Engine fuel parameter control method and related apparatus

Abstract

This application discloses an engine fuel parameter control method and related equipment, relating to the field of engine technology. The method includes: determining a first reference concentration and a second reference concentration from at least two preset reference concentration levels based on the real-time ethanol concentration of the current fuel in the engine; obtaining a target control parameter set through interpolation based on a first control parameter set corresponding to the first reference concentration and a second control parameter set corresponding to the second reference concentration; performing a correction process on the target control parameter set based on the engine's current operating state information to obtain an execution parameter set; and controlling engine operation based on the execution parameter set. This application determines adjacent reference levels by real-time ethanol concentration, interpolates the reference control parameters, and dynamically corrects them in conjunction with the engine's operating state, achieving precise adaptation of control parameters to different fuel concentrations and actual operating states, thereby improving the applicability and stability of engine fuel parameter control.

Description

Technical Field

[0001] This application relates to the field of engine technology, and more specifically, to an engine fuel parameter control method and related equipment. Background Technology

[0002] With the continuous development of new energy vehicles and energy-saving and emission-reduction technologies for traditional internal combustion engines, ethanol gasoline, as a fuel with characteristics such as renewability, low carbon emissions, and low pollutant emissions, is gradually being used in automobile engines and other gasoline-powered equipment. Because fuels with different ethanol blending ratios differ in combustion characteristics, vaporization characteristics, anti-knock performance, and calorific value, engines operating with different ethanol concentrations have different adaptation requirements for fuel control parameters such as ignition, injection, intake, and torque. Therefore, controlling fuel parameters for different ethanol concentrations is of great significance for improving the engine's adaptability to different fuels and ensuring stable engine operation.

[0003] In related technologies, engine control for fuels with different ethanol concentrations typically involves pre-setting one or more fixed concentration levels and calibrating corresponding control parameters for each level. During engine operation, the appropriate fixed control parameters are selected based on the fuel concentration. However, when the actual ethanol concentration of the current fuel falls between adjacent fixed concentration levels, these technologies often directly use the control parameters corresponding to one of the fixed concentration levels or employ a simple proportional correction method for parameter adjustment. This makes it difficult to precisely match the engine fuel control parameters to the actual ethanol concentration. Furthermore, the fixed control parameters are insufficient to adequately adapt to the control requirements under different operating conditions when the engine's operating state changes. In other words, these technologies suffer from poor adaptability of control parameters for fuels with different ethanol concentrations, low control accuracy, and insufficient adaptability to different engine operating states. Summary of the Invention

[0004] In the summary section of this application, the relevant technical solutions are described in general terms, and a series of simplified concepts are introduced. These concepts will be further elaborated in the detailed embodiments section. This summary section should not be construed as limiting the key or essential technical features of the claimed solutions, nor is it intended to limit the scope of protection of the claimed solutions.

[0005] The engine fuel parameter control method and related equipment provided in this application can determine the adjacent reference gear by real-time ethanol concentration, interpolate the reference control parameters and dynamically correct them in combination with the engine operating status, so as to achieve accurate adaptation of control parameters to different fuel concentrations and actual operating conditions, thereby improving the applicability and stability of engine fuel parameter control.

[0006] In a first aspect, this application provides an engine fuel parameter control method, comprising: determining a first reference concentration and a second reference concentration from at least two preset reference concentration levels based on the real-time ethanol concentration of the current fuel in the engine, wherein the first reference concentration and the second reference concentration are two reference concentrations adjacent to the real-time ethanol concentration; obtaining a target control parameter group by interpolation processing based on a first control parameter group corresponding to the first reference concentration and a second control parameter group corresponding to the second reference concentration; performing a correction processing on the target control parameter group based on the current operating status information of the engine to obtain an execution parameter group; and controlling the engine operation based on the execution parameter group.

[0007] In some embodiments, the target control parameter set includes a target ignition angle, a target intake air volume, a target fuel injection volume, and a target torque; the step of obtaining the target control parameter set through interpolation processing based on a first control parameter set corresponding to the first reference concentration and a second control parameter set corresponding to the second reference concentration includes: determining an interpolation ratio coefficient based on the real-time ethanol concentration, the first reference concentration, and the second reference concentration; and determining the parameter values ​​of the target ignition angle, the target intake air volume, the target fuel injection volume, and the target torque in the target control parameter set based on the first parameter value of the corresponding parameter in the first control parameter set, the second parameter value of the corresponding parameter in the second control parameter set, and the interpolation ratio coefficient.

[0008] In some embodiments, the step of performing a correction process on the target control parameter set based on the engine's current operating state information to obtain an execution parameter set includes: if the current operating state information indicates that the engine is in a non-steady-state operating condition, then performing a first correction process on the target control parameter set to obtain the execution parameter set, wherein the non-steady-state operating condition includes at least one of fuel concentration switching, fuel refueling events, speed fluctuations exceeding a preset speed threshold, and load changes exceeding a preset change threshold; if the current operating state information indicates that the engine has transitioned from the non-steady-state operating condition to a steady-state operating condition, then performing a second correction process on the target control parameter set to obtain the execution parameter set, wherein the second correction process is used to cancel the correction amount applied by the first correction process.

[0009] In some implementations, the steady-state operating condition is determined based on the engine simultaneously meeting the following conditions within a consecutive preset number of working cycles: no knock sensor trigger signal is detected and no active back angle correction is performed; the engine speed fluctuation is less than or equal to the preset speed threshold; the engine intake manifold pressure fluctuation is less than or equal to the preset pressure threshold; and the engine fuel correction coefficient fluctuation is less than or equal to the preset fluctuation threshold.

[0010] In some embodiments, performing a first correction process on the target control parameter group to obtain the execution parameter group includes: adjusting the target ignition angle in the delay direction by a first preset angle to obtain a first execution ignition angle; reducing the target intake volume, the target fuel injection volume, and the target torque by a first preset ratio to obtain the execution intake volume, the execution fuel injection volume, and the execution torque; and determining the first execution ignition angle, the execution intake volume, the execution fuel injection volume, and the execution torque as parameters in the execution parameter group.

[0011] In some embodiments, the current operating status information includes the current coolant temperature of the engine; the engine fuel parameter control method further includes: if the current coolant temperature is lower than a preset temperature threshold, then determining that the engine is in a low-temperature operating condition; the step of performing a correction process on the target control parameter group based on the current operating status information of the engine to obtain an execution parameter group includes: if the current operating status information indicates that the engine is in the low-temperature operating condition, then adjusting the target ignition angle in the delay direction by a second preset angle to obtain a second execution ignition angle, wherein the second preset angle is smaller than the first preset angle; and determining the second execution ignition angle, the target intake air volume, the target fuel injection volume, and the target torque as parameters in the execution parameter group.

[0012] In some embodiments, after controlling the engine operation based on the set of execution parameters, the engine fuel parameter control method further includes: acquiring the knock sensor signal of the engine; if it is determined based on the knock sensor signal that the engine has experienced a single knock, adjusting the current execution ignition angle towards the delay direction by a third preset angle; if it is determined based on the knock sensor signal that the engine has experienced at least two consecutive knocks, cumulatively adjusting the current execution ignition angle towards the delay direction by a fourth preset angle, and reducing the current execution fuel injection quantity by a second preset ratio, wherein the fourth preset angle is greater than the third preset angle; after detecting that the knock has disappeared and the engine once again meets the determination condition of the steady-state operating condition, gradually restoring the corrected current execution ignition angle to the target ignition angle in the target control parameter set using a preset recovery gradient.

[0013] In some embodiments, the at least two preset reference concentrations include a first reference concentration, a second reference concentration, a third reference concentration, and a fourth reference concentration, wherein the first reference concentration, the second reference concentration, the third reference concentration, and the fourth reference concentration correspond to fuel with an ethanol volume percentage of 10%, fuel with an ethanol volume percentage of 30%, fuel with an ethanol volume percentage of 65%, and fuel with an ethanol volume percentage of 100%, respectively.

[0014] Secondly, this application also provides an engine fuel parameter control device, comprising: a reference determination unit, configured to determine a first reference concentration and a second reference concentration from at least two preset reference concentration levels based on the real-time ethanol concentration of the current fuel in the engine, wherein the first reference concentration and the second reference concentration are two reference concentrations adjacent to the real-time ethanol concentration; a parameter determination unit, configured to obtain a target control parameter set by interpolation processing based on a first control parameter set corresponding to the first reference concentration and a second control parameter set corresponding to the second reference concentration; a parameter correction unit, configured to perform correction processing on the target control parameter set based on the current operating status information of the engine to obtain an execution parameter set; and an operation control unit, configured to control the engine operation based on the execution parameter set.

[0015] Thirdly, this application also provides a vehicle, including: a memory and a processor, the processor being configured to execute a computer program stored in the memory to implement the steps of the engine fuel parameter control method described in the first aspect.

[0016] Fourthly, this application also provides a computer-readable storage medium storing computer-executable instructions or a computer program, which, when executed by a processor, implement the steps of the engine fuel parameter control method described in the first aspect.

[0017] Fifthly, this application also provides a computer program product, including a computer program or computer-executable instructions, which, when executed by a processor, implement the steps of the engine fuel parameter control method provided in the embodiments of this application.

[0018] In summary, this application first determines a first and second reference concentration adjacent to the real-time ethanol concentration from at least two preset reference concentration levels based on the real-time ethanol concentration of the engine's current fuel. This eliminates the need for the engine to be controlled solely based on a fixed concentration level; instead, it can determine the corresponding concentration range based on the current actual fuel concentration, thus providing a basis for subsequent control parameter adaptation. Since the first and second reference concentrations are located on opposite sides of the real-time ethanol concentration, the control parameters corresponding to adjacent reference concentrations can be used to characterize the control characteristics of the real-time fuel concentration range, improving the correspondence between control parameters and the current fuel concentration. After determining the first and second reference concentrations, the corresponding first and second control parameter sets are further obtained, and the target control parameter set is obtained through interpolation. Therefore, for actual fuel between the two reference concentrations, the control parameters corresponding to a fixed reference concentration are no longer directly used; instead, the control parameters are determined based on the actual ethanol concentration. The position of the ethanol concentration between two adjacent reference concentrations is used to calculate two sets of control parameters, thereby obtaining a target control parameter set that matches the current ethanol concentration. Compared to directly using fixed-level parameters, this allows the control parameters to be continuously adjusted as the fuel ethanol concentration changes, reducing the adaptation deviation caused by mismatched control parameters between different fuel concentrations. After obtaining the target control parameter set, it is not directly used for engine control. Instead, it is modified based on the current engine operating status information to obtain the final execution parameter set. Thus, the target control parameters are not only determined by the fuel concentration but can also be further adjusted based on the current engine operating status, enabling the control parameters to adapt to changes in the actual engine operating status. Therefore, when the fuel concentration or engine operating status changes, the target control parameters can be further adapted through corresponding modification processing, thereby improving the applicability of the control parameters under actual operating conditions. In summary, the engine fuel parameter control method provided in this application determines adjacent reference gears by real-time ethanol concentration, interpolates the reference control parameters, and dynamically corrects them in conjunction with the engine operating status. This achieves precise adaptation of control parameters to different fuel concentrations and actual operating conditions, thereby improving the applicability and stability of engine fuel parameter control. Attached Figure Description

[0019] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit this specification. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A flowchart illustrating an engine fuel parameter control method provided in an embodiment of this application; Figure 2 This is a schematic diagram of the composition structure of an engine fuel parameter control device provided in an embodiment of this application; Figure 3 This is a schematic diagram of the composition structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0020] The terms used in the specification, claims, and drawings of this application, such as "first," "second," "third," "fourth," etc. (if any), are used to distinguish similar objects and not to describe a specific order or sequence. Therefore, it is to be understood that these terms can be used interchangeably where appropriate, allowing the described embodiments to be used in different orders, unless specifically required by the illustrations or description. Furthermore, the terms "is" and "has," and any variations thereof, are intended to cover, non-exclusively, all possible constituent elements. For example, a process, method, system, product, or apparatus comprising several steps or units is not necessarily limited to the steps or units explicitly listed, but may also include other steps or units not explicitly listed, or steps or units inherent to the process, method, product, or apparatus.

[0021] In this application, a "module" or "unit" refers to a computer program or part of a computer program that has a specific function and works in conjunction with other related parts to achieve a predetermined goal. These modules or units can be implemented by software, hardware (e.g., processing circuitry or memory), or a combination of both. One or more processors or memories can implement one or more modules or units. Furthermore, each module or unit can also be part of a larger module or unit.

[0022] The technical solutions of this application will be described in detail below with reference to the accompanying drawings of the embodiments. It should be noted that the described embodiments are only a part of this application, and not all embodiments. In the following description, the "some embodiments" mentioned are only a subset of all possible embodiments, which may be the same or different subsets, and different embodiments can be combined with each other without conflict.

[0023] Figure 1 This is a schematic flowchart illustrating an engine fuel parameter control method provided in an embodiment of this application. For example, see [link to example]. Figure 1 The engine fuel parameter control method provided in this application embodiment may include the following steps 101 to 104: Step 101: Based on the real-time ethanol concentration of the current fuel in the engine, determine the first reference concentration and the second reference concentration from at least two preset reference concentration levels.

[0024] The first and second reference concentrations are two reference concentrations adjacent to the real-time ethanol concentration.

[0025] In some examples, the engine can be a reciprocating gasoline internal combustion engine for vehicles that is compatible with multi-gradient ethanol gasoline fuels. This power unit is equipped with an engine management system. Such engines can adapt to the full range of working needs from conventional commercial low-proportion ethanol gasoline to high-proportion pure ethanol fuels, and are widely applicable to power equipment such as passenger cars and general-purpose gasoline engines. For example, a passenger car gasoline engine equipped with a flexible fuel control system can be compatible with ethanol gasoline fuels in the full concentration range from E10 to E100, and can work with the engine management system to complete fuel concentration data acquisition and basic operating condition data calculation.

[0026] Real-time ethanol concentration is a parameter representing the real-time volume percentage of ethanol in the mixed fuel within the engine's current fuel supply line. This parameter accurately reflects the current fuel's vaporization characteristics, combustion rate, anti-knock performance, and stoichiometric air-fuel ratio, serving as the foundation for identifying fuel type and matching engine control parameters. In actual vehicle use, users may randomly add different grades of ethanol gasoline, and the mixture of residual fuel in the tank and newly added fuel will produce a large amount of non-standard intermediate-concentration ethanol fuel. Real-time ethanol concentration can accurately characterize the actual fuel mix, providing high-precision data support for subsequent benchmark concentration matching. Real-time ethanol concentration can be calculated by the engine management system through a dual-mode adaptive recognition mechanism, with an overall recognition accuracy of ±1%, meeting the accuracy requirements for benchmark concentration matching. The first identification mode is the sensor-based measurement mode, which uses a dedicated fuel concentration sensor to collect fuel concentration signals from inside the fuel system in real time. The system signal response time is no more than 100 milliseconds, making it suitable for high-end flexible fuel engine systems. The second identification mode is the model estimation mode, which does not require a hardware concentration sensor. The engine management system builds a dedicated estimation model based on engine idle speed fluctuation data, intake pressure data, fuel correction coefficient data, and residual oxygen signal data. It calculates the real-time ethanol concentration through the joint calculation of multi-dimensional operating data, making it compatible with conventional mass-produced engine control systems. For example, after a vehicle has been refueled, the residual low-proportion ethanol fuel in the fuel tank mixes with the newly added medium-proportion ethanol fuel to form an intermediate concentration fuel. The engine management system can calculate the current fuel ethanol volume percentage as 20% using the corresponding identification mode. When the vehicle is directly refueled with pure ethanol fuel, the current real-time ethanol concentration can be identified as 100%.

[0027] The preset at least two reference concentration levels are standardized ethanol fuel concentration levels that have been pre-calibrated and set based on extensive engine bench calibration tests and vehicle operating condition verification, combined with the combustion characteristics of the engine under all operating conditions. The reference concentration levels have fixed standardized concentration parameters, which are different from the random non-standard intermediate concentration fuels generated during vehicle fuel mixing. They are standardized reference benchmarks for achieving full-range ethanol fuel adaptation and benchmark matching determination. For example, the embodiments of this application are configured with four gradient standard reference concentration levels, which can uniformly cover the full concentration fuel application range from E10 to E100. They can include E10 fuel with 10% ethanol volume, E30 fuel with 30% ethanol volume, E65 fuel with 65% ethanol volume, and E100 fuel with 100% ethanol volume, which can adapt to the benchmark matching determination requirements of various intermediate concentration fuels.

[0028] The first and second reference concentrations are two sets of concentration parameters selected from all preset reference concentration levels. These two sets of concentration parameters are reference concentrations that are adjacent to the current real-time ethanol concentration. The adjacent reference concentration with a value lower than the real-time ethanol concentration is defined as the first reference concentration, and the adjacent reference concentration with a value higher than the real-time ethanol concentration is defined as the second reference concentration. The first and second reference concentrations together form a numerical range encompassing the current real-time fuel concentration, providing a standardized range for the accurate adaptation of subsequent fuel control parameters and ensuring that the control logic for non-standard concentration fuels conforms to the actual combustion properties of the fuel. If the deviation between the real-time ethanol concentration and any preset reference concentration is within a threshold range, the current fuel is determined to be standard reference fuel. There is no need to select two adjacent reference concentrations for interpolation calculations; the complete set of control parameters corresponding to that single reference concentration is directly retrieved. This group serves as the target control parameter group for subsequent applications. For example, if the current real-time ethanol concentration is identified as 10%, and the deviation from the preset first benchmark concentration is within a threshold, the current fuel is determined to be the standard benchmark fuel. The adjacent benchmark concentration screening process is no longer executed, and the dedicated control parameter group corresponding to the 10% ethanol volume percentage is directly called. If the current real-time ethanol concentration is identified as 20%, the adjacent 10% and 30% benchmark concentrations can be screened through numerical comparison, where 10% is the first benchmark concentration and 30% is the second benchmark concentration. If the current real-time ethanol concentration is identified as 80%, the adjacent 65% and 100% benchmark concentrations are identified, where 65% is the first benchmark concentration and 100% is the second benchmark concentration. If the current real-time ethanol concentration is identified as 40%, the adjacent 30% and 65% benchmark concentrations are identified, where 30% is the first benchmark concentration and 65% is the second benchmark concentration.

[0029] By implementing step 101, the current concentration range of the fuel can be determined, so that the determination of subsequent control parameters has a clear benchmark range, thereby improving the matching degree between the control parameters and the current fuel concentration.

[0030] Step 102: Based on the first set of control parameters corresponding to the first reference concentration and the second set of control parameters corresponding to the second reference concentration, the target control parameter set is obtained through interpolation.

[0031] In some examples, the first control parameter set is a complete set of basic engine control parameters obtained through full-condition calibration for standard ethanol fuel corresponding to the first reference concentration. This parameter set is a dedicated calibration parameter adapted to the combustion characteristics of fuels with low reference concentrations. It can match the combustion rate, vaporization performance, theoretical air-fuel ratio, and low calorific value characteristics of the corresponding standard concentration ethanol fuel, and can meet the basic operation control requirements of the engine under steady-state and normal driving conditions at this fuel level. The first control parameter set is obtained through engine bench calibration and vehicle calibration tests. After full-condition parameter calibration is completed under normal temperature and pressure standard operating conditions, it is pre-fixed and stored in the internal memory of the engine management system. Each standard reference concentration corresponds to an independent and unique set of control parameters. The corresponding complete set of calibration parameters can be directly retrieved according to the matched and determined first reference concentration. For example, when the first reference concentration is determined to be E10 fuel with an ethanol volume ratio of 10%, the corresponding first control parameter set is as follows.

[0032] The second control parameter set is a complete set of basic engine control parameters obtained through full-condition calibration for standard ethanol fuel corresponding to the second reference concentration. This parameter set is a dedicated calibration parameter set adapted to the combustion characteristics of fuels with high reference concentrations. It corresponds and works in conjunction with the first control parameter set to match the differences in combustion properties of higher concentration ethanol fuels and can meet the basic operation control requirements of the engine under high proportion standard ethanol fuel conditions. The calibration and storage method of the second control parameter set is consistent with that of the first control parameter set. It is quantitatively calibrated through multi-condition bench tests and vehicle verification and stored in the engine management system. After the second reference concentration is matched, the corresponding complete set of calibration parameters can be directly called to form a high-low concentration paired parameter reference with the first control parameter set. For example, when the second reference concentration is determined to be E30 fuel with an ethanol volume ratio of 30%, the corresponding second control parameter set includes the basic ignition parameters, basic intake parameters, basic fuel injection parameters, and basic torque output parameters specific to this fuel level. The entire set of parameters is adapted to the conventional combustion control requirements of E30 fuel.

[0033] The target control parameter set is a new set of engine control parameters obtained by interpolating the first and second control parameter sets for non-standard intermediate concentration fuels corresponding to the current real-time ethanol concentration of the engine. This parameter set is a precise set of parameters adapted to the characteristics of the current actual fuel mix, which can fill the parameter gap between standard reference concentration levels, solve the technical problem that traditional fixed parameters cannot adapt to intermediate concentration fuels, and conform to the actual combustion characteristics of the current fuel, providing a parameter reference for precise engine control. For example, when the current real-time ethanol concentration of the engine is 20%, corresponding to the first reference concentration of E10 and the second reference concentration of E30, the difference between the two sets of reference parameters is corrected by interpolation, and the exclusive ignition parameters, intake parameters, fuel injection parameters and torque parameters adapted to E20 intermediate concentration fuel are calculated and integrated to obtain the target control parameter set adapted to the current fuel.

[0034] For example, after the engine management system completes real-time ethanol concentration detection and adjacent reference concentration matching determination, it automatically retrieves the first control parameter group corresponding to the determined first reference concentration, and simultaneously retrieves the second control parameter group corresponding to the second reference concentration. Both control parameter groups are standard gear control parameters that have been calibrated and solidified in the early stage, which can accurately correspond to the combustion control characteristics of fuels with high and low reference concentrations. Based on the numerical relationship between the current real-time ethanol concentration and the two reference concentrations, an interpolation ratio coefficient suitable for the current fuel concentration can be calculated. Based on this ratio coefficient, a unified linear interpolation process is performed on the various basic control parameters within the first and second control parameter groups, and the difference between the high and low concentration parameters is corrected item by item to fit various accurate control parameters suitable for the current non-standard intermediate concentration fuel. All control parameters after interpolation are integrated and summarized to generate a complete set of target control parameters, so that the final control parameters can accurately match the physical properties of the intermediate concentration fuel formed by the current random fuel blending, making up for the deficiency that traditional fixed gear parameters cannot adapt to the full gradient of ethanol fuels, and providing reliable parameter reference support for subsequent precise engine fuel control.

[0035] By implementing step 102, the target control parameter set can be obtained based on the specific position of the real-time ethanol concentration between two reference concentrations, so that the control parameters can be continuously adjusted as the ethanol concentration changes, thereby reducing the parameter adaptation deviation caused by using fixed reference parameters.

[0036] Step 103: Based on the current operating status information of the engine, perform correction processing on the target control parameter group to obtain the execution parameter group.

[0037] In some examples, the current operating status information is a set of various status data that can comprehensively characterize the engine's current real-time operating conditions and operational stability. It is used to determine whether the engine is in a stable operating state or a dynamically fluctuating operating state. This type of information can truly reflect various dynamic operating condition changes such as fuel concentration switching, fuel filling, and speed load fluctuations. It can support the control system to implement differentiated parameter correction logic and avoid the shortcomings of single interpolation parameters being unable to adapt to complex operating conditions. For example, the current operating status information may include operating condition information such as the engine's real-time speed fluctuation status, intake pressure operating status, fuel filling event status, fuel concentration switching status, and engine load change status.

[0038] Correction processing is a parameter processing procedure that adapts and fine-tunes the target control parameter set based on the actual operating conditions of the engine. This process differs from fixed interpolation calculation and belongs to the dynamic optimization method of operating condition adaptation. It is used to solve the problem that a single static interpolation parameter cannot adapt to the dynamic operating fluctuations of the engine, and to make up for the defects of combustion instability during fuel concentration switching and transient operating conditions, while taking into account the safety, stability and power economy of engine operation. For example, when the engine detects that the fuel concentration has just been switched and the operating condition is in a state of dynamic fluctuation, the various control parameters of the target control parameter set are adapted and fine-tuned to weaken the combustion fluctuations caused by transient operating conditions. When the engine operation tends to be stable, the corresponding correction rule is matched to optimize the parameter adaptation state and ensure the steady-state operation effect of the engine.

[0039] The execution parameter set is a complete set of control parameters that, after undergoing operating condition adaptation correction, is ultimately output and directly used to control the overall operation of the engine. Based on the target control parameter set, this parameter set is dynamically optimized in conjunction with the engine's real-time operating status. It is the final controllable parameter set that adapts to the current fuel concentration and the current engine operating condition, and it is also the direct control basis for the engine's real-time operation. For example, after obtaining the corresponding target control parameter set for E20 intermediate concentration fuel interpolation, the engine recognizes that fuel filling has just been completed and the operating condition is unstable. The target control parameter set is then adapted and corrected, and the optimized set of ignition, intake, fuel injection, and torque parameters constitutes the execution parameter set, which is directly used to control the engine's current operating condition.

[0040] For example, after the engine management system obtains the target control parameter set adapted to the current real-time ethanol concentration through interpolation, it immediately initiates the overall engine operating status monitoring process, continuously collecting and integrating various engine operating condition data to form complete current operating status information. Relying on the built-in operating condition judgment logic, it accurately identifies the current engine operating status, distinguishes between dynamic fluctuation conditions and stable operating conditions, and matches the corresponding correction and processing strategies according to the identification results. Using the target control parameter set obtained by static interpolation as the basic parameter benchmark, it carries out targeted correction and optimization in combination with the actual operating conditions of the engine, eliminating the adaptation deviation between static interpolation parameters and dynamic operating condition requirements, and effectively avoiding combustion fluctuations and unstable operation problems that occur in scenarios such as fuel concentration switching, fuel refueling, and sudden changes in operating conditions. After the parameter correction is completed, all optimized control parameters are integrated to generate an execution parameter set adapted to the current fuel concentration and the current overall engine operating conditions.

[0041] By implementing step 103, the actual operating state of the engine can be further considered on the basis of the determined fuel concentration, so that the obtained set of execution parameters is more in line with the current engine operating state, thereby improving the applicability of the control parameters in the actual operation process.

[0042] Step 104: Control engine operation based on the set of execution parameters.

[0043] In some examples, the engine management system can use the set of execution parameters obtained after condition correction as the final control reference to output real-time control commands to each actuator of the engine, so that the engine can continue to work according to the parameter state adapted to the current ethanol fuel concentration and the current operating conditions.

[0044] By implementing step 104, control parameters that match the real-time fuel concentration and the current operating state can be actually applied to engine operation, so that the aforementioned concentration adaptation and state correction effects can be implemented, thereby improving the adaptability and operational stability of engine fuel parameter control.

[0045] In summary, this embodiment first determines a first and second reference concentration adjacent to the real-time ethanol concentration from at least two preset reference concentration levels based on the real-time ethanol concentration of the engine's current fuel. Therefore, the engine does not need to be controlled solely based on a fixed concentration level, but can determine the corresponding concentration range based on the current actual fuel concentration, thus providing a basis for the adaptation of subsequent control parameters. Since the first and second reference concentrations are located on opposite sides of the real-time ethanol concentration, the control parameters corresponding to adjacent reference concentrations can be used to characterize the control characteristics of the range where the real-time fuel concentration is located, improving the correspondence between the control parameters and the current fuel concentration. After determining the first and second reference concentrations, the corresponding first and second control parameter sets are further obtained, and the target control parameter set is obtained through interpolation. Therefore, for actual fuel between the two reference concentrations, the control parameters corresponding to a fixed reference concentration are no longer directly used, but are determined based on the actual fuel concentration. By calculating the position of the actual ethanol concentration between two adjacent reference concentrations, two sets of control parameters are obtained to acquire a target control parameter set that matches the current ethanol concentration. Compared to directly using fixed-level parameters, this allows the control parameters to be continuously adjusted as the fuel ethanol concentration changes, reducing the adaptation deviation caused by control parameter mismatch between different fuel concentrations. After obtaining the target control parameter set, it is not directly used for engine control. Instead, it is modified based on the current engine operating status information to obtain the final execution parameter set. Thus, the target control parameters are not only determined by the fuel concentration but can also be further adjusted based on the current engine operating status, enabling the control parameters to adapt to changes in the actual engine operating status. Therefore, when the fuel concentration or engine operating status changes, the target control parameters can be further adapted through corresponding modification processing, thereby improving the applicability of the control parameters under actual operating conditions. In summary, the engine fuel parameter control method provided in this application determines adjacent reference gears by real-time ethanol concentration, interpolates the reference control parameters, and dynamically corrects them in combination with the engine operating status. This achieves precise adaptation of control parameters to different fuel concentrations and actual operating states, thereby improving the applicability and stability of engine fuel parameter control.

[0046] In some embodiments, the aforementioned target control parameter set may include target ignition angle, target intake air volume, target fuel injection volume, and target torque; the aforementioned step 102 may include: determining an interpolation ratio coefficient based on real-time ethanol concentration, a first reference concentration, and a second reference concentration; and determining the parameter values ​​of target ignition angle, target intake air volume, target fuel injection volume, and target torque in the target control parameter set based on the first parameter value of the corresponding parameter in the first control parameter set, the second parameter value of the corresponding parameter in the second control parameter set, and the interpolation ratio coefficient.

[0047] In some examples, the target ignition angle is the optimal ignition timing parameter that adapts to the engine's current real-time ethanol concentration fuel characteristics and current operating conditions. Measured in crankshaft angles, it is a control parameter that regulates the engine's combustion initiation time and balances overall engine power output and anti-knock capability. Ethanol fuel has the characteristics of high octane rating and fast combustion speed. The optimal ignition timing varies significantly for different ethanol concentrations. The target ignition angle can accurately match the anti-knock properties and combustion rate of the current fuel, avoiding knocking faults while improving combustion efficiency. It can be calculated based on the interpolation ratio coefficient corresponding to the real-time ethanol concentration, combined with the reference ignition angle parameter values ​​corresponding to two adjacent reference concentrations. It is a dedicated ignition control reference parameter adapted to intermediate concentration ethanol fuels. For example, if the engine's current real-time ethanol concentration is between the two reference concentrations E10 and E30, the target ignition angle adapted to the current intermediate concentration fuel can be calculated by combining the standard ignition angle parameters and interpolation ratio coefficients corresponding to the two reference concentrations. This parameter value is between the two reference ignition angle values, accurately adapting to the anti-knock performance and combustion characteristics of the current fuel.

[0048] The target intake volume is the optimal total mass parameter of intake air required for the engine to adapt to the current real-time ethanol fuel concentration and meet the preset power output requirements. It is a key intake control parameter for regulating the engine's air-fuel ratio, mixture concentration, and combustion completeness. Ethanol fuel has a high latent heat of vaporization and requires a lower amount of air for the same calorific value. As the ethanol concentration increases, the required intake volume of the engine gradually decreases. The target intake volume can accurately adapt to the intake matching rules of different concentrations of ethanol fuel. The reference intake volume parameters corresponding to the first and second reference concentrations can be retrieved and combined with the interpolation ratio coefficient calculated from the real-time concentration to linearly solve for the accurate intake volume parameter adapted to the current fuel concentration, which serves as the target reference for adjusting the engine's intake system. For example, for intermediate concentration fuels with a real-time ethanol concentration between E30 and E65, interpolation calculations can be performed based on the calibrated intake volume parameters of the two reference gears to obtain the corresponding target intake volume. This intake volume value can match the calorific value characteristics and combustion intake requirements of the current ethanol fuel.

[0049] The target injection quantity is the fuel injection mass parameter required within a single engine working cycle to adapt to the current real-time ethanol fuel concentration, match the target intake volume, and the optimal air-fuel ratio. The theoretical air-fuel ratio of ethanol fuel is much lower than that of traditional gasoline. The higher the ethanol concentration, the greater the injection quantity required under the same intake conditions. The target injection quantity can ensure that ethanol fuels of different concentrations can achieve complete combustion, stabilizing the overall combustion efficiency and power output level of the engine. It can call the standard injection quantity parameters corresponding to two adjacent reference concentrations, match the interpolation ratio coefficient corresponding to the real-time concentration, and accurately calculate the optimal single-cycle injection quantity corresponding to the current intermediate concentration fuel. For example, when the engine identifies the real-time ethanol concentration as an intermediate concentration of E80, which is between the reference concentrations of E65 and E100, a specific target injection quantity is obtained through interpolation calculation. This is higher than the injection quantity of low-concentration ethanol fuel, adapting to the combustion characteristics of high-proportion ethanol fuel with a low air-fuel ratio.

[0050] The target torque is the preset benchmark value for the engine's overall power output torque under the current real-time ethanol concentration fuel condition. The low calorific value of ethanol fuel will cause a decrease in power output under the same injection quantity. The torque decrease varies with different ethanol concentrations. The target torque is used to unify the power output benchmark under different fuel concentrations, ensuring the smooth and consistent power output of the entire vehicle. It can be obtained by fitting the precise target torque parameter corresponding to the current fuel concentration based on the calibrated torque parameters corresponding to the benchmark concentrations of two adjacent gears and the interpolation ratio corresponding to the real-time ethanol concentration percentage. For example, for E20 intermediate concentration fuel, the corresponding target torque parameter is obtained by interpolation calculation based on the peak torque parameters of the E10 and E30 benchmark gears, compensating for the power deviation caused by the difference in ethanol fuel calorific value and ensuring smooth power output.

[0051] The interpolation ratio coefficient is a dimensionless proportional parameter that characterizes the relative proportion of the current real-time ethanol concentration within two adjacent reference concentration ranges. It is a calculation coefficient used to achieve linear transition and accurate fitting of various control parameters. This coefficient can quantify the deviation ratio between the current fuel concentration and the upper and lower reference concentrations, ensuring that the interpolation results of all control parameters conform to the physical property law of continuous change in fuel concentration, and avoiding parameter abrupt changes and adaptation deviations. After obtaining the values ​​of real-time ethanol concentration, first reference concentration, and second reference concentration, the corresponding proportional coefficient of the real-time concentration within the reference concentration range can be calculated through the interval difference proportional operation logic. For example, when the first reference concentration is 10%, the second reference concentration is 30%, and the real-time ethanol concentration is 20%, the real-time concentration is in the middle position of the two reference concentration ranges, and the corresponding interpolation ratio coefficient is calculated to be 0.5, providing a calculation basis for the average interpolation fitting of subsequent parameters.

[0052] For example, after the engine management system completes the real-time ethanol concentration detection and adjacent reference concentration matching determination, it locks the corresponding first and second reference concentrations and retrieves the complete control parameter sets corresponding to the two reference concentrations respectively, separating the reference values ​​of four types of control parameters: ignition angle, intake air volume, fuel injection quantity, and torque. Based on the difference between the real-time ethanol concentration and the two reference concentrations, the interpolation ratio coefficient corresponding to the current operating condition can be calculated. This ratio coefficient is uniformly applicable to the interpolation calculation of the four types of control parameters. According to the calculation logic of independent interpolation, linear calculation is performed for each control parameter using the corresponding reference parameter value and the interpolation ratio coefficient, and the target ignition angle parameter value, target intake air volume parameter value, target fuel injection quantity parameter value, and target torque parameter value adapted to the current real-time ethanol concentration are obtained in sequence. After all parameters are calculated, the four accurately fitted target parameters are integrated and summarized to form a complete target control parameter set.

[0053] By implementing the above embodiments, the target control parameter set is specifically set as target ignition angle, target intake air volume, target fuel injection volume, and target torque. An interpolation ratio coefficient is determined based on the real-time ethanol concentration and two adjacent reference concentrations. Then, interpolation is performed on the corresponding parameters in the two control parameter sets respectively. This allows for the determination of ignition, intake, fuel injection, and torque parameters separately for different ethanol concentrations, rather than using a uniform overall correction method for multiple control parameters. Therefore, each of the above control parameters can be adjusted according to the correspondence between the real-time ethanol concentration and adjacent reference concentrations, making the obtained target control parameter set more closely match the current fuel concentration. This further improves the parameter control accuracy and adaptability under different ethanol concentrations, achieving refined parameter adaptation for non-standard intermediate concentration ethanol fuels. It solves the problem that traditional fixed parameter control cannot match the differences in the physical properties of gradient ethanol fuels, improving the adaptation accuracy of multi-concentration ethanol fuels and the engine's operational stability from the parameter calculation level.

[0054] In some embodiments, step 103 may include: if the current operating status information indicates that the engine is in a non-steady-state condition, then a first correction process is performed on the target control parameter group to obtain an execution parameter group, wherein the non-steady-state condition may include at least one of fuel concentration switching, fuel refueling event, speed fluctuation exceeding a preset speed threshold, and load change exceeding a preset change threshold; if the current operating status information indicates that the engine has entered a steady-state condition from a non-steady-state condition, then a second correction process is performed on the target control parameter group to obtain an execution parameter group, wherein the second correction process is used to cancel the correction amount applied by the first correction process.

[0055] In some examples, unsteady-state operating conditions refer to operating conditions where engine parameters are dynamically changing and have not reached a stable equilibrium. Under these conditions, the engine's internal combustion state, air-fuel mixture formation state, and power output state are all in a state of instantaneous fluctuation. If the target control parameter set obtained by interpolation is used directly for control, problems such as combustion fluctuations, instantaneous knocking, and power jerking are likely to occur. Unsteady-state operating conditions can be triggered by a variety of instantaneous disturbance events, including any one or more combinations of fuel concentration switching, fuel filling events, speed fluctuations exceeding the threshold, and load changes exceeding the threshold. Fuel concentration signals, fuel filling signals, engine speed signals, and engine load signals can be continuously collected, and real-time operating data can be compared with preset judgment conditions. Once any disturbance judgment condition is met, the engine can be determined to be in an unsteady-state operating condition. For example, restarting the vehicle after refueling, changes in fuel ethanol concentration due to the mixing of residual fuel in the fuel tank with new fuel, sudden load changes caused by the driver accelerating or releasing the accelerator, and large fluctuations in engine speed due to road driving conditions can all cause the engine to enter an unsteady-state operating condition.

[0056] Fuel concentration switching is a process in which the volume percentage of ethanol participating in combustion within the engine's fuel system changes significantly. In actual vehicle use, mixing different grades of ethanol fuel causes a shift in the real-time ethanol concentration compared to the previous stable operating phase, thus altering the fuel's combustion properties. This is a typical fuel-side disturbance non-steady-state triggering event. The system can compare the ethanol concentration values ​​of the current cycle with the previous stable cycle in real time. When the concentration value undergoes a valid jump and exceeds the system's tolerance range, a fuel concentration switching event is identified. For example, if the engine has been operating stably on E10 fuel for a long time, and the user adds a high proportion of ethanol fuel, the fuel in the fuel system is gradually replaced and mixed. The real-time ethanol concentration is identified as gradually changing from 10% to 20% and then 30%, which is the process of fuel concentration switching.

[0057] A fuel refueling event is a vehicle status event in which the fuel tank is opened and refueling is completed. Fuel refueling directly changes the fuel ratio structure inside the fuel tank, causing the old and new fuels to mix and produce ethanol fuel of unknown intermediate concentration. For a period of time after refueling, the fuel concentration in the fuel system is in a state of continuous and unstable change, which is an important scenario that can cause the engine to operate in an unsteady state. Fuel refueling events can be identified by combining the vehicle's fuel tank level signal, fuel tank cap opening and closing signal, and fuel concentration change characteristics. For example, if a fuel refueling operation is completed while the vehicle is parked and stationary, the original low proportion of ethanol fuel in the fuel tank is fully mixed with the newly added fuel. After the vehicle is started and driven again, the fuel refueling event can be identified and the engine can be determined to have entered an unsteady state.

[0058] Speed ​​fluctuation exceeding the preset speed threshold refers to the fluctuation range of the engine's real-time operating speed compared to the steady-state reference speed, which exceeds the pre-calibrated allowable fluctuation range. Speed ​​fluctuation directly reflects the engine's combustion stability; speed fluctuation exceeding the threshold indicates a deterioration in the combustion consistency of a single cylinder and that the engine's overall operation has not reached a stable state. The system can collect crankshaft speed sensor signals in real time, continuously count the maximum speed deviation within the set working cycle, and compare the measured fluctuation value with the internal preset speed threshold. When the measured fluctuation value is greater than the preset speed threshold, it is determined that the non-steady-state operating condition trigger condition is met. For example, the allowable speed fluctuation threshold for steady-state engine idling is 5 revolutions per minute. When changes in external load or sudden changes in fuel concentration cause speed fluctuations to reach 10 revolutions per minute, it is determined that the speed fluctuation exceeds the preset speed threshold, triggering the non-steady-state operating condition identification.

[0059] Load changes exceeding the preset threshold refer to the rate or magnitude of change in the engine's real-time operating load exceeding the system's pre-calibrated allowable load fluctuation range. Engine load directly corresponds to intake air volume, fuel injection volume, and power output demand. Sudden load changes can disrupt the original combustion balance, causing instantaneous combustion disorder. By calculating the engine's real-time load in real time using intake pressure signals, throttle opening signals, and torque demand signals, the amount and rate of load change can be continuously monitored. When the load change parameters exceed the preset threshold, it is determined that the engine has experienced a sudden load disturbance. For example, during a vehicle's constant speed driving, if the driver accelerates or decelerates suddenly, the engine load may increase or decrease significantly in a short period of time. If the load change magnitude exceeds the system's preset threshold, it is determined that the engine has entered a non-steady-state fluctuation state.

[0060] Steady-state operating condition refers to the continuous and stable balanced operation of the engine after the non-steady-state transition phase, where combustion, speed, intake, and fuel correction states are all stable. Under this condition, the fuel concentration is basically stable, there are no external disturbances, and the fluctuations of various engine operating parameters are within the system's tolerance range. Precise interpolation of target parameters can be used for conventional optimal control. The steady-state operating condition is determined by the engine management system through joint judgment of multi-dimensional parameters. It continuously monitors various engine operating parameters, and when all fluctuation indicators meet the stability conditions and no instantaneous disturbance events are triggered within several consecutive working cycles, the engine is determined to have switched from a non-steady-state operating condition to a steady-state operating condition. For example, after the vehicle completes fuel filling, concentration switching, and operating condition fluctuation transition, if the engine speed, intake pressure, air-fuel ratio, and fuel correction parameters remain stable for a long time without significant fluctuations or knocking, the engine is determined to have entered a steady-state operating condition.

[0061] The first correction process is an instantaneous parameter optimization logic configured for engine non-steady-state operating conditions. It is used to offset the instantaneous combustion disturbances caused by fuel concentration switching and sudden changes in operating conditions. Based on the target control parameter set, the first correction process suppresses instantaneous knocking, combustion vibration and power jerking by fine-tuning the parameters, thereby improving the operational reliability of the non-steady-state transition process. For example, if the vehicle has just finished refueling and the fuel concentration is in the process of switching fluctuations, the target ignition angle, target intake air volume, target fuel injection volume and target torque parameters are immediately corrected instantaneously to weaken the combustion instability caused by the sudden change in operating conditions and ensure smooth engine operation during the transition phase.

[0062] The second correction process is the parameter restoration logic configured for steady-state operating conditions. Its core function is to cancel all corrections applied by the first correction process during the non-steady-state phase, restoring the control parameters to their original target control parameter state. After the operating conditions stabilize, the second correction process can restore the engine's optimal power and fuel economy, avoiding performance loss caused by long-term corrections. The second correction process can be automatically triggered by the engine management system after the steady-state condition determination takes effect. Based on the correction amount record of the first correction process, it reverses all instantaneous correction offsets and completes parameter reset and update. For example, after the engine completes the concentration switching transition and all operating parameters tend to stabilize and meet the steady-state determination conditions, the parameter correction offsets applied during the non-steady-state phase are canceled, and all control parameters are restored to the interpolated target parameter reference state, achieving steady-state optimal control.

[0063] For example, during the entire machine operation, engine operating status information is continuously collected to monitor in real time for four types of disturbance events: fuel concentration switching, fuel refueling events, speed fluctuations exceeding the threshold, and load changes exceeding the threshold. Built-in judgment logic distinguishes the engine's operating condition in real time. When any disturbance event is detected, the engine is immediately determined to be in a non-steady-state condition. The system automatically invokes a preset first correction processing logic to instantaneously adapt and correct the target control parameter set, generating an execution parameter set adapted to the dynamic fluctuation condition. This avoids the instantaneous changes that can easily occur during fuel and operating condition transitions. Issues such as knocking, idling vibration, power jerking, and combustion disorder are addressed to ensure the reliability of engine operation during transitional conditions. During continuous monitoring of engine operating data, once various disturbances disappear and the fluctuations of various engine operating parameters stabilize and remain in a stable state, it is determined that the engine has completely switched from an unsteady-state condition to a steady-state condition. Subsequently, the second correction processing logic is triggered, completely revoking all parameter corrections applied during the first correction processing, and resetting all parameters of the executed parameter group to the baseline values ​​of the target control parameter group, enabling the engine to operate under stable conditions based on precise interpolation parameters.

[0064] Through the implementation of the above embodiments, the non-steady-state operating conditions of the engine and the state of transitioning from non-steady-state to steady-state operating conditions are distinguished based on the current operating state information. A first correction process and a second correction process for canceling the first correction amount are executed respectively, so that the target control parameters can be dynamically adjusted according to the changes in the engine operating state. In particular, in non-steady-state conditions such as fuel concentration switching, fuel filling, speed fluctuations, or load changes, the first correction process is executed on the target control parameters to reduce the parameter deviation between running directly according to the target control parameters and the current non-steady-state state. When the engine re-enters the steady-state operating condition, the control parameters are restored to the control state corresponding to the target control parameters by canceling the first correction amount. This can take into account the parameter adaptability under different operating states and reduce the impact of control parameter mismatch on engine operation during state switching.

[0065] In some embodiments, the steady-state operating condition is determined based on the engine simultaneously meeting the following conditions within a consecutive preset number of working cycles: no knock sensor trigger signal is detected and no active back angle correction is performed; the engine speed fluctuation is less than or equal to a preset speed threshold; the engine intake manifold pressure fluctuation is less than or equal to a preset pressure threshold; and the engine fuel correction coefficient fluctuation is less than or equal to a preset fluctuation threshold.

[0066] In some examples, the number of consecutive preset working cycles is a pre-calibrated number of consecutive engine power cycles used for steady-state condition determination, serving as a time dimension benchmark to ensure the reliability of the condition determination results. A single working cycle is the engine completing one complete intake, compression, power, and exhaust process. The number of consecutive preset working cycles requires the engine to operate stably within a continuous working cycle without interruption or condition reset, avoiding misjudgment of steady-state conditions based on instantaneous single-point data. The number of complete engine working cycles can be accumulated successively by counting the crankshaft position sensor signal to continuously verify the continuity and integrity of the cycle. For example, in this application embodiment, the number of consecutive preset working cycles for steady-state determination is set to two hundred working cycles. Timing and counting begin from the moment when the initial stability characteristics are met, and two hundred complete engine working cycles are continuously counted without interruption or abnormal condition triggering before proceeding to the subsequent multi-dimensional steady-state condition verification process.

[0067] The absence of a knock sensor trigger signal and the failure to perform active ignition angle correction are steady-state indicators for engine combustion safety. This indicates that the engine's current combustion process is free of abnormal knocking and the combustion state is within a safe and controllable stable range. A knock sensor trigger signal represents abnormal and rough combustion in the engine. Active ignition angle correction is an ignition angle delay adjustment performed to address knocking issues. The presence of either of these conditions indicates that the engine combustion has not reached a steady-state standard. For example, during a continuous engine operating cycle, if the knock sensor has no effective voltage trigger signal output and there is no record of ignition angle delay correction execution, and the interpolated baseline ignition parameters are maintained throughout the cycle, this steady-state condition is met. If a knock signal or ignition angle correction action occurs in any cycle, this condition is not met.

[0068] Engine speed fluctuations less than or equal to a preset speed threshold are an indicator of engine power output stability. This indicates that the crankshaft speed fluctuation is within the allowable error range, and there are no significant speed jumps or vibrations during idling or operation. Speed ​​fluctuation directly reflects the uniformity of combustion in a single cylinder and the overall smoothness of engine operation. Engine speed data is collected in real-time by a crankshaft speed sensor. After each working cycle, the deviation between the real-time extreme value and the average value is calculated to obtain the periodic speed fluctuation. The measured fluctuation is then compared with the system's preset speed threshold to complete the condition determination. For example, if the preset speed threshold is five revolutions per minute, and the real-time speed fluctuation remains within five revolutions per minute or less throughout a continuous working cycle without significant speed increases or decreases, this steady-state condition is met. If load changes or abnormal combustion cause speed fluctuations to exceed this range, it is determined to be a non-steady-state fluctuation state.

[0069] The intake manifold pressure fluctuation of an engine being less than or equal to a preset pressure threshold is an indicator of the engine's intake system stability. It characterizes stable intake airflow, stable throttle opening, no sudden changes in intake load, and an intake air supply that continuously matches the current fuel combustion demand. Intake manifold pressure data is collected in real-time by an intake pressure sensor. The intake pressure fluctuation difference is statistically analyzed cycle by cycle to obtain the real-time pressure fluctuation, which is then compared with the preset pressure threshold to determine whether the intake system is in a stable operating state. For example, the preset pressure threshold is 0.3 kPa. If, during a continuous engine operating cycle, the intake manifold pressure fluctuation amplitude never exceeds 0.3 kPa, and the intake airflow supply is stable without frequent fluctuations, then this steady-state judgment condition is met, and the intake condition can be determined to be stable.

[0070] The fluctuation of the engine's fuel correction coefficient, which is less than or equal to a preset fluctuation threshold, is an indicator for judging the stability of the engine's air-fuel ratio control and fuel compatibility. It is used to characterize the current stable ethanol fuel concentration, accurate mixture ratio, no continuous deviation in fuel injection closed-loop control, and the balanced state of fuel combustion ratio. The fuel correction coefficient is calculated by the engine management system through closed-loop calculation of oxygen sensor signals and combustion state signals. The fuel correction coefficient value is recorded cycle by cycle and the fluctuation range is statistically analyzed. The measured fluctuation is compared with the preset fluctuation threshold to complete the steady-state condition judgment. For example, if the preset fluctuation threshold is 1%, and the fluctuation range of the fuel correction coefficient is always controlled within 1% during the engine's continuous working cycle, the air-fuel ratio closed-loop adjustment is stable, and there is no continuous enrichment or leaning adjustment behavior, then this steady-state judgment condition is met.

[0071] For example, during the entire vehicle operation, the engine's operating status is continuously monitored and data is statistically analyzed throughout the entire cycle, accumulating the total number of complete engine working cycles. While executing the non-steady-state condition correction logic, the steady-state condition joint judgment process is continuously initiated, using a preset number of consecutive working cycles as the judgment basis duration. Within each complete continuous working cycle, four core steady-state judgment conditions are simultaneously verified. The knock sensor signal and ignition correction record are monitored throughout the process to ensure that there are no knock trigger signals and no active back-angle correction actions within the cycle, ensuring the safe and stable combustion process. The crankshaft speed signal, intake manifold pressure signal, and fuel correction coefficient data are collected simultaneously, and the corresponding fluctuations are calculated in real time. The parameters are compared with preset speed thresholds, preset pressure thresholds, and preset fluctuation thresholds to ensure that all fluctuation parameters are controlled within the system's allowable stable range. The engine can be determined to have completed the transition condition and officially entered the steady-state condition only when all the judgment conditions within a preset number of consecutive working cycles are met simultaneously. This triggers the subsequent steady-state parameter correction logic, cancels the instantaneous correction amount in the non-steady-state stage, and returns the engine control parameters to the target parameter benchmark calculated by interpolation, thereby achieving accurate, efficient, and stable combustion control under steady-state conditions. If any judgment condition is not met within the cycle, the non-steady-state condition judgment result is maintained, and the instantaneous correction control logic is continuously maintained until all conditions are met simultaneously.

[0072] By implementing the above embodiments, the following conditions are used as the joint judgment criteria for steady-state operation: no knock sensor trigger signal is detected and no active back angle correction is performed; engine speed fluctuation does not exceed a preset threshold; intake manifold pressure fluctuation does not exceed a preset threshold; and fuel correction coefficient fluctuation does not exceed a preset threshold. This allows for the judgment of engine operating status from multiple aspects, including knock state, speed stability, intake state, and fuel correction state. Therefore, compared to judging whether the engine has entered a steady state based on only a single operating parameter, it is possible to determine that the engine is in a stable operating state when multiple operating state parameters meet the conditions simultaneously. This provides a relatively clear state judgment basis for subsequent cancellation of non-steady-state correction, thereby improving the adaptability of control parameter switching and correction.

[0073] In some embodiments, the aforementioned first correction process on the target control parameter group to obtain the execution parameter group may include: adjusting the target ignition angle in the delay direction by a first preset angle to obtain a first execution ignition angle; reducing the target intake volume, target fuel injection volume, and target torque by a first preset ratio to obtain the execution intake volume, execution fuel injection volume, and execution torque; and determining the first execution ignition angle, execution intake volume, execution fuel injection volume, and execution torque as parameters in the execution parameter group.

[0074] In some examples, the delay direction is defined as the adjustment direction of the engine ignition angle parameter, referring to the adjustment trend of the engine ignition timing shifting towards the crankshaft rotation. The ignition angle delay adjustment can postpone the ignition and combustion timing of the air-fuel mixture, reduce the rate of increase of combustion pressure in the cylinder, and effectively avoid abnormal knocking phenomena caused by instantaneous changes in ethanol fuel concentration and transient fluctuations in operating conditions. It is an adjustment method that prioritizes engine combustion safety under non-steady-state operating conditions. For example, the engine reference ignition timing corresponds to the standard crankshaft rotation angle position. Shifting the ignition execution timing from the reference rotation angle position to the subsequent angle of crankshaft rotation is to complete the ignition angle adjustment along the delay direction, which can effectively weaken the intensity of transient combustion.

[0075] The first preset angle is a fixed adjustment angle value pre-calibrated for ignition angle correction under unsteady conditions. It is the standard correction amount for ignition angle anti-knock correction. This angle is adapted to the combustion fluctuation characteristics of normal temperature unsteady conditions. It can maximize the avoidance of instantaneous knock risk without affecting the basic operating performance of the engine. It is a unified correction standard adapted to unsteady conditions of full concentration ethanol fuel. For example, the first preset angle calibrated in the embodiment of this application is 1 degree crankshaft angle. When the engine enters unsteady conditions, the target ignition angle is uniformly adjusted to one degree crankshaft angle in the delay direction to complete the standardized anti-knock correction.

[0076] The first execution ignition angle is the actual ignition angle parameter used for engine ignition control after the first correction process under unsteady conditions. This parameter is obtained by adjusting the first preset angle along the delay direction based on the target ignition angle, taking into account both the anti-knock safety under unsteady conditions and the basic combustion power performance of the engine. It is the direct control basis of the ignition mechanism under instantaneous conditions. For example, if the real-time ethanol concentration of the engine corresponds to an interpolated target ignition angle of 23.5 degrees crankshaft angle, the first preset angle of one degree crankshaft angle is called for delay correction, and finally the first execution ignition angle of 23.5 degrees crankshaft angle is obtained for real-time ignition control under unsteady conditions.

[0077] The first preset ratio is a uniform small-scale correction ratio pre-calibrated for the intake air volume, fuel injection volume, and torque parameters under non-steady-state operating conditions. It is used to fine-tune the load reduction of the three types of operating parameters. This ratio is a standardized correction coefficient, which can uniformly weaken the amplitude of parameter mutations under non-steady-state operating conditions and suppress idling vibration and combustion instability caused by mixture ratio fluctuations and instantaneous power jumps. For example, the first preset ratio calibrated in the embodiment of this application is 99.5%. The target intake air volume, target fuel injection volume, and target torque parameters are uniformly reduced and corrected according to the ratio of 99.5% to achieve small-scale load reduction buffer adjustment.

[0078] The executed intake air volume, executed fuel injection volume, and executed torque are the final instantaneous operating parameters obtained after the first preset ratio load reduction correction of the three types of operating parameters. The executed intake air volume is the intake adjustment reference of the throttle actuator under non-steady-state conditions, the executed fuel injection volume is the fuel injection reference of the injector in a single cycle, and the executed torque is the control reference of the engine's instantaneous power output. The three types of parameters work together to adapt to the dynamic combustion characteristics of non-steady-state conditions and achieve a smooth transition of operating conditions. For example, the target intake air volume calculated by engine interpolation is 27.85 grams per second. After a 99.5% first preset ratio correction, the executed intake air volume is 27.71 grams per second, which is used as the basis for intake control under non-steady-state conditions.

[0079] For example, when the engine is identified as being in a non-steady-state condition, such as fuel concentration switching, fuel filling, speed fluctuation exceeding the threshold, or load change exceeding the threshold, the first correction processing logic is automatically activated to adapt and optimize the target control parameter group. First, a special correction for anti-knock is performed on the target ignition angle, adjusting the target ignition angle uniformly along the delay direction by a first preset angle to obtain the first execution ignition angle adapted to the transient combustion condition, thus avoiding the risk of instantaneous knocking from the ignition timing level. At the same time, the built-in first preset ratio is retrieved to perform proportional small-scale load reduction correction on the target intake air volume, target fuel injection volume, and target torque parameters, respectively, to weaken the power shock and mixture fluctuation caused by parameter abrupt changes under non-steady-state conditions, thus obtaining the corresponding execution intake air volume, execution fuel injection volume, and execution torque parameters. After the parameter sub-correction is completed, the generated first execution ignition angle, execution intake air volume, execution fuel injection volume, and execution torque are integrated and packaged, and uniformly determined as the execution parameter group corresponding to the current non-steady-state condition.

[0080] Through the implementation of the above embodiments, under unsteady operating conditions, the target ignition angle is adjusted to a first preset angle in the delay direction, and the target intake air volume, target fuel injection volume, and target torque are reduced according to a first preset ratio, so that the target control parameter group forms a corresponding execution parameter group for the unsteady operating state. Since the ignition angle, intake air volume, fuel injection volume, and torque all participate in the correction, compared with adjusting only a single control parameter, the target control parameters can be adjusted synchronously from multiple engine fuel and operation control parameter dimensions, thereby reducing the deviation between the actual execution parameters and the current operating state under unsteady operating conditions and improving the control adaptability of the engine in the unsteady operation process.

[0081] In some embodiments, the aforementioned current operating status information may include the current coolant temperature of the engine; the engine fuel parameter control method may further include: if the aforementioned current coolant temperature is lower than a preset temperature threshold, then determining that the engine is in a low-temperature operating condition; step 103 may include: if the current operating status information indicates that the engine is in a low-temperature operating condition, then adjusting the target ignition angle in the delay direction by a second preset angle to obtain a second execution ignition angle, wherein the second preset angle is smaller than the first preset angle; and determining the second execution ignition angle, the target intake air volume, the target fuel injection volume, and the target torque as parameters in the execution parameter group.

[0082] In some examples, the current coolant temperature is a temperature parameter that characterizes the overall warm-up state of the engine. It can accurately reflect the real-time temperature level of the engine block, cylinder head, and intake system, and is a key basis for determining whether the engine is in a low-temperature, unwarmed state. The level of coolant temperature directly determines the atomization and vaporization efficiency and combustion stability of ethanol fuel, and can accurately distinguish between normal operating conditions and low-temperature harsh operating conditions. For example, after the engine has been left to stand overnight and the entire engine has cooled down, the coolant temperature has dropped back to the ambient temperature range, and the current coolant temperature is collected as 0 degrees Celsius. This temperature value can be directly used for low-temperature operating condition identification and determination.

[0083] The preset temperature threshold is a temperature boundary reference parameter pre-calibrated by the engine management system to distinguish between low-temperature operating conditions and normal operating conditions. This threshold can be determined by combining the low-temperature atomization characteristics of ethanol fuel, engine cold start test data, and vehicle low-temperature calibration results. It is the critical judgment criterion for triggering the low-temperature-specific correction logic. For example, in this embodiment, the preset temperature threshold is set to 0 degrees Celsius. When the current coolant temperature of the engine is below zero degrees Celsius, it is determined that the engine has entered a low-temperature operating condition and the low-temperature-specific correction strategy is triggered. When the coolant temperature is higher than or equal to zero degrees Celsius, it is determined to be a normal operating condition and the standard correction logic is executed.

[0084] Low-temperature operating conditions refer to special operating conditions where the engine has not fully warmed up and the coolant temperature is lower than the system's preset temperature threshold. Under these conditions, the intake air temperature and cylinder temperature are generally low, and the high latent heat of vaporization of ethanol fuel further deteriorates the atomization effect, easily causing problems such as an overly lean air-fuel mixture, incomplete combustion, idling vibration, and difficulty in cold starts. A dedicated correction strategy, distinct from that for normal temperature unsteady-state operating conditions, is needed to ensure combustion stability. The current coolant temperature can be compared in real-time with the preset temperature threshold. If the real-time coolant temperature is lower, the engine is confirmed to be in a low-temperature operating condition. For example, in a cold start in winter, the engine does not generate a warm-up temperature rise, and the coolant temperature remains at -5 degrees Celsius. This condition meets the criteria for low-temperature operating conditions, and the current operating condition is identified as low-temperature operating.

[0085] The second preset angle is an ignition angle correction amount calibrated for low-temperature operating conditions, used to fine-tune the target ignition angle under low-temperature conditions. The value of the second preset angle is smaller than the first preset angle corresponding to conventional unsteady-state operating conditions. It can retain higher combustion temperature and combustion efficiency while slightly delaying the ignition angle and avoiding the risk of slight knocking at low temperatures, thus adapting to the poor atomization and easy misfire characteristics of ethanol at low temperatures. For example, the first preset angle configured in the embodiment of this application is 1 degree crankshaft angle, and the corresponding second preset angle is 0.5 degree crankshaft angle. The smaller value of the second preset angle can achieve gentle correction under low-temperature conditions and avoid insufficient combustion temperature and misfire problems caused by excessive angle reduction.

[0086] The second execution ignition angle is the final ignition control angle parameter obtained after low-temperature-specific correction when the engine is operating at low temperatures. This parameter is generated by adjusting the second preset angle along the delay direction based on the target ignition angle, taking into account both the anti-knock and combustion stability requirements under low-temperature conditions. It is the direct control basis for the engine ignition mechanism in low-temperature environments. For example, the target ignition angle corresponding to the intermediate fuel concentration of the engine is a crankshaft angle of 23.5 degrees. Under low-temperature operating conditions, the system performs a delay correction according to the second preset angle of 0.5 degrees crankshaft angle to obtain a second execution ignition angle of 23 degrees crankshaft angle, which is used for ignition control under low-temperature conditions.

[0087] For example, the current coolant temperature is continuously collected throughout the engine's operation to monitor the engine's overall warm-up status in real time. The measured temperature value is dynamically compared with the system's preset temperature threshold to determine whether the engine has entered a low-temperature operating condition. When the current coolant temperature is identified as being below the preset temperature threshold, it is confirmed that the engine is in a low-temperature, pre-warm-up state, and the low-temperature-specific parameter correction logic is automatically triggered. Based on the target control parameter group as the baseline parameter, only the target ignition angle is subject to low-temperature-specific correction. The target ignition angle is slightly adjusted in the delay direction by a second preset angle to generate a second execution ignition angle adapted to the low-temperature operating condition. Compared to conventional non- For steady-state operating conditions, the large-angle back angle correction uses a smaller correction range. This avoids the potential for slight knocking at low temperatures while maximizing the preservation of in-cylinder combustion temperature, thus improving the poor atomization and misfire issues of ethanol fuel at low temperatures. Simultaneously, the target intake air volume, target fuel injection volume, and target torque parameters are no longer proportionally reduced, retaining the interpolated baseline parameter values ​​to ensure sufficient air-fuel mixture supply and stable power output at low temperatures. After correction, the second ignition angle, target intake air volume, target fuel injection volume, and target torque are integrated and determined as the corresponding set of execution parameters for low-temperature operating conditions.

[0088] Through the implementation of the above embodiments, low-temperature operating conditions are identified based on the current engine coolant temperature. Under low-temperature operating conditions, the target ignition angle is delayed by a second preset angle smaller than the first preset angle, while keeping the target intake air volume, target fuel injection volume, and target torque unchanged. This makes the parameter correction under low-temperature operating conditions different from the correction method under general unsteady conditions. As a result, the ignition parameters can be adjusted differently according to the operating state represented by the engine coolant temperature, making the execution parameters under low-temperature conditions more matched with the corresponding operating state, thereby improving the engine's control adaptability under low-temperature operating conditions.

[0089] In some embodiments, after step 104, the engine fuel parameter control method may further include: acquiring the engine knock sensor signal; if it is determined based on the knock sensor signal that the engine has experienced a single knock, adjusting the currently executed ignition angle in the delay direction by a third preset angle; if it is determined based on the knock sensor signal that the engine has experienced at least two consecutive knocks, cumulatively adjusting the currently executed ignition angle in the delay direction by a fourth preset angle, and reducing the currently executed fuel injection quantity by a second preset ratio, wherein the fourth preset angle is greater than the third preset angle; after detecting that the knock has disappeared and the engine has regained the determination condition of steady-state operation, gradually restoring the corrected currently executed ignition angle to the target ignition angle in the target control parameter group with a preset recovery gradient.

[0090] In some examples, the knock sensor signal is an electrical signal collected and output by the engine knock sensor. It is used to characterize the combustion vibration state inside the engine cylinder and is the original signal for determining whether abnormal knock combustion has occurred in the engine. When knock combustion occurs in the engine, high-frequency vibration and pressure shock are generated inside the cylinder. The knock sensor can capture these mechanical vibration characteristics and convert them into a recognizable voltage signal, which is the data basis for knock identification. The knock sensor signal can be collected in real time by a knock sensor arranged on the surface of the engine block. The sensor continuously monitors the vibration frequency and amplitude of the cylinder block, converts the mechanical vibration signal into an analog electrical signal and transmits it to the engine management system. After filtering, amplification and feature recognition processing, a valid knock determination signal is output. For example, when the engine is running with a high proportion of ethanol fuel, slight rough combustion occurs, and the cylinder block generates abnormal vibration at a specific frequency. The knock sensor outputs a valid electrical signal with the corresponding amplitude in real time, identifies the signal, and determines that the engine has knock combustion behavior.

[0091] A single instance of engine knock occurs when an engine experiences only a single, instantaneous, and violent combustion phenomenon within a continuous operating cycle. Single knocks are mostly caused by environmental disturbances or minor fuel fluctuations, resulting in occasional combustion anomalies. They are short in duration, have a small impact range, and do not cause sustained combustion deterioration, thus belonging to a low-level combustion anomaly condition. For example, in hundreds of continuous operating cycles of a steady-state engine, if a valid knock sensor trigger signal is detected only in a single operating cycle, and the combustion state is stable and abnormal in the remaining cycles, it is determined that a single instance of engine knock has occurred.

[0092] The third preset angle is the ignition angle delay correction amount pre-calibrated by the engine for single knock conditions. It is used to slightly correct the ignition angle for occasional single knock. This correction angle value is small and can achieve the effect of slightly suppressing the intensity of combustion. While dealing with the problem of occasional knock, it can maximize the preservation of engine power and fuel economy. For example, in the embodiment of this application, the third preset angle is set to 0.25 degrees of crankshaft rotation angle. When a single knock is detected in the engine, the currently executed ignition angle is uniformly adjusted to the delay direction by 0.25 degrees of crankshaft rotation angle to complete the slight anti-knock correction.

[0093] Engine knocking occurs when an engine experiences two or more consecutive knock combustion phenomena within adjacent consecutive working cycles. Continuous knocking indicates a persistent deviation in the current fuel matching or combustion conditions, which is a high-level abnormal combustion condition. If not corrected in a timely and in-depth manner, it will continue to cause rough combustion and engine vibration, affecting the reliability of engine operation. For example, if the engine detects a valid trigger signal from the knock sensor for two consecutive working cycles, and the knocking phenomenon occurs continuously, it is determined that the engine has experienced at least two consecutive knocks, triggering the in-depth correction logic.

[0094] The fourth preset angle is the cumulative correction amount of the ignition angle delay pre-calibrated for the engine under continuous knocking conditions. The value of the fourth preset angle is greater than that of the third preset angle, which is a large-scale deep knocking angle correction parameter. This parameter is used to specifically suppress continuous and repetitive knocking combustion, which can quickly reduce the in-cylinder combustion pressure and combustion rate, and completely eliminate the hidden danger of continuous knocking. For example, in the embodiment of this application, the fourth preset angle is set to 0.5 degrees of crankshaft rotation angle. This angle is greater than the third preset angle corresponding to a single knocking. When the engine experiences continuous knocking, a cumulative delay correction of 0.5 degrees of crankshaft rotation angle is performed to achieve deep anti-knock control.

[0095] The second preset ratio is a fuel injection quantity correction parameter configured for continuous knocking conditions, used to slightly reduce the current fuel injection quantity. Under continuous knocking conditions, the ignition retraction angle alone cannot completely stabilize the combustion state. With appropriate fuel reduction correction, the in-cylinder mixture concentration can be reduced, the intensity of combustion can be weakened, and multi-parameter synergistic knock suppression can be achieved. For example, in the embodiment of this application, the second preset ratio is set to 98%. When the engine experiences continuous knocking, the current fuel injection quantity is reduced by 98%, which, together with the ignition retraction angle, suppresses continuous knocking combustion.

[0096] The preset recovery gradient is the single-step increment of the ignition correction parameters after the knocking hazard is eliminated. It is used to control the ignition angle to slowly return from the corrected offset state to the original target parameter state. The gradient recovery mode can avoid the parameter abrupt change caused by a one-time reset of the ignition parameters, and effectively prevent engine speed fluctuations, sudden power changes and unstable secondary combustion. For example, in the embodiment of this application, the preset recovery gradient is set to recover 0.05 degrees of crankshaft angle per working cycle. After the knocking is eliminated and the operating conditions are stable, the ignition angle is recovered in small increments each cycle until it is completely returned to the original target ignition angle parameter.

[0097] For example, during the stable operation of the engine based on the steady-state execution parameter set, the output signal of the knock sensor is continuously collected in real time to monitor whether there is abnormal knocking in the cylinder combustion. The number of knocking occurrences and their duration are accurately counted and classified, and differentiated correction strategies are implemented for different levels of knocking faults. When only a single, occasional knocking signal is detected, it is determined to be a low-level instantaneous combustion disturbance. The current ignition angle is slightly adjusted in the delay direction by a third preset angle to eliminate the single knocking risk through a slight angle reduction, while preserving the original combustion control parameters as much as possible. When two or more consecutive continuous knocking signals are detected, it is determined to be a continuous combustion abnormality fault, and a deep correction mechanism is activated. On the one hand, the cumulative delay of the current ignition angle is adjusted. The fourth preset angle achieves significant vibration suppression and back angle control. On the other hand, the current fuel injection quantity is reduced and corrected according to the second preset ratio. Through the coordinated optimization of ignition and fuel injection parameters, continuous knock combustion is completely terminated. After the knock correction is completed, the engine combustion status and overall engine operating parameters are continuously monitored. When the knock sensor has no trigger signal and the engine speed, intake pressure, and fuel correction coefficient all meet the steady-state operating condition judgment conditions again, the knock correction logic is stopped and the ignition parameter gradient recovery process is started. With the preset recovery gradient as the single adjustment step size, the ignition correction amount is slightly reset in each engine working cycle, so that the corrected execution ignition angle smoothly and slowly returns to the original target ignition angle corresponding to the target control parameter group, avoiding operating condition fluctuations caused by parameter mutations.

[0098] Through the implementation of the above embodiments, knock sensor signals are acquired during engine operation, and different degrees of ignition angle delay and fuel injection quantity correction are applied based on single knock and at least two consecutive knocks, so that the degree of knock occurrence corresponds to the degree of control correction. At the same time, after the knock disappears and the engine meets the steady-state condition judgment conditions again, the corrected execution ignition angle is gradually restored to the target ignition angle with a preset recovery gradient. Thus, the current execution parameters can be dynamically adjusted according to the knock state, and the target control parameters can be gradually restored after the operating state stabilizes again. This enables the engine to continuously adjust the control parameters according to the actual knock state, improving the control adaptability and parameter control stability during operation.

[0099] In some embodiments, the aforementioned at least two preset reference concentrations may include a first reference concentration, a second reference concentration, a third reference concentration, and a fourth reference concentration. The first reference concentration, the second reference concentration, the third reference concentration, and the fourth reference concentration correspond to fuels with an ethanol volume percentage of 10%, fuels with an ethanol volume percentage of 30%, fuels with an ethanol volume percentage of 65%, and fuels with an ethanol volume percentage of 100%, respectively.

[0100] In some examples, the first reference concentration is the lowest gradient standard concentration among the four preset reference concentration levels, corresponding to ethanol gasoline fuel with an ethanol volume ratio of 10%. It is a standardized concentration benchmark adapted to low-proportion ethanol fuel conditions. This concentration level conforms to the specifications of conventional commercial ethanol gasoline in China and can characterize the combustion characteristics, vaporization characteristics, and air-fuel ratio characteristics of fuels with a low ethanol content, providing a lower limit benchmark for parameter interpolation of fuels in the low concentration range. For example, the first reference concentration corresponds to a fuel system with a ethanol volume ratio of 10% and a gasoline volume ratio of 90%. The physical properties of this fuel are close to those of conventional gasoline, and the combustion rate and vaporization characteristics are not significantly different from those of conventional gasoline fuels, serving as the lowest reference level for the full concentration adaptation range.

[0101] The second reference concentration is a medium-low gradient standard concentration among the four preset reference concentration levels. It corresponds to ethanol gasoline fuel with an ethanol volume ratio of 30%. It is between the first and third reference concentrations and serves as a reference for the transition from low to medium-high concentration. This concentration level can cover the medium-low proportion ethanol mixed fuel conditions generated by daily vehicle fuel mixing, filling the parameter calibration gap between low and medium-high concentrations. For example, the second reference concentration corresponds to a fuel system with an ethanol volume ratio of 30% and a gasoline volume ratio of 70%. The increased ethanol content in this fuel level results in significant changes in the latent heat of vaporization, theoretical air-fuel ratio, and combustion rate compared to the first reference concentration fuel, which can adapt to the reference matching requirements of medium-low proportion fuel mixing conditions.

[0102] The third benchmark concentration is a medium-to-high gradient standard concentration among the four preset benchmark concentration levels. It corresponds to ethanol gasoline fuel with an ethanol volume ratio of 65%. It is a key transitional benchmark level connecting medium-to-low concentration and pure ethanol fuel. This level of concentration is suitable for high-proportion ethanol fuel application scenarios, can characterize the combustion properties of fuels with medium-to-high ethanol proportions, and adapt to the parameter fitting requirements of high-proportion blended fuel conditions. For example, the third benchmark concentration corresponds to a fuel system with a 65% ethanol volume ratio and a 35% gasoline volume ratio. The ethanol proportion of this fuel is significantly increased, and its low calorific value, anti-knock properties, and atomization characteristics are significantly different from those of low-proportion ethanol fuel. It can accurately adapt to the control parameter calibration requirements of medium-to-high concentration ethanol fuel.

[0103] The fourth benchmark concentration is the highest gradient standard concentration among the four preset benchmark concentration levels. It corresponds to pure ethanol fuel with a volume percentage of 100%. It is the upper limit benchmark level of the full concentration adaptation range. This level of fuel has no gasoline components added, and its combustion characteristics, air-fuel ratio requirements, and vaporization characteristics are very different from those of conventional ethanol gasoline. It provides an upper limit benchmark for parameter interpolation of intermediate fuels in the high concentration range. For example, the fourth benchmark concentration corresponds to a fuel system of 100% pure ethanol fuel. This fuel has the characteristics of high anti-knock properties, high latent heat of vaporization, and low air-fuel ratio. It is the highest standard level in the concentration adaptation range and is used to match various high-proportion intermediate concentration fuels that are close to pure ethanol.

[0104] For example, in the embodiment of this application, four gradient reference concentration levels are preset in the engine management system. These are set as follows: a first reference concentration of 10% ethanol volume, a second reference concentration of 30% ethanol volume, a third reference concentration of 65% ethanol volume, and a fourth reference concentration of 100% ethanol volume. The four reference concentrations are evenly distributed from low to high, fully covering the entire application range from low-proportion commercial ethanol gasoline to pure ethanol fuel.

[0105] For example, the quantification and calibration of four control parameters—ignition angle, intake air volume, torque, and fuel injection—can be performed for four reference fuels. The calibration environment is uniformly set to standard operating conditions at normal temperature and pressure, i.e., water temperature 85 degrees Celsius, intake air temperature 25 degrees Celsius, and standard atmospheric pressure. Regarding ignition angle control, which is a core anti-knock parameter, higher ethanol concentration results in a stronger octane rating and anti-knock performance, allowing for a more advanced ignition angle to increase power output. Low-concentration ethanol gasoline has weaker anti-knock performance, requiring a delayed ignition angle to avoid knocking. The calibration values ​​for the four reference fuels under typical operating conditions are as follows: First reference concentration: idle ignition angle 8 degrees crankshaft angle; 2000 rpm medium load ignition angle 22 degrees crankshaft angle; 400 rpm... The ignition angles are as follows: 0 rpm high load ignition angle 28 degrees crankshaft angle; second reference concentration idle ignition angle 10 degrees crankshaft angle; 2000 rpm medium load ignition angle 25 degrees crankshaft angle; 4000 rpm high load ignition angle 31 degrees crankshaft angle; third reference concentration idle ignition angle 13 degrees crankshaft angle; 2000 rpm medium load ignition angle 29 degrees crankshaft angle; 4000 rpm high load ignition angle 35 degrees crankshaft angle; fourth reference concentration idle ignition angle 16 degrees crankshaft angle; 2000 rpm medium load ignition angle 33 degrees crankshaft angle; 4000 rpm high load ignition angle 39 degrees crankshaft angle. Regarding intake air volume control, ethanol has a relatively high latent heat of vaporization. Under the same calorific value requirements... With less air required and a higher ethanol concentration, the intake air volume needed for the same power output is correspondingly reduced. Using a medium-load condition at 2000 rpm and a target torque of 80 Nm as the calibration benchmark, the first benchmark concentration corresponds to a target intake air volume of 28.5 g / s and a throttle opening of 32%; the second benchmark concentration corresponds to a target intake air volume of 27.2 g / s and a throttle opening of 30.5%; the third benchmark concentration corresponds to a target intake air volume of 25.8 g / s and a throttle opening of 28.8%; and the fourth benchmark concentration corresponds to a target intake air volume of 24.3 g / s and a throttle opening of 27%. Precise intake air volume control can be achieved through a closed-loop system of throttle opening and intake manifold pressure. Regarding torque control, ethanol fuel has a lower calorific value than traditional gasoline, requiring a higher ethanol concentration... After escalation, the engine output torque will decrease slightly under the same fuel injection quantity. Torque closed-loop compensation can maintain consistent power output across all fuel concentrations. The calibration benchmarks are: first benchmark concentration peak torque 155 Nm, torque fluctuation control range ±2 Nm; second benchmark concentration peak torque 152 Nm, torque fluctuation control range ±2 Nm; third benchmark concentration peak torque 148 Nm, torque fluctuation control range ±3 Nm; and fourth benchmark concentration peak torque 143 Nm, torque fluctuation control range ±3 Nm. Regarding fuel injection control, the theoretical air-fuel ratio for complete combustion of ethanol is much lower than that for gasoline. The theoretical air-fuel ratio for gasoline is 14.7, while the theoretical air-fuel ratio for ethanol is 9.0. The higher the ethanol concentration, the greater the required fuel injection amount under the same intake conditions. Using a medium-load steady-state operating condition of 2000 rpm as the calibration benchmark, the target air-fuel ratio for the first benchmark concentration is 14.2, and the fuel injection amount per cycle is 12.8 mg; the target air-fuel ratio for the second benchmark concentration is 13.5, and the fuel injection amount per cycle is 13.5 mg; the target air-fuel ratio for the third benchmark concentration is 11.8, and the fuel injection amount per cycle is 14.9 mg; and the target air-fuel ratio for the fourth benchmark concentration is 9.5, and the fuel injection amount per cycle is 16.8 mg. These four sets of complete calibration parameters are respectively fixed as the first and second control parameter sets for the corresponding benchmark concentrations, serving as the original parameter data source for linear interpolation calculations.

[0106] In addition, this application embodiment also completes differentiated conservative calibration of four reference fuels for the specific low-temperature cold start condition. Under low-temperature conditions, four parameters are independently assigned values: ignition angle, starting intake air volume, single-cycle starting fuel injection quantity, and cold engine idle target torque. The first reference concentration corresponds to a cold start ignition angle of 12 degrees crankshaft angle, a starting intake air volume of 32.0 g / s, a single-cycle starting fuel injection quantity of 18.5 mg, and a cold engine idle target torque of 95 Nm. The second reference concentration corresponds to a cold start ignition angle of 14 degrees crankshaft angle, a starting intake air volume of 33.2 g / s, a single-cycle starting fuel injection quantity of 19.8 mg, and a cold engine idle target torque of 98 Nm. The third reference concentration corresponds to a cold start ignition angle of 17 degrees crankshaft angle, a starting intake air volume of 35.5 g / s, and a single-cycle starting fuel injection quantity of 19.8 mg, and a cold engine idle target torque of 98 Nm. The target torque at cold engine idle is 102 Nm, with a volume of 22.3 mg / L. The fourth reference concentration corresponds to a cold start ignition angle of 20 degrees crankshaft angle, a start-up intake air volume of 38.0 g / s, a single-cycle start-up fuel injection volume of 25.0 mg / L, and a target torque at cold engine idle of 106 Nm. This set of low-temperature calibration parameters follows a unified property adaptation rule. The higher the volume ratio of ethanol, the earlier the cold start ignition angle, the larger the start-up intake air volume, and the single-cycle start-up fuel injection volume should be set. This improves the atomization effect of ethanol fuel in low-temperature environments and makes up for the inherent defects of high latent heat of vaporization of ethanol and easy lean misfire of low-temperature mixture. It improves the cold start success rate of various high-proportion ethanol fuels from the parameter calibration level. The entire set of low-temperature calibration parameters is also stored in the engine management system and can be used for interpolation and correction calculations when judging low-temperature operating conditions.

[0107] By implementing the above embodiments, four reference concentrations are set, corresponding to ethanol volume percentages of 10%, 30%, 65%, and 100%, respectively. This provides reference control parameters for fuels with different ethanol concentrations, and uses these multiple reference concentrations as the basis for determining adjacent concentration ranges of the actual ethanol concentration and for subsequent interpolation processing. Therefore, compared to setting only a few or a single fuel concentration reference, multiple reference concentration levels covering different ethanol concentration ranges can be formed, allowing the actual fuel concentration to be adapted between corresponding adjacent reference concentrations. This expands the applicability of the control method to fuels with different ethanol concentrations and provides a basis for fine adjustment of control parameters under different fuel concentrations.

[0108] This application embodiment also features comprehensive fault fallback control logic. When the engine management system identifies any of the following abnormal conditions: fuel concentration sensor malfunction, ethanol concentration estimation model failure, abnormal fluctuation of real-time concentration signal, or complete loss of concentration signal, it will immediately shut down the full-range interpolation calculation logic and forcibly lock the first benchmark concentration exclusive control strategy corresponding to 10% ethanol volume ratio as a conservative operating benchmark. Relying on this fixed parameter set, it maintains stable engine idle speed output and normal driving capability. At the same time, it simultaneously completes the fault code storage operation and illuminates the vehicle fault indicator light to report the abnormal system status to the driver and passengers. After the fuel concentration-related acquisition and calculation signals return to normal output and the engine operating parameters meet all steady-state condition judgment conditions, it automatically restarts the real-time ethanol concentration identification process, gradually restores the multi-benchmark gear grading matching mechanism and intermediate concentration interpolation calculation function, and re-executes the full-concentration adaptive combustion control logic.

[0109] Furthermore, as an implementation of the aforementioned method embodiments, this application also provides an engine fuel parameter control device for implementing the aforementioned method embodiments. This device embodiment corresponds to the aforementioned method embodiments. For ease of reading, this engine fuel parameter control device embodiment will not repeat the details of the aforementioned method embodiments one by one, but it should be understood that the device in this application embodiment can correspondingly implement all the contents of the aforementioned method embodiments. For example... Figure 2As shown, the engine fuel parameter control device 20 includes: a reference determination unit 201, a parameter determination unit 202, a parameter correction unit 203, and an operation control unit 204. The reference determination unit 201 is used to determine a first reference concentration and a second reference concentration from at least two preset reference concentration levels based on the real-time ethanol concentration of the engine's current fuel. The first and second reference concentrations are two reference concentrations adjacent to the real-time ethanol concentration. The parameter determination unit 202 is used to obtain a target control parameter set through interpolation processing based on a first control parameter set corresponding to the first reference concentration and a second control parameter set corresponding to the second reference concentration. The parameter correction unit 203 is used to perform correction processing on the target control parameter set based on the engine's current operating status information to obtain an execution parameter set. The operation control unit 204 is used to control engine operation based on the execution parameter set.

[0110] In some embodiments, the target control parameter set includes a target ignition angle, a target intake air volume, a target fuel injection volume, and a target torque; the parameter determination unit 202 is further configured to determine an interpolation ratio coefficient based on the real-time ethanol concentration, a first reference concentration, and a second reference concentration; and to determine the parameter values ​​of the target ignition angle, target intake air volume, target fuel injection volume, and target torque in the target control parameter set based on the first parameter value of the corresponding parameter in the first control parameter set, the second parameter value of the corresponding parameter in the second control parameter set, and the interpolation ratio coefficient.

[0111] In some embodiments, the parameter correction unit 203 is further configured to perform a first correction process on the target control parameter group to obtain an execution parameter group if the current operating status information indicates that the engine is in a non-steady-state operating condition, wherein the non-steady-state operating condition includes at least one of fuel concentration switching, fuel filling event, speed fluctuation exceeding a preset speed threshold, and load change exceeding a preset change threshold; and to perform a second correction process on the target control parameter group to obtain an execution parameter group if the current operating status information indicates that the engine has entered a steady-state operating condition from a non-steady-state operating condition, wherein the second correction process is used to cancel the correction amount applied by the first correction process.

[0112] In some embodiments, the steady-state operating condition is determined based on the engine simultaneously meeting the following conditions within a consecutive preset number of working cycles: no knock sensor trigger signal is detected and no active back angle correction is performed; the engine speed fluctuation is less than or equal to a preset speed threshold; the engine intake manifold pressure fluctuation is less than or equal to a preset pressure threshold; and the engine fuel correction coefficient fluctuation is less than or equal to a preset fluctuation threshold.

[0113] In some embodiments, the parameter correction unit 203 is further configured to adjust the target ignition angle in the delay direction by a first preset angle to obtain a first execution ignition angle; reduce and correct the target intake air volume, target fuel injection volume and target torque by a first preset ratio to obtain the execution intake air volume, execution fuel injection volume and execution torque; and determine the first execution ignition angle, execution intake air volume, execution fuel injection volume and execution torque as parameters in the execution parameter group.

[0114] In some embodiments, the current operating status information includes the current coolant temperature of the engine; the parameter correction unit 203 is further configured to determine that the engine is in a low-temperature operating condition if the current coolant temperature is lower than a preset temperature threshold; if the current operating status information indicates that the engine is in a low-temperature operating condition, the target ignition angle is adjusted to a second preset angle in the delay direction to obtain a second execution ignition angle, wherein the second preset angle is smaller than the first preset angle; and the second execution ignition angle, the target intake air volume, the target fuel injection volume, and the target torque are determined as parameters in the execution parameter group.

[0115] In some embodiments, the parameter correction unit 203 is further configured to acquire the engine knock sensor signal; if it is determined based on the knock sensor signal that the engine has experienced a single knock, the current execution ignition angle is adjusted to a third preset angle in the delay direction; if it is determined based on the knock sensor signal that the engine has experienced at least two consecutive knocks, the current execution ignition angle is cumulatively adjusted to a fourth preset angle in the delay direction, and the current execution fuel injection quantity is reduced and corrected according to a second preset ratio, wherein the fourth preset angle is greater than the third preset angle; after detecting that the knock has disappeared and the engine has regained the determination condition of steady-state operation, the corrected current execution ignition angle is gradually restored to the target ignition angle in the target control parameter group using a preset recovery gradient.

[0116] In some embodiments, at least two preset reference concentrations include a first reference concentration, a second reference concentration, a third reference concentration, and a fourth reference concentration. The first reference concentration, the second reference concentration, the third reference concentration, and the fourth reference concentration correspond to fuels with an ethanol volume percentage of 10%, fuels with an ethanol volume percentage of 30%, fuels with an ethanol volume percentage of 65%, and fuels with an ethanol volume percentage of 100%, respectively.

[0117] This application also provides a computer-readable storage medium storing computer-executable instructions or computer programs that, when executed by a processor, will cause the processor to perform any step of the engine fuel parameter control method provided in this application.

[0118] In some embodiments, the computer-readable storage medium may be a random access memory (RAM), a read-only memory (ROM), flash memory, a magnetic surface memory, an optical disc, or a compact disc read-only memory (CD-ROM); or it may be a variety of devices that include one or any combination of the above-mentioned memories.

[0119] In some embodiments, computer-executable instructions may take the form of programs, software, software modules, scripts, or code, written in any form of programming language (including compiled or interpreted languages, or declarative or procedural languages), and may be deployed in any form, including as stand-alone programs or as modules, components, subroutines, or other units suitable for use in a computing environment.

[0120] In some embodiments, computer-executable instructions may, but do not necessarily, correspond to files in a file system, and may be stored as part of a file that holds other programs or data, for example, in one or more scripts in a HyperText Markup Language (HTML) document, in a single file dedicated to the program in question, or in multiple co-located files (e.g., files that store one or more modules, subroutines, or code sections).

[0121] like Figure 3 As shown, this application also provides a vehicle 30, including a memory 310, a processor 320, and a computer program 311 stored in the memory 310 and executable on the processor. When the processor 320 executes the computer program 311, it implements any step of the above-described engine fuel parameter control method.

[0122] This application also provides a computer program product comprising a computer program or computer-executable instructions stored in a computer-readable storage medium. A vehicle's processor reads the computer program or computer-executable instructions from the computer-readable storage medium and executes the computer program or computer-executable instructions, causing the vehicle to perform any step of the engine fuel parameter control method described above.

[0123] 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.

Claims

1. A method for controlling engine fuel parameters, characterized in that, include: Based on the real-time ethanol concentration of the current fuel in the engine, a first reference concentration and a second reference concentration are determined from at least two preset reference concentration levels, wherein the first reference concentration and the second reference concentration are two reference concentrations adjacent to the real-time ethanol concentration; Based on the first set of control parameters corresponding to the first reference concentration and the second set of control parameters corresponding to the second reference concentration, the target set of control parameters is obtained through interpolation. Based on the current operating status information of the engine, the target control parameter group is modified to obtain the execution parameter group; The engine is controlled based on the set of execution parameters.

2. The engine fuel parameter control method according to claim 1, characterized in that, The target control parameter set includes target ignition angle, target intake air volume, target fuel injection volume, and target torque; the target control parameter set is obtained by interpolation based on the first control parameter set corresponding to the first reference concentration and the second control parameter set corresponding to the second reference concentration, including: Based on the real-time ethanol concentration, the first reference concentration, and the second reference concentration, determine the interpolation ratio coefficient; Based on the first parameter value of the corresponding parameter in the first control parameter group, the second parameter value of the corresponding parameter in the second control parameter group, and the interpolation ratio coefficient, the parameter values ​​of the target ignition angle, the target intake air volume, the target fuel injection volume, and the target torque in the target control parameter group are determined.

3. The engine fuel parameter control method according to claim 2, characterized in that, Based on the current operating status information of the engine, the target control parameter set is modified to obtain an execution parameter set, including: If the current operating status information indicates that the engine is in an unsteady state, then the target control parameter group is subjected to a first correction process to obtain the execution parameter group, wherein the unsteady state includes at least one of fuel concentration switching, fuel filling event, speed fluctuation exceeding a preset speed threshold, and load change exceeding a preset change threshold; If the current operating status information indicates that the engine has entered a steady-state operating condition from the unsteady-state condition, then a second correction process is performed on the target control parameter group to obtain the execution parameter group, wherein the second correction process is used to cancel the correction amount applied by the first correction process.

4. The engine fuel parameter control method according to claim 3, characterized in that, The steady-state operating condition is determined based on the engine simultaneously meeting the following conditions within a continuously preset number of working cycles: No knock sensor trigger signal was detected and no active back angle correction was performed; The engine speed fluctuation is less than or equal to the preset speed threshold. The pressure fluctuation in the intake manifold of the engine is less than or equal to a preset pressure threshold. The fluctuation of the engine's fuel correction coefficient is less than or equal to a preset fluctuation threshold.

5. The engine fuel parameter control method according to claim 3, characterized in that, The first correction process is performed on the target control parameter set to obtain the execution parameter set, including: The target ignition angle is adjusted by a first preset angle in the delay direction to obtain the first execution ignition angle; The target air intake volume, the target fuel injection volume, and the target torque are reduced and corrected according to a first preset ratio to obtain the executed air intake volume, the executed fuel injection volume, and the executed torque. The first ignition angle, the intake air volume, the fuel injection volume, and the torque are determined as parameters in the execution parameter group.

6. The engine fuel parameter control method according to claim 5, characterized in that, The current operating status information includes the current coolant temperature of the engine; The engine fuel parameter control method further includes: If the current coolant temperature is lower than a preset temperature threshold, then the engine is determined to be in a low-temperature operating condition. Based on the current operating status information of the engine, the target control parameter set is modified to obtain an execution parameter set, including: If the current operating status information indicates that the engine is in the low temperature operating condition, then the target ignition angle is adjusted by a second preset angle in the delay direction to obtain a second execution ignition angle, wherein the second preset angle is smaller than the first preset angle; The second ignition angle, the target intake air volume, the target fuel injection volume, and the target torque are determined as parameters in the execution parameter group.

7. The engine fuel parameter control method according to claim 3, characterized in that, After controlling the engine operation based on the set of execution parameters, the engine fuel parameter control method further includes: Acquire the knock sensor signal of the engine; If it is determined based on the knock sensor signal that the engine has experienced a single knock, the current ignition angle will be adjusted to a third preset angle in the delay direction. If it is determined based on the knock sensor signal that the engine has experienced at least two consecutive knocks, the current ignition angle is cumulatively adjusted to a fourth preset angle in the delay direction, and the current fuel injection quantity is reduced and corrected according to a second preset ratio, wherein the fourth preset angle is greater than the third preset angle; After detecting that the knocking has disappeared and the engine once again meets the determination conditions of the steady-state operating condition, the corrected current ignition angle is gradually restored to the target ignition angle in the target control parameter group using a preset recovery gradient.

8. The engine fuel parameter control method according to any one of claims 1 to 7, characterized in that, The at least two preset reference concentrations include a first reference concentration, a second reference concentration, a third reference concentration, and a fourth reference concentration. The first reference concentration, the second reference concentration, the third reference concentration, and the fourth reference concentration correspond to fuels with an ethanol volume percentage of 10%, fuels with an ethanol volume percentage of 30%, fuels with an ethanol volume percentage of 65%, and fuels with an ethanol volume percentage of 100%, respectively.

9. An engine fuel parameter control device, characterized in that, include: A reference determination unit is used to determine a first reference concentration and a second reference concentration from at least two preset reference concentration levels based on the real-time ethanol concentration of the current fuel in the engine, wherein the first reference concentration and the second reference concentration are two reference concentrations adjacent to the real-time ethanol concentration; The parameter determination unit is used to obtain a target control parameter set by interpolation based on a first control parameter set corresponding to the first reference concentration and a second control parameter set corresponding to the second reference concentration. The parameter correction unit is used to perform correction processing on the target control parameter group based on the current operating status information of the engine to obtain the execution parameter group; An operation control unit is used to control the engine operation based on the set of execution parameters.

10. A vehicle comprising: The memory and processor are characterized in that the processor is used to execute a computer program stored in the memory to implement the steps of the engine fuel parameter control method as described in any one of claims 1 to 8.

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