preset combustion characteristic parameters under multiple preset fuel types to determine the target fuel type for the current fuel, including: The feature similarity between the actual combustion feature parameters and the preset combustion feature parameters under various preset fuel types is determined. Based on the feature similarity, the standard preset fuel type corresponding to the preset combustion feature parameter with the highest similarity to the actual combustion feature parameters is determined, and the standard preset fuel type is determined as the target fuel type for the current fuel.

[0073] In the embodiments provided in this application, the Euclidean distance comparison method can be used to determine the feature similarity between the actual combustion feature parameters and the preset combustion feature parameters under various preset fuel types. Then, the standard preset fuel type corresponding to the preset combustion feature parameter with the highest similarity to the actual combustion feature parameters can be determined as the target fuel type for the current fuel.

[0074] It should be noted that the Euclidean distance in the embodiments provided in this application is used to characterize the straight-line distance between two points in a multidimensional space. In this application, it can quantify the overall deviation between the actual combustion characteristic parameters and the preset combustion characteristic parameters under various preset fuel types. The smaller the deviation, the higher the feature similarity.

[0075] This application determines the target fuel type by determining the feature similarity between actual combustion characteristic parameters and preset combustion characteristic parameters under various preset fuel types. Compared with the prior art, it can achieve active identification of the target fuel type before knocking occurs.

[0076] Optionally, the actual combustion characteristic parameters include the actual crankshaft angle interval; the preset combustion characteristic parameters include the preset crankshaft angle interval. Based on feature similarity, the standard preset fuel type corresponding to the preset combustion characteristic parameter with the highest similarity to the actual combustion characteristic parameters is determined, including: Determine the crankshaft angle interval between the actual crankshaft angle interval and the preset crankshaft angle interval under various preset fuel types; based on each angle interval distance, select the standard preset fuel type from multiple preset fuel types.

[0077] In the embodiments provided in this application, the actual crankshaft angle interval can be described as follows: To represent; preset crankshaft angle intervals can be used Therefore, the formula for the characteristic similarity between the actual crankshaft angle interval and the preset crankshaft angle interval under various preset fuel types is as follows: (2); in, Used to characterize feature similarity, that is, the Euclidean distance between the actual crankshaft angle interval and the preset crankshaft angle interval under a certain preset fuel type. The smaller the D value, the higher the feature similarity.

[0078] It is understood that, in the embodiments provided in this application, if it is determined that the actual crankshaft angle interval is larger than the preset crankshaft angle interval under any preset fuel type, then the preset fuel type is determined to be the standard preset fuel type.

[0079] This application is not affected by external factors such as intake air temperature, cylinder wall temperature and load conditions. Even under low load and no knocking conditions, it can accurately distinguish different types of gasoline (such as 89, 92 and 95 octane) and reduce the misjudgment rate of different fuel types.

[0080] Optionally, the actual combustion characteristic parameters also include the actual crankshaft angle position; the preset combustion characteristic parameters include the preset crankshaft angle position, and a standard preset fuel type is selected from multiple preset fuel types based on the distance between each angle interval, including: Based on the crankshaft rotation interval distance, at least two candidate fuel types are selected from multiple preset fuel types; the candidate crankshaft rotation interval distance between the actual crankshaft rotation interval and the preset crankshaft rotation interval under each candidate fuel type is determined, and the candidate crankshaft rotation position distance between the actual crankshaft rotation position and the preset crankshaft rotation position under each candidate fuel type is determined; the candidate crankshaft rotation interval distance and the candidate crankshaft rotation position distance are weighted to determine the weighted feature distance; the candidate fuel type with the smallest weighted feature distance is determined as the standard preset fuel type.

[0081] In the above, the candidate crankshaft angle interval distance is the Euclidean distance between the actual crankshaft angle interval and the preset crankshaft angle interval under various candidate fuel types. This distance is used to quantify the degree of deviation between the actual crankshaft angle interval and each preset crankshaft angle interval. The smaller the distance, the higher the matching degree between the actual combustion characteristics and the preset fuel type. Since AI50 is the crankshaft angle interval corresponding to 50% combustion mass fraction from the ignition time, it directly reflects the combustion rate of the fuel and is not affected by the adjustment of the ignition time. It can also uniquely characterize the anti-knock characteristics of the fuel itself. Therefore, it is given priority. This application calculates the Euclidean distance between the actual crankshaft angle interval and the preset crankshaft angle interval under each preset fuel type, and sorts the calculated angle interval distances in ascending order according to their numerical values. The two preset fuel types with the smallest distance are selected as candidate fuel types, while the preset fuel type with the largest angle interval distance is excluded.

[0082] It should be noted that, after screening at least two candidate fuel types, the embodiments provided in this application determine the candidate crankshaft angle interval distance between the actual crankshaft angle interval and the preset crankshaft angle interval under each candidate fuel type, and the candidate crankshaft angle position distance between the actual crankshaft angle position and the preset crankshaft angle position under each candidate fuel type. Specifically, the candidate crankshaft angle interval distance is the Euclidean distance between the actual AI50 and the preset AI50 corresponding to a certain candidate fuel type, and the candidate crankshaft angle position distance is the Euclidean distance between the actual MFB50 and the preset MFB50 corresponding to the candidate fuel type. This application performs weighted calculations on each candidate crankshaft angle interval distance and candidate crankshaft angle position distance according to preset weights to determine the weighted feature distance.

[0083] It is understood that the embodiments provided in this application can determine the weight ratio of the two combustion characteristic parameters AI50 and MFB50 based on the difference in their contribution to the identification of fuel type. In the embodiments provided in this application, the weight ratio of the actual crankshaft angle interval (AI50) is set to 70%, and the weight ratio of the actual crankshaft angle position (MFB50) is set to 30%. The candidate angle interval distance and the candidate angle position distance are weighted and summed according to this weight to obtain the weighted characteristic distance corresponding to each candidate fuel type.

[0084] Here, the weighted feature distance reflects the overall deviation between the actual combustion feature parameters and the candidate combustion feature parameters corresponding to each candidate fuel type. The smaller the distance, the higher the overall similarity between the actual combustion features and the candidate combustion feature parameters of that candidate fuel type.

[0085] The specific formula for determining the weighted feature distance is as follows: (3); Here, D1 is used to represent the weighted feature distance; Used to characterize the actual crankshaft angle interval; Used to characterize the preset crankshaft angle interval; Used to characterize the actual crankshaft rotation angle position; Used to characterize the preset crankshaft rotation angle position.

[0086] This application employs a comprehensive judgment strategy combining the aforementioned two-stage screening and weighted confirmation. This strategy leverages the advantages of AI50 as a core characteristic parameter, unaffected by ignition timing adjustments and uniquely representing fuel combustion rate. It also utilizes MFB50 as an auxiliary parameter to verify the consistency of the combustion center of gravity, effectively eliminating potential misjudgments caused by single parameters. This complementary verification approach optimizes fuel identification accuracy. Furthermore, the application employs weighted feature distance for refined judgment in the second stage. This maintains the dominant position of AI50 as the core characteristic parameter while effectively eliminating misjudgments caused by single parameters due to operating condition fluctuations and sensor noise through MFB50 auxiliary verification. Compared to directly performing full weighted calculations on all preset fuel types, this reduces unnecessary computation and lowers the ECU's computational load. Moreover, as an auxiliary verification parameter, the crankshaft angle corresponding to MFB50 directly reflects the position of the combustion center of gravity in the cylinder, verifying the overall consistency of the combustion center of gravity and effectively reducing abnormal data interference caused by sensor errors or occasional operating condition fluctuations. Ultimately, it outputs a unique fuel type result without ambiguity, providing a reliable technical foundation for the accurate matching of subsequent engine control parameters.

[0087] Optionally, after determining the candidate fuel type with the smallest weighted feature distance as the standard preset fuel type, the method further includes: When the weighted feature distance is less than or equal to the preset critical feature distance, if knock sensor data is obtained, the candidate fuel type with the smallest octane number among the candidate fuel types is determined as the standard preset fuel type; wherein, the preset critical feature distance is used to characterize the feature distance between any two candidate fuel types; if knock sensor data is not obtained, the candidate fuel type with the largest octane number among the candidate fuel types is determined as the standard preset fuel type.

[0088] In the embodiments provided in this application, it is first necessary to determine the preset characteristic critical distance by calibrating the combustion characteristic parameters of three standard preset fuel types (89, 92, and 95) on a test bench. After determining the preset characteristic critical distance, the relationship between the weighted characteristic distance and the preset characteristic critical distance is further determined. When the weighted characteristic distance is less than or equal to the preset characteristic critical distance, it indicates that the actual combustion characteristic parameter is located in the boundary region between the standard characteristic intervals of the two candidate fuel types in the characteristic space, that is, the actual combustion characteristic parameter of the current fuel is between the standard characteristic intervals of the two candidate fuel types. Between the combustion characteristic parameters, relying solely on the weighted Euclidean distance between AI50 and MFB50 is no longer sufficient to uniquely and clearly distinguish between the two candidate fuels. Additional auxiliary judgment information needs to be introduced to verify and correct the preliminary judgment results. The physical essence of this critical state is that two different grades of fuel may exhibit similar combustion rates and combustion centers under certain specific operating conditions, causing their actual AI50 and MFB50 positions in the feature space to fall into the overlapping or critical regions of the two standard feature intervals. Therefore, it is necessary to use other physical signals independent of the combustion phase characteristic parameters to break the ambiguity in the judgment.

[0089] It should be noted that after determining that the weighted feature distance is less than or equal to the preset feature critical distance, the ECU further acquires the knock sensing data collected by the knock sensor, and executes different target fuel type determination logic based on whether or not the knock sensing data is acquired. Understandably, when the ECU obtains knock sensor data, it indicates that the engine is experiencing knock combustion under the current operating conditions. The occurrence of knock directly indicates that the current fuel's anti-knock properties are insufficient, i.e., the octane rating is too low. Therefore, the candidate fuel type with the lowest octane rating among the candidate fuel types is determined as the standard preset fuel type. Conversely, when the ECU does not obtain knock sensor data, it indicates that the engine is not experiencing knock combustion under the current operating conditions, and the current fuel's anti-knock properties are sufficient to meet the requirements of the current ignition control parameters, i.e., the octane rating is high. Therefore, the candidate fuel type with the highest octane rating among the candidate fuel types is determined as the standard preset fuel type.

[0090] The preset feature critical distance is used to characterize the threshold of the feature distance between any two candidate fuel types.

[0091] Compared to existing technologies that rely entirely on knock signals for adaptive oil control, this application introduces knock signals as an auxiliary decision-making basis only when the weighted feature distance is within the critical range. This reduces the inherent defect of high misjudgment rate caused by external factors such as intake air temperature, cylinder wall temperature, load conditions, and engine carbon deposits, while fully utilizing the advantage of knock signals as a direct physical representation of octane number to solve the problem of ambiguity in the determination of the critical range, thus achieving complementary advantages of the two identification methods.

[0092] Optionally, preset combustion characteristic parameters for various preset fuel types can be determined using the following methods: When the engine is in the bench test phase, combustion data of various preset fuel types are acquired at different speeds and loads. For any preset fuel type, the standard combustion characteristic parameters of the preset fuel type under all operating conditions are determined based on the combustion data and preset abnormal data screening rules. The standard combustion characteristic parameters of each preset fuel type under all operating conditions are determined as preset combustion characteristic parameters.

[0093] In the embodiments provided in this application, when the top engine is determined to be in the bench test stage, combustion data of various preset fuel types are acquired at different speeds and loads. The ambient temperature of the bench test environment is controlled at 25±2℃, the relative humidity is controlled at 50%±5%, and the intake pressure is controlled at standard atmospheric pressure, so as to eliminate the interference of environmental factors on the combustion data acquisition. The various preset fuel types include three types of clean test gasoline that meet preset standards: 89-octane, 92-octane, and 95-octane, which correspond to low-octane fuel, medium-octane fuel, and high-octane fuel, respectively.

[0094] It is understandable that before collecting combustion data for any preset fuel type, this application must thoroughly drain the fuel remaining in the engine fuel system, clean the fuel line, and purge at idle speed for more than 30 minutes to ensure that there is no residual foreign fuel in the fuel system and to avoid the distortion of combustion data caused by mixing fuels. The study covers the entire MAP range of the engine at different speeds and loads, including combinations of all engine speeds and loads, with loads ranging from 10% to 100%. Data is collected only under steady-state conditions at each operating point. The criteria for steady-state conditions are: speed fluctuation not exceeding ±20 rpm, torque fluctuation not exceeding ±2 Nm, and coolant temperature stable at 90 ±2℃ for at least 30 seconds. Non-steady-state conditions such as start-up, warm-up, acceleration / deceleration transients, and fuel cut-off are excluded. Using a high-precision combustion analyzer and cylinder pressure sensor on a test bench, cylinder pressure signals and combustion analysis signals for 500 consecutive working cycles under each steady-state condition are collected simultaneously as the raw combustion data for that operating point. This ensures that the combustion data collected at each operating point has sufficient statistical representativeness and reliability.

[0095] It should be noted that after acquiring combustion data for various preset fuel types at different speeds and loads, for any given preset fuel type, based on the combustion data and preset abnormal data filtering rules, the standard combustion characteristic parameters of the preset fuel type under all operating conditions are determined. Specifically, for a preset fuel type, for combustion data collected over 500 consecutive working cycles under a certain steady-state condition, the arithmetic mean of each combustion characteristic parameter (including AI50 and MFB50) in these 500 working cycles is first calculated. The preset abnormal data filtering rule is as follows: the AI50 value and MFB50 value of each working cycle are compared with their corresponding average values, and abnormal data are discarded. Excluding abnormal cycle data that deviate from the average by more than ±15% (including extreme deviations caused by misfire, knock, or abnormal cylinder pressure), the arithmetic mean of the AI50 and MFB50 values ​​of the remaining valid cycles is recalculated as the standard combustion characteristic parameters (including standard AI50 and standard MFB50) for the preset fuel type at that operating point. For each preset fuel type, all steady-state operating points are traversed to obtain the standard combustion characteristic parameters corresponding to each operating point. Then, a smooth interpolation algorithm is used to interpolate and fill the data points between adjacent operating points to generate standard combustion characteristic parameters covering all speed and load combinations across the entire MAP range.

[0096] Understandably, the bench testing phase refers to the pre-calibration phase in which a standard prototype of the target mass-production model is fixed in a constant temperature and humidity engine bench test environment. This phase is independent of the actual vehicle operation phase.

[0097] This application pre-calibrates the standard characteristic parameters covering all operating conditions during the engine bench testing phase, thereby enabling high-precision identification of the target fuel type and improving the identification efficiency during actual vehicle operation. Furthermore, during the bench testing phase, this application effectively eliminates the interference of factors such as ambient temperature, humidity, intake pressure, and single-cycle combustion fluctuations on the standard characteristic parameter calibration results through the combined application of a constant humidity controlled environment, strict steady-state operating condition judgment standards, large sample collection of 500 consecutive working cycles, and ±15% abnormal data rejection rules. This ensures that the standard AI50 and standard MFB50 for each preset fuel type have extremely high accuracy and repeatability at each operating point.

[0098] Optionally, multiple preset fuel types include a preset reference fuel type, a first preset fuel type, and a second preset fuel type. The first preset fuel type has higher anti-knock properties than the preset reference fuel type, while the second preset fuel type has lower anti-knock properties than the preset reference fuel type. The preset ignition control parameters for these multiple preset fuel types are determined using the following methods: The preset ignition control parameters corresponding to the reference fuel type are determined as the reference control parameters; for the first preset fuel type, the sum of the reference control parameters and the preset positive ignition offset is determined as the first ignition control parameters corresponding to the first preset fuel type; for the second preset fuel type, the sum of the reference control parameters and the preset negative ignition offset is determined as the first ignition control parameters corresponding to the second preset fuel type.

[0099] For example, based on the target fuel type and preset ignition control parameters under multiple preset fuel types, the target control parameters corresponding to the target fuel type are determined, including: If the target fuel type is determined to be the reference fuel type, then the reference control parameter is determined to be the target control parameter; if the target fuel type is determined to be the first preset fuel type, then the first ignition control parameter is determined to be the target control parameter; if the target fuel type is determined to be the second preset fuel type, then the second ignition control parameter is determined to be the target control parameter.

[0100] In the embodiments provided in this application, the reference fuel type is determined to be 92-octane fuel; the first preset fuel type is 95-octane fuel; and the second preset fuel type is 89-octane fuel. When the preset fuel type is determined to be 92-octane fuel, the ignition advance angle, injection pulse width, and air-fuel ratio are adjusted point by point at each steady-state operating point covering the entire MAP range of the engine (load range 10%-100%, steady-state judgment criteria are speed fluctuation not exceeding ±20 rpm, torque fluctuation not exceeding ±2 N·m, water temperature stable at 90±2℃, and duration not less than 30 s). With the goal of achieving the best overall performance in terms of power, economy, and emissions, the optimal control parameter values ​​for each operating point are determined, and the reference ignition advance angle MAP, reference injection pulse width MAP, and reference air-fuel ratio MAP are generated as reference control parameters. These reference control parameters represent the control reference of the engine operating in the optimal state under 92-octane gasoline and are the basis for subsequently determining the adjustment of the corresponding control parameters for the first and second preset fuel types.

[0101] It should be noted that after determining the preset fuel type to be 95-octane fuel, at each steady-state operating point, the ignition advance angle is gradually increased (i.e., positively offset) from the reference value. Simultaneously, the knock sensor signal and torque output are monitored. Under the premise of no knock risk, the ignition advance angle is adjusted to the position of maximum torque or minimum fuel consumption. The preset positive ignition offset relative to the reference value at this operating point is recorded. The typical positive offset range is +1° to +3° crankshaft angle. After determining the preset fuel type to be 89-octane fuel, at each steady-state operating point, the ignition advance angle is gradually increased (i.e., positively offset) from the reference value. The ignition advance angle is gradually reduced (i.e., negative offset) based on the reference value. At the same time, the knock sensor signal is monitored, and the ignition advance angle is delayed until there is no knock signal from the knock sensor and the torque decay is within an acceptable range. The negative offset amount relative to the reference value at this operating point is recorded. The typical negative offset range is -1° to -4° crankshaft angle. At the same time, the injection pulse width and air-fuel ratio are adaptively fine-tuned according to the slow combustion speed of 89-octane gasoline. The negative offset amounts at each operating point are summarized and then processed by smooth interpolation to generate a negative ignition advance angle offset MAP.

[0102] It is understood that the embodiments provided in this application will solidify and store the reference control parameter MAP, the positive ignition advance angle offset MAP (preset positive ignition offset amount), and the negative ignition advance angle offset MAP (preset negative ignition offset amount) into the non-volatile storage unit of the ECU.

[0103] Once the fuel type identification and target fuel type are determined during the actual vehicle operation phase, if the first preset fuel type (95-octane gasoline) is identified, the ECU retrieves the baseline control parameters and adds a preset positive ignition offset to generate the target ignition advance angle; if the second preset fuel type (89-octane gasoline) is identified, the ECU retrieves the baseline control parameters and adds a preset negative ignition offset to generate the target ignition advance angle, thereby achieving differentiated optimal control under different anti-knock fuel types.

[0104] This application is perfectly compatible with different target fuel types such as 89, 92 and 95 octane. Compared with the existing fixed calibration strategy for a single fuel type, it can reduce the problem of insufficient fuel compatibility for a single target fuel type. In addition, this application can reduce the phenomenon of pre-ignition and knocking that is prone to occur in low octane gasoline under high compression ratio conditions, thereby reducing the risk of damage to core components such as pistons and valves due to knocking.

[0105] Optionally, based on the target fuel type and preset ignition control parameters under multiple preset fuel types, the target control parameters corresponding to the target fuel type are determined, including: If the target fuel type is determined to be the reference fuel type, then the reference control parameter is determined to be the target control parameter; if the target fuel type is determined to be the first preset fuel type, then the first ignition control parameter is determined to be the target control parameter; if the target fuel type is determined to be the second preset fuel type, then the second ignition control parameter is determined to be the target control parameter.

[0106] Optionally, after determining the target control parameters corresponding to the target fuel type based on the target fuel type and preset ignition control parameters under multiple preset fuel types, the method further includes: The target control parameters are locked within the current working cycle of engine operation, where the working cycle is used to characterize the complete operating time of the vehicle from power-on to power-off.

[0107] In the embodiments provided in this application, after the engine determines the target control parameters, it will write the target control parameters into the ECU and set a lock flag. During the validity period of the lock flag, the fuel identification process is prohibited from being re-executed, that is, the target fuel type will not be re-determined. When the vehicle's power-off signal is detected (i.e., the vehicle is turned off), the lock flag will be cleared. The new target control parameters will only be re-determined after the vehicle is powered on again.

[0108] This application ensures control accuracy and response speed, while reducing parameter drift and control oscillation caused by continuous adjustment of control parameters in traditional real-time closed-loop correction schemes. It enables the engine to achieve the optimal balance of power, economy and safety under different oil conditions, and has excellent mass production feasibility.

[0109] Figure 2 A structural block diagram of a vehicle engine control device provided in an embodiment of this application is shown. Figure 2 As shown, the vehicle engine control unit 200 includes: The acquisition module 210 is used to acquire the operating status signal of the engine inside the vehicle after the vehicle is powered on.

[0110] The first determining module 220 is used to determine the actual combustion characteristic parameters of the current fuel in the engine based on the operating status signal.

[0111] The second determining module 230 is used to compare the actual combustion characteristic parameters with the preset combustion characteristic parameters under multiple preset fuel types to determine the target fuel type of the current fuel.

[0112] The third determining module 240 is used to determine the target control parameters corresponding to the target fuel type based on the target fuel type and the preset ignition control parameters under multiple preset fuel types, so that the engine can operate adaptively according to the target control parameters.

[0113] Locking module 250 is used to lock target control parameters during the current working cycle of engine operation, wherein the working cycle is used to characterize the complete operating time of the vehicle from power-on start to power-off shutdown.

[0114] Optionally, the operating status signals include crankshaft angle signals, and the acquisition module 210 includes: The first acquisition submodule is used to acquire the operating status of the engine inside the vehicle after the vehicle is powered on.

[0115] The second acquisition submodule is used to acquire crankshaft angle signals of the engine in the vehicle under multiple consecutive working cycles after the engine's operating state meets the preset steady-state operating conditions. The working cycle is used to characterize the process of the engine completing one energy conversion.

[0116] Optionally, in the second acquisition submodule, the preset steady-state operating conditions include at least one of the following: The first determining unit is used to determine the engine's cooling temperature within a first preset temperature range.

[0117] The second determining unit is used to determine whether the engine speed fluctuation is less than or equal to a preset speed fluctuation threshold.

[0118] The third determining unit is used to determine that the engine load is within a preset load range.

[0119] The fourth determining unit is used to determine the engine intake air within the second preset temperature range.

[0120] The fifth determining unit is used to determine that no rapid accelerator pedal signal or rapid deceleration pedal signal for the vehicle is detected.

[0121] Optionally, the actual combustion characteristic parameters include the actual crankshaft angle interval and the actual crankshaft angle position. The first determining module 220 includes: Obtain engine ignition information, including ignition timing.

[0122] Based on the crankshaft angle signal, the engine speed fluctuation information and the engine in-cylinder combustion pressure change information are determined.

[0123] Based on the ignition time and internal combustion pressure change information, the actual crankshaft angle interval and actual crankshaft angle position of the engine fuel in each working cycle are determined.

[0124] Optionally, the second determining module 230 includes: The sixth determination submodule is used to determine the feature similarity between the actual combustion feature parameters and the preset combustion feature parameters under various preset fuel types.

[0125] The seventh determination submodule is used to determine the standard preset fuel type corresponding to the preset combustion feature parameter with the highest similarity to the actual combustion feature parameter based on feature similarity, and to determine the standard preset fuel type as the target fuel type for the current fuel.

[0126] Optionally, the actual combustion characteristic parameters include the actual crankshaft angle interval; the preset combustion characteristic parameters include the preset crankshaft angle interval. The seventh determination submodule includes: The sixth determining unit is used to determine the angular interval distance between the actual crankshaft angular interval and the preset crankshaft angular interval under various preset fuel types.

[0127] The seventh determining unit is used to select the standard preset fuel type from multiple preset fuel types based on the distance of each corner interval.

[0128] Optionally, the actual combustion characteristic parameters also include the actual crankshaft angle position; the preset combustion characteristic parameters include the preset crankshaft angle position. The seventh determining unit includes: The first determining subunit is used to select at least two candidate fuel types from multiple preset fuel types based on the distance between each corner interval.

[0129] The second determining subunit is used to determine the candidate crankshaft angle interval distance between the actual crankshaft angle interval and the preset crankshaft angle interval under various candidate fuel types, and to determine the candidate crankshaft angle position distance between the actual crankshaft angle position and the preset crankshaft angle position under various candidate fuel types.

[0130] The third determining subunit is used to weight the distance between each candidate corner and the distance between the candidate corner positions to determine the weighted feature distance.

[0131] The fourth determination subunit is used to determine the candidate fuel type with the smallest weighted feature distance as the standard preset fuel type.

[0132] The fifth determining subunit is used to determine the candidate fuel type with the smallest octane number among the candidate fuel types as the standard preset fuel type when the weighted feature distance is less than or equal to the preset feature critical distance and knock sensor data is obtained; wherein, the preset feature critical distance is used to characterize the feature distance between any two candidate fuel types.

[0133] The sixth determining subunit is used to determine the candidate fuel type with the highest octane number among the candidate fuel types as the standard preset fuel type if knock sensor data is not obtained.

[0134] Optionally, preset combustion characteristic parameters for various preset fuel types can be determined using the following methods.

[0135] During the engine bench testing phase, combustion data for various preset fuel types at different speeds and loads are acquired.

[0136] For any given preset fuel type, based on combustion data and preset abnormal data filtering rules, the standard combustion characteristic parameters of the preset fuel type under all operating conditions are determined.

[0137] The standard combustion characteristic parameters of each preset fuel type under all operating conditions are determined as the preset combustion characteristic parameters.

[0138] Optionally, multiple preset fuel types include a preset reference fuel type, a first preset fuel type, and a second preset fuel type. The first preset fuel type has higher anti-knock properties than the preset reference fuel type, while the second preset fuel type has lower anti-knock properties than the preset reference fuel type. The preset ignition control parameters for these multiple preset fuel types are determined using the following methods: The preset ignition control parameters corresponding to the reference fuel type are determined as the reference control parameters.

[0139] For the first preset fuel type, the sum of the reference control parameters and the preset forward ignition offset is determined as the first ignition control parameter corresponding to the first preset fuel type.

[0140] For the second preset fuel type, the sum of the reference control parameter and the preset negative ignition offset is determined as the first ignition control parameter corresponding to the second preset fuel type.

[0141] Optionally, the third determining module 240 includes: If the target fuel type is determined to be the reference fuel type, then the reference control parameters are determined to be the target control parameters.

[0142] If the target fuel type is determined to be the first preset fuel type, then the first ignition control parameter is determined to be the target control parameter.

[0143] If the target fuel type is determined to be the second preset fuel type, then the second ignition control parameter is determined to be the target control parameter.

[0144] Compared with the prior art, the vehicle engine control device 200 provided in this application, after the vehicle is powered on, first acquires the engine's operating status signal. Based on the operating status signal, it determines the actual combustion characteristic parameters of the current fuel. Then, it compares the actual combustion characteristic parameters with preset combustion characteristic parameters under multiple preset fuel types to determine the target fuel type. This achieves adaptation or compatibility with target fuel types of different fuel grades, enabling the vehicle's engine to achieve optimal performance and reduce energy waste. Furthermore, this application can determine the target control parameters corresponding to the target fuel type based on the target fuel type and preset ignition control parameters under multiple preset fuel types, so that the engine operates according to the target control parameters. No additional hardware modifications are required; the control is directly implemented through the engine control unit (ECU). The ECU (Engine Control Unit) enables program flashing, standardizing the calibration process and adapting it to various gasoline engines, thereby shortening the development cycle and reducing costs. This application can effectively distinguish the target fuel type of the actual fuel being added and adapt the corresponding target control parameters for the target fuel type to obtain the engine's maximum efficiency, power, and economy. Furthermore, this application can reduce control oscillations, enabling the engine to run smoothly and thus reducing the phenomenon of fluctuating power.

[0145] Please see Figure 3 , Figure 3 This application provides a schematic diagram of the structure of an electronic device according to an embodiment of the present application. Figure 3 As shown, the electronic device 300 includes a processor 310, a memory 320, and a bus 330.

[0146] Memory 320 stores machine-readable instructions executable by processor 310. When electronic device 300 is running, processor 310 and memory 320 communicate via bus 330. When the machine-readable instructions are executed by processor 310, they can perform the operations described above. Figure 1 The steps of the vehicle engine control method in the illustrated method embodiment can be found in the method embodiment for specific implementation methods, which will not be repeated here.

[0147] This application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, can perform the above-described actions. Figure 1 The steps of the vehicle engine control method in the illustrated method embodiment can be found in the method embodiment for specific implementation methods, which will not be repeated here.

[0148] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0149] It should be noted that the descriptions of each embodiment in the above embodiments have different focuses. For parts that are not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0150] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-readable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-readable program code.

[0151] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create a machine for implementing the flowchart illustrations. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0152] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0153] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0154] This application also provides a computer program product, which includes computer software instructions that, when executed on a processing device, cause the processing device to execute a process for determining a fault identification model.

[0155] A computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the flow or function according to the embodiments of this application is generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, computer instructions may be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a server or data center that integrates one or more available media. The available medium may be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid-state disk (SSD)).

[0156] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0157] In the several embodiments provided in this application, it should be understood that the disclosed devices, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only 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 coupling or direct coupling or communication connection shown or discussed may be through some interfaces, or indirect coupling or communication connection between devices or units, and may be electrical, mechanical, or other forms.

[0158] 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 network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0159] Furthermore, the functional units in the various embodiments of this application 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.

[0160] 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 this application, 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 of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0161] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

[0162] Although preferred embodiments have been described in this specification, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this specification.

[0163] Obviously, those skilled in the art can make various modifications and variations to this specification without departing from its spirit and scope. Therefore, if such modifications and variations fall within the scope of the claims and their equivalents, this specification is also intended to include such modifications and variations.

Claims

1. A method for controlling a vehicle engine, characterized in that, The control method for the vehicle engine includes: After the vehicle is powered on, the operating status signal of the engine inside the vehicle is acquired; Based on the operating status signal, the actual combustion characteristic parameters of the current fuel in the engine are determined; The actual combustion characteristic parameters are compared with preset combustion characteristic parameters under multiple preset fuel types to determine the target fuel type of the current fuel. Based on the target fuel type and the preset ignition control parameters under the multiple preset fuel types, the target control parameters corresponding to the target fuel type are determined so that the engine operates according to the target control parameters.

2. The vehicle engine control method according to claim 1, characterized in that, The operating status signal includes the crankshaft angle signal. The process of acquiring the engine's operating status signal after the vehicle is powered on includes: After the vehicle is powered on, the operating status of the engine inside the vehicle is obtained; After the engine's operating state meets the preset steady-state operating conditions, the crankshaft angle signal of the engine under multiple consecutive working cycles in the vehicle is acquired, wherein the working cycle is used to characterize the process of the engine completing one energy conversion.

3. The vehicle engine control method according to claim 2, characterized in that, The preset steady-state operating conditions include at least one of the following: The cooling temperature of the engine is determined to be within a first preset temperature range; Determine that the engine speed fluctuation is less than or equal to a preset speed fluctuation threshold; Determine that the load on the engine is within a preset load range; The intake air of the engine is determined to be within a second preset temperature range; It was determined that no accelerator pedal signal or deceleration pedal signal for the vehicle was detected.

4. The vehicle engine control method according to claim 2, characterized in that, The actual combustion characteristic parameters include the actual crankshaft angle interval and the actual crankshaft angle position. Determining the actual combustion characteristic parameters of the engine's current fuel based on the operating state signal includes: Obtain the ignition information of the engine, wherein the ignition information includes ignition timing; Based on the crankshaft angle signal, the engine speed fluctuation information and the engine in-cylinder combustion pressure change information are determined; Based on the ignition time and the internal combustion pressure change information, the actual crankshaft angle interval and the actual crankshaft angle position of the engine under each working cycle are determined.

5. The vehicle engine control method according to claim 1, characterized in that, The step of comparing the actual combustion characteristic parameters with preset combustion characteristic parameters under multiple preset fuel types to determine the target fuel type of the current fuel includes: Determine the feature similarity between the actual combustion feature parameters and the preset combustion feature parameters under various preset fuel types; Based on the feature similarity, a standard preset fuel type corresponding to the preset combustion feature parameter with the highest similarity to the actual combustion feature parameter is determined, and the standard preset fuel type is used to determine the target fuel type of the current fuel.

6. The vehicle engine control method according to claim 5, characterized in that, The actual combustion characteristic parameters include the actual crankshaft angle interval; the preset combustion characteristic parameters include the preset crankshaft angle interval; and the step of determining the standard preset fuel type corresponding to the preset combustion characteristic parameter with the highest similarity to the actual combustion characteristic parameters based on the feature similarity includes: Determine the angular interval distance between the actual crankshaft angular interval and the preset crankshaft angular interval under each preset fuel type; Based on the corner interval distances, a standard preset fuel type is selected from a plurality of preset fuel types.

7. The vehicle engine control method according to claim 5, characterized in that, The actual combustion characteristic parameters also include the actual crankshaft angle position; the preset combustion characteristic parameters include the preset crankshaft angle position, and the step of selecting a standard preset fuel type from multiple preset fuel types based on the various angle intervals includes: Based on the corner interval distances, at least two candidate fuel types are selected from a plurality of preset fuel types; The candidate crankshaft angle interval distance between the actual crankshaft angle interval and the preset crankshaft angle interval under each of the candidate fuel types is determined, and the candidate crankshaft angle position distance between the actual crankshaft angle position and the preset crankshaft angle position under each of the candidate fuel types is determined. The weighted feature distance is determined by weighting the distance between each candidate corner interval and the distance between each candidate corner position. The candidate fuel type with the smallest weighted feature distance is determined as the standard preset fuel type.

8. The vehicle engine control method according to claim 7, characterized in that, After determining the candidate fuel type with the smallest weighted feature distance as the standard preset fuel type, the method further includes: When the weighted feature distance is determined to be less than or equal to the preset feature critical distance, if knock sensor data is obtained, the candidate fuel type with the smallest octane number among the candidate fuel types is determined as the standard preset fuel type; wherein, the preset feature critical distance is used to characterize the feature distance critical between any two candidate fuel types; If the knock sensor data is not obtained, the candidate fuel type with the highest octane rating among the candidate fuel types is determined to be the standard preset fuel type.

9. The vehicle engine control method according to claim 1, characterized in that, Preset combustion characteristic parameters for various preset fuel types are determined using the following methods: When the engine is in the bench test phase, combustion data of various preset fuel types at different speeds and loads are acquired. For any of the preset fuel types, based on the combustion data and preset abnormal data filtering rules, the standard combustion characteristic parameters of the preset fuel type under all operating conditions are determined; The standard combustion characteristic parameters of each preset fuel type under all operating conditions are determined as preset combustion characteristic parameters.

10. The vehicle engine control method according to claim 1, characterized in that, The multiple preset fuel types include a preset reference fuel type, a first preset fuel type, and a second preset fuel type. The first preset fuel type has higher anti-knock properties than the preset reference fuel type, and the second preset fuel type has lower anti-knock properties than the preset reference fuel type. Preset ignition control parameters for various preset fuel types are determined using the following methods: The preset ignition control parameters corresponding to the reference fuel type are determined as the reference control parameters; For a first preset fuel type, the sum of the reference control parameter and the preset forward ignition offset is determined as the first ignition control parameter corresponding to the first preset fuel type. For the second preset fuel type, the sum of the reference control parameter and the preset negative ignition offset is determined as the first ignition control parameter corresponding to the second preset fuel type.

11. The vehicle engine control method according to claim 10, characterized in that, The step of determining the target control parameters corresponding to the target fuel type based on the target fuel type and the preset ignition control parameters under the multiple preset fuel types includes: If the target fuel type is determined to be the reference fuel type, then the reference control parameter is determined to be the target control parameter; If the target fuel type is determined to be the first preset fuel type, then the first ignition control parameter is determined to be the target control parameter; If the target fuel type is determined to be the second preset fuel type, then the second ignition control parameter is determined to be the target control parameter.

12. The vehicle engine control method according to claim 1, characterized in that, After determining the target control parameters corresponding to the target fuel type based on the target fuel type and the preset ignition control parameters under the multiple preset fuel types, the method further includes: The target control parameters are locked within the current operating cycle of the engine, wherein the operating cycle is used to characterize the complete operating time period of the vehicle from power-on start to power-off shutdown.

13. A vehicle engine control device, characterized in that, The vehicle engine control device includes: The acquisition module is used to acquire the operating status signal of the engine inside the vehicle after the vehicle is powered on; The first determining module is used to determine the actual combustion characteristic parameters of the current fuel in the engine based on the operating status signal; The second determining module is used to compare the actual combustion characteristic parameters with preset combustion characteristic parameters under multiple preset fuel types to determine the target fuel type of the current fuel. The third determining module is used to determine the target control parameters corresponding to the target fuel type based on the target fuel type and the preset ignition control parameters under the multiple preset fuel types, so that the engine can operate adaptively according to the target control parameters.

14. An electronic device, characterized in that, include: The device includes a processor, a memory, and a bus. The memory stores machine-readable instructions executable by the processor. When the electronic device is running, the processor communicates with the memory via the bus, and the machine-readable instructions are executed by the processor to perform the steps of the vehicle engine control method as described in any one of claims 1 to 12.

15. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, performs the steps of the vehicle engine control method as described in any one of claims 1 to 12.

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