Control method, device, apparatus, storage medium, and program for engine

Abstract

This application provides an engine control method, device, equipment, storage medium, and program, relating to the field of vehicle control technology. The method includes: if the vehicle is in a target steady-state condition for a duration exceeding a preset time threshold, obtaining a measured fuel correction coefficient; calibrating a reference fuel correction coefficient corresponding to the current fuel based on the measured fuel correction coefficient to obtain a target fuel correction coefficient; determining the ethanol concentration of the current fuel corresponding to the target fuel correction coefficient; and adjusting the engine's fuel injection and ignition parameters based on the ethanol concentration. This application ensures the compatibility between the engine's fuel injection and ignition parameters and the target fuel correction coefficient, reducing the probability of incomplete fuel combustion, decreased vehicle power, increased fuel consumption, idling vibration, and excessive exhaust emissions.

Description

Technical Field

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

[0002] Against the backdrop of large-scale promotion of new energy alternatives and continuous upgrading of clean fuels for vehicles in China, ethanol gasoline has gradually become an important alternative energy source to traditional fossil gasoline due to its core advantages such as being clean and low-carbon, having excellent emission reduction effects, and using renewable raw materials. Currently, the vehicle fuel market has formed a diversified range of scenarios for the blending and application of ethanol gasoline across a full gradient from E0, E10, E30, E50 to E100, and the scope of application of ethanol fuel continues to expand.

[0003] The fuel compatibility of current mainstream mass-produced gasoline vehicles is relatively limited, only able to be matched with fuels with a fixed ethanol ratio. Therefore, how to make vehicles compatible with fuels with different ethanol ratios is a technical problem that urgently needs to be solved. Summary of the Invention

[0004] This application provides an engine control method, device, equipment, storage medium, and program to solve the technical problem in the prior art of how to adapt a vehicle to fuel with different proportions of ethanol.

[0005] According to one aspect of this application, an engine control method is provided, the method comprising: If the vehicle is in the target steady-state condition and the duration is longer than the preset duration threshold, the measured fuel correction coefficient is obtained; whereby the measured fuel correction coefficient is used to characterize the offset multiple of the current fuel injection quantity relative to the reference fuel. The target fuel correction coefficient is obtained by calibrating the reference fuel correction coefficient corresponding to the current fuel based on the measured fuel correction coefficient. Determine the ethanol concentration of the current fuel corresponding to the target fuel correction factor; The engine's fuel injection and ignition parameters are adjusted based on the ethanol concentration.

[0006] In one possible implementation, the above-mentioned target steady-state condition includes the following constraints: The engine speed is within the preset speed range; The engine output torque is not greater than the preset torque threshold. The throttle opening is within the preset range; The coolant temperature is within the preset temperature range; The vehicle has no fault codes, and the oxygen sensor is working normally; The change in vehicle speed is less than the preset change threshold within the preset target time period.

[0007] In one possible implementation, the above-mentioned measured fuel correction coefficient includes a real-time fuel correction coefficient or a historical fuel correction coefficient; The measured fuel correction factor obtained above includes any one of the following: Real-time fuel correction coefficients are collected for a number of consecutive target frames at preset time intervals; Obtain all historical fuel correction factors collected within a preset mileage detection cycle.

[0008] In one possible implementation, the above-mentioned calibration of the reference fuel correction coefficient corresponding to the current fuel based on the measured fuel correction coefficient to obtain the target fuel correction coefficient includes: Several effective fuel correction coefficients were obtained by screening the measured fuel correction coefficients; Determine the difference between the mean of multiple effective fuel correction factors and the baseline fuel correction factor; The deviation rate is determined by the ratio of the difference to the baseline fuel correction factor, and the target fuel correction factor is determined based on the deviation rate.

[0009] In yet another possible implementation, the above-mentioned measured fuel correction coefficient is the real-time fuel correction coefficient; The above determination of the target fuel correction factor based on the deviation rate includes: If the deviation rate is less than or equal to the preset first deviation threshold, the benchmark fuel correction factor will be used as the target fuel correction factor. If the deviation rate is greater than the first deviation threshold but not greater than the preset second deviation threshold, the initial fuel correction coefficient is calibrated based on the difference to obtain the target fuel correction coefficient; wherein, the first deviation threshold is less than the second deviation threshold; and the initial fuel correction coefficient is the reference fuel correction coefficient. If the deviation rate is greater than the second deviation threshold, an abnormal warning is sent, and the benchmark fuel correction factor is used as the target fuel correction factor.

[0010] In yet another possible implementation, the above-mentioned measured fuel correction factor is the historical fuel correction factor; The above determination of the target fuel correction factor based on the deviation rate includes: If the deviation rate is less than or equal to the third deviation threshold, the benchmark fuel correction factor will be used as the target fuel correction factor. If the deviation rate is greater than the third deviation threshold, the initial fuel correction coefficient is calibrated based on the difference to obtain the target fuel correction coefficient.

[0011] In yet another possible implementation, the second deviation threshold is greater than the third deviation threshold.

[0012] In yet another possible implementation, the aforementioned initial fuel correction factor is determined based on the following method: If the mileage detection cycle is the first cycle, the initial fuel correction factor is the baseline fuel correction factor. If the mileage detection cycle is not the first cycle, the target fuel correction factor corresponding to the previous mileage detection cycle will be used as the initial fuel correction factor.

[0013] In another possible implementation, the above-mentioned calibration of the initial fuel correction factor based on the difference includes: The difference between the preset target ratio and the initial fuel correction factor is used as the change in the initial fuel correction factor. The target fuel correction coefficient is obtained by calibrating the initial fuel correction coefficient based on the change.

[0014] In another possible implementation, the target ratio mentioned above includes a first ratio and a second ratio; If the measured fuel correction factor is the real-time fuel correction factor, then the change in the initial fuel correction factor based on the difference of the preset target ratio, as mentioned above, includes: The difference in the first proportion is used as the change in the initial fuel correction factor; If the measured fuel correction factor is the historical fuel correction factor, then the change in the initial fuel correction factor based on the difference of the preset target ratio, as mentioned above, includes: The difference in the second proportion is used as the change in the initial fuel correction factor; The first proportion is smaller than the second proportion.

[0015] In another possible implementation, determining the ethanol concentration of the current fuel corresponding to the target fuel correction factor includes: Based on a preset data mapping table, the ethanol concentration, fuel injection parameters, and ignition parameters of the current fuel corresponding to the target fuel correction factor can be obtained by querying. The data mapping table mentioned above was created in the following way: Through engine bench testing, the reference fuel correction factor, theoretical air-fuel ratio, fuel injection parameters, and ignition parameters corresponding to different ethanol concentrations of fuel were obtained. A data correspondence table was created based on the correlation between ethanol concentration, reference fuel correction factor, theoretical air-fuel ratio, fuel injection parameters, and ignition parameters.

[0016] According to another aspect of the embodiments of this application, an engine control device is provided, the device comprising: The acquisition module is used to acquire the measured fuel correction coefficient if the vehicle is in the target steady-state condition and the duration is longer than a preset duration threshold; wherein, the measured fuel correction coefficient is used to characterize the offset multiple of the current fuel injection quantity relative to the reference fuel. The calibration module is used to calibrate the reference fuel correction factor corresponding to the current fuel based on the measured fuel correction factor, so as to obtain the target fuel correction factor. The determination module is used to determine the ethanol concentration of the current fuel corresponding to the target fuel correction factor; The adjustment module is used to adjust the engine's fuel injection and ignition parameters based on the ethanol concentration.

[0017] According to another aspect of this application, an electronic device is provided, comprising: a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of the method shown in the first aspect of this application.

[0018] According to another aspect of this application, a non-transitory computer-readable storage medium is provided that stores computer instructions for causing a computer to perform the steps of the method shown in the first aspect of this application.

[0019] According to another aspect of this application, a computer program product is provided, the computer program product including instructions that, when executed, cause a computer to perform the steps of the method shown in the first aspect of this application.

[0020] The beneficial effects of the technical solution provided in this application are: The engine control method provided in this application can obtain the measured fuel correction coefficient in response to the vehicle being in a target steady-state condition, and calibrate the reference fuel correction coefficient corresponding to the current fuel based on the measured fuel correction coefficient to obtain the target fuel correction coefficient, thus realizing the automatic calibration of the reference fuel correction coefficient; and determine the ethanol concentration of the current fuel corresponding to the target fuel correction coefficient, so as to adjust the engine's fuel injection parameters and ignition parameters based on the ethanol concentration, ensuring the compatibility of the engine's fuel injection parameters and ignition parameters with the target fuel correction coefficient, reducing the probability of incomplete fuel combustion, reduced vehicle power, increased fuel consumption, idling vibration, and excessive exhaust emissions. At the same time, identifying and calibrating the current fuel under the steady-state condition of the vehicle can effectively avoid the risk of misidentification caused by sudden changes in intake air volume and fuel injection volume under dynamic conditions, further ensuring the accuracy of the target fuel correction coefficient. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 A flowchart illustrating an engine control method provided in an embodiment of this application; Figure 2 A schematic flowchart illustrating the determination of a target fuel correction coefficient in an engine control method provided in this application embodiment; Figure 3 A schematic diagram of the calibration process for the initial fuel correction coefficient in an engine control method provided in this application embodiment; Figure 4 A schematic flowchart illustrating an example engine control method provided in an embodiment of this application; Figure 5 A schematic flowchart illustrating another example of an engine control method provided in this application embodiment; Figure 6 A schematic flowchart illustrating another example of an engine control method provided in this application embodiment; Figure 7 This is a schematic diagram of the structure of an engine control device provided in an embodiment of this application; Figure 8 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0023] Embodiments of the present disclosure will now be described with reference to the accompanying drawings. However, it should be understood that these descriptions are exemplary only and are not intended to limit the scope of the disclosure. Furthermore, descriptions of well-known structures and technologies are omitted in the following description to avoid unnecessarily obscuring the concepts of the present disclosure.

[0024] The accompanying drawings illustrate various structural schematics according to embodiments of the present disclosure. These drawings are not to scale, and some details have been enlarged for clarity, and some details may have been omitted. The shapes of the various regions and layers shown in the drawings, as well as their relative sizes and positional relationships, are merely exemplary and may deviate from reality due to manufacturing tolerances or technical limitations. Furthermore, those skilled in the art can design regions / layers with different shapes, sizes, and relative positions as needed.

[0025] In the context of this disclosure, when a layer / element is referred to as being "above" another layer / element, the layer / element may be directly above the other layer / element, or there may be an intermediate layer / element between them. Additionally, if a layer / element is "above" another layer / element in one orientation, then when the orientation is reversed, the layer / element may be "below" the other layer / element.

[0026] With the promotion of new energy alternatives and the upgrading of vehicle fuels in China, ethanol gasoline has become an important alternative to traditional fuels due to its advantages of being clean, emission-reducing, and renewable. The market has seen the development of multi-gradient ethanol gasoline blending applications, ranging from E0, E10, E30, E50 to E100. Currently, mainstream gasoline vehicles are only compatible with a fixed proportion of ethanol fuel and cannot be used with full-concentration ethanol-gasoline blends. Flexible-Fuel Vehicles (FFVs), however, are compatible with different proportions of ethanol fuel and represent the core direction for the low-carbon upgrade of gasoline vehicles at this stage.

[0027] Ethanol fuels differ significantly from traditional gasoline in their combustion characteristics. Different concentrations of ethanol-blended fuels exhibit marked differences in calorific value, oxygen content, stoichiometric air-fuel ratio, and injection parameters. If a vehicle cannot accurately identify the ethanol concentration in the fuel, the Engine Management System (EMS) cannot match the corresponding injection, ignition, and intake control strategies, easily leading to problems such as incomplete combustion, reduced power, increased fuel consumption, idling vibration, and excessive exhaust emissions.

[0028] The inventors discovered that current mainstream ethanol concentration identification solutions in the industry mostly rely on dedicated ethanol concentration sensor hardware detection, which suffers from numerous drawbacks such as high hardware cost, complex layout structure, easy sensor aging and failure, high maintenance costs, and poor identification accuracy under low-temperature conditions. Meanwhile, a few pure algorithm-based identification technologies suffer from coarse calibration gradients, lack of steady-state verification mechanisms, inconsistent operating condition adaptation ranges, and large concentration identification errors, failing to achieve accurate identification of ethanol fuel across the entire gradient and thus failing to meet the stable operation and emission regulations requirements of mass-produced vehicles. Therefore, developing a sensorless, high-precision, dynamically adaptive, and clearly condition-constrained intelligent ethanol concentration identification technology has become a core requirement for the mass production and deployment of flexible fuel vehicles.

[0029] To address the aforementioned technical issues, some embodiments of this application obtain a measured fuel correction coefficient in response to the vehicle being in a target steady-state operating condition. Based on this measured fuel correction coefficient, a reference fuel correction coefficient corresponding to the current fuel is calibrated to obtain the target fuel correction coefficient, thus achieving automatic calibration of the reference fuel correction coefficient. Furthermore, the ethanol concentration of the current fuel corresponding to the target fuel correction coefficient is determined, and the engine's fuel injection and ignition parameters are adjusted based on the ethanol concentration. This ensures the compatibility between the engine's fuel injection and ignition parameters and the target fuel correction coefficient, reducing the probability of incomplete fuel combustion, decreased vehicle power, increased fuel consumption, idling vibration, and excessive exhaust emissions. Simultaneously, identifying and calibrating the current fuel under steady-state operating conditions effectively avoids the risk of misidentification caused by sudden changes in intake air volume and fuel injection volume under dynamic operating conditions, further ensuring the accuracy of the target fuel correction coefficient.

[0030] The technical solutions of this application and how they solve the aforementioned technical problems will be described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0031] This application provides an engine control method, such as... Figure 1 As shown, it can be applied to engine management systems, which may include engine electronic control units (ECUs), engine sensing components, and engine actuators.

[0032] The method may include: S101, if the vehicle is in the target steady-state condition and the duration is longer than the preset duration threshold, the measured fuel correction coefficient is obtained.

[0033] The measured fuel correction factor is used to characterize the offset ratio of the current fuel injection quantity relative to the reference fuel.

[0034] Furthermore, the aforementioned benchmark fuel can be a fuel with a preset ethanol concentration. For example, E30 ethanol fuel, which is a blend of 30% ethanol and 70% gasoline, can be used as the benchmark fuel. The optimal air-fuel ratio for the benchmark fuel is 13.0, and its corresponding benchmark fuel correction factor is 1. This setting serves as the core reference standard for identifying fuels of various ethanol concentrations. The identification, correction, and adaptation of all non-E30 fuels are based on this benchmark to avoid system control benchmark drift and ensure consistent identification. Table 1 below shows a pre-constructed data correspondence table used to characterize the optimal air-fuel ratio and benchmark fuel correction factor for fuels with different ethanol concentrations under the same operating conditions and intake air quality. As shown in Table 1, the greater the deviation of the optimal air-fuel ratio from 13.0, the greater the deviation of the benchmark fuel correction factor from 1.00, and the more significant the difference between the corresponding ethanol concentration and E30.

[0035] Table 1

[0036] Furthermore, the above data correspondence table can be constructed based on bench test calibration calculations.

[0037] Optionally, the target steady-state condition can be a steady-state condition with low engine load and no sudden changes in power output. In other words, the calibration of the fuel correction coefficient in this application needs to avoid unstable conditions such as rapid acceleration, rapid deceleration, high load, and idling fluctuations, so as to avoid identification errors caused by sudden changes in intake air volume and fuel injection volume.

[0038] Optionally, the preset duration threshold can be 3 seconds. The measured fuel correction coefficient can be directly obtained from the ECU.

[0039] Specifically, the ECU can collect oxygen sensor signals, intake pressure sensor signals, speed and torque signals in real time, and calculate the measured fuel correction coefficient based on the above signals.

[0040] S102, calibrate the reference fuel correction coefficient corresponding to the current fuel based on the measured fuel correction coefficient to obtain the target fuel correction coefficient.

[0041] In some implementations, the reference fuel correction factor can be calibrated in real time at preset time intervals.

[0042] In other implementations, the baseline fuel correction factor can be calibrated over a long period during each mileage testing cycle of the vehicle. Optionally, the mileage testing cycle can be 500 km.

[0043] S103, determine the ethanol concentration of the current fuel corresponding to the target fuel correction factor.

[0044] In this embodiment of the application, the corresponding ethanol concentration can be obtained by looking up a table based on the target fuel correction coefficient, and the fuel injection parameters, ignition parameters and intake control parameters of the engine can be determined based on the ethanol concentration.

[0045] Specifically, the ethanol concentration of the current fuel can be obtained by querying a pre-built data mapping table. This data mapping table can be used to characterize the correspondence between each ethanol concentration and the benchmark fuel correction factor. For example, a data mapping table between ethanol concentration and the benchmark fuel correction factor can be constructed using a 5% ethanol concentration gradient.

[0046] Optionally, the coefficient difference between the target fuel correction coefficient and each reference fuel correction coefficient can be determined; each reference fuel correction coefficient corresponds to a fuel with an ethanol concentration; the coefficient deviation rate between the target fuel correction coefficient and each reference fuel correction coefficient is determined based on the above coefficient difference; the target reference fuel correction coefficient corresponding to the minimum coefficient deviation rate is obtained, and the ethanol concentration corresponding to the target reference fuel correction coefficient is determined as the ethanol concentration of the current fuel.

[0047] In this embodiment, the ethanol concentration of the current fuel can be determined by iterative adaptation from high to low concentration. Preset adaptation conditions: Within 5 seconds, the rate of change of the difference between the maximum and minimum values ​​of the target fuel correction coefficient is no greater than 5%, and the coefficient deviation rate between the target fuel correction coefficient and the reference fuel correction coefficient is no greater than 5%.

[0048] The system is initialized with a default maximum concentration of E100, corresponding to a standard correction factor of 1.45 and a standard air-fuel ratio of 9.0. If the target fuel correction factor is stable at 1.42-1.47 (difference change rate ≤ 5%), the steady-state condition is met, the current fuel is directly determined to be E100, the system locks the air-fuel ratio at 9.0, and the adaptation is completed; If the target fuel correction factor is stable at 1.38 (deviation from 1.45, factor deviation rate > 5%), and does not meet the E100 steady-state condition, the system will automatically iterate downwards to adapt to the next level of E90 fuel; The E90 base fuel correction factor is 1.40. If the target fuel correction factor is 1.38-1.42 (difference change rate ≤ 5%, coefficient deviation rate < 5%), it is determined to be E90 fuel. If the coefficient deviation rate still exceeds 5%, continue to match E80, E70, etc. until the correction factor falls into the 5% steady-state range of the corresponding concentration.

[0049] In some implementations, the target fuel correction factor is stabilized at 1.27 as an example: Preliminary assessment of E100 (base fuel correction factor 1.45): coefficient deviation rate 12.4% > 5%, not suitable; Iterative E90 (base fuel correction coefficient 1.40): coefficient deviation rate 9.2% > 5%, not suitable; Iterative E80 (base fuel correction coefficient 1.35): coefficient deviation rate 5.9% > 5%, not suitable; Iteration E70 (base fuel correction coefficient 1.28): coefficient deviation rate 0.78% ≤ 5%, adaptation successful.

[0050] S104 adjusts the engine's fuel injection and ignition parameters based on the ethanol concentration.

[0051] Specifically, EMS can adjust the engine's fuel injection parameters, ignition parameters, and intake control parameters based on the ethanol concentration.

[0052] Optionally, fuel injection parameters may include cyclic injection pulse width, cold start injection quantity compensation value, transient fuel film enrichment compensation value, number of direct injections / injection timing, and carbon canister desorption fuel compensation coefficient. Ignition parameters may include basic ignition advance angle, knock detection threshold, knock ignition retarding step, idle ignition compensation angle, and ignition uniformity correction for each cylinder. Intake control parameters may include idle target intake air volume, electronic throttle base opening, turbocharger target boost pressure, exhaust gas recirculation valve opening, and high-speed intake throttle opening.

[0053] This application embodiment obtains the measured fuel correction coefficient in response to the vehicle being in a target steady-state operating condition, and calibrates the reference fuel correction coefficient corresponding to the current fuel based on the measured fuel correction coefficient to obtain the target fuel correction coefficient, thus realizing the automatic calibration of the reference fuel correction coefficient; and determines the ethanol concentration of the current fuel corresponding to the target fuel correction coefficient, so as to adjust the engine's fuel injection parameters and ignition parameters based on the ethanol concentration, ensuring the compatibility of the engine's fuel injection parameters and ignition parameters with the target fuel correction coefficient, reducing the probability of incomplete fuel combustion, reduced vehicle power, increased fuel consumption, idling vibration, and excessive exhaust emissions. At the same time, identifying and calibrating the current fuel under the steady-state operating condition of the vehicle can effectively avoid the risk of misidentification caused by sudden changes in intake air volume and fuel injection volume under dynamic operating conditions, further ensuring the accuracy of the target fuel correction coefficient.

[0054] This application provides a possible implementation method, and the above-mentioned target steady-state operating condition includes the following constraints: The engine speed is within the preset speed range; The engine output torque is not greater than the preset torque threshold. The throttle opening is within the preset range; The coolant temperature is within the preset temperature range; The vehicle has no fault codes, and the oxygen sensor is working normally; The change in vehicle speed is less than the preset change threshold within the preset target time period.

[0055] Optionally, the preset engine speed range can be [1000rpm, 2000rpm] to avoid idling fluctuations and high-load high-speed ranges. The engine output torque is no more than 100Nm to ensure that the engine is in a low-load steady-state condition without sudden changes in power output.

[0056] Furthermore, the preset throttle opening range can be [5%, 15%] to ensure a steady state at a small opening. The preset coolant temperature range is [85℃, 95℃] to ensure the engine warms up completely. Simultaneously, within the target duration of 5 seconds, the vehicle speed change is less than 5 km / h to ensure stable vehicle speed without frequent fluctuations.

[0057] In this embodiment, if the vehicle is detected to be in a non-steady-state condition, the identification and calibration of the fuel correction coefficient can be paused. The calibration will automatically resume after the vehicle returns to the target steady-state condition, avoiding frequent fluctuations in control parameters, ensuring stable engine combustion under all driving conditions, effectively reducing exhaust emissions, and significantly improving the vehicle's universal adaptability to different ethanol-blended fuels and the overall reliability of vehicle operation.

[0058] This application embodiment effectively avoids interference factors such as idling fluctuations, cold start opening, transient conditions, and high load conditions by limiting multi-dimensional steady-state constraints such as engine speed, torque, throttle opening, and coolant temperature, and by configuring a continuous stability judgment mechanism. It ensures that the change of fuel correction coefficient is only dominated by the difference in fuel ethanol composition, completely eliminates the problem of ethanol concentration misidentification, and greatly improves the identification accuracy and system robustness.

[0059] This application provides a possible implementation method, wherein the measured fuel correction coefficient mentioned above includes a real-time fuel correction coefficient or a historical fuel correction coefficient.

[0060] The measured fuel correction factor obtained above includes any one of the following: Real-time fuel correction coefficients are collected for a number of consecutive target frames at preset time intervals.

[0061] Obtain all historical fuel correction factors collected within a preset mileage detection cycle.

[0062] The preset time interval can be 10 seconds, the target frame count can be 5 frames, and the mileage detection period can be 500 km.

[0063] In some implementations, the real-time fuel correction factor can be acquired every 10 seconds, and five consecutive frames of the real-time fuel correction factor can be acquired to perform a short-term real-time calibration of the reference fuel correction factor.

[0064] In other implementations, all historical fuel correction factors can be collected every 500km mileage testing cycle of the vehicle to perform long-term calibration of the baseline fuel correction factor.

[0065] This application employs a dual-layer calibration mechanism combining short-term high-frequency iterative calibration and long-term mileage cumulative calibration to effectively improve the accuracy and long-term adaptability stability of the baseline fuel correction coefficient. Specifically, short-term calibration involves collecting five consecutive frames of real-time fuel correction coefficients every 10 seconds. This quickly corrects fuel correction deviations caused by minor fluctuations in fuel composition and slight shifts in operating conditions, enabling dynamic fine-tuning of ethanol concentration identification and injection ignition parameters to ensure instantaneous combustion control accuracy. Simultaneously, long-term statistical calibration of all historical fuel correction coefficients is performed every 500km mileage cycle. This gradually offsets systemic deviations caused by vehicle aging, such as injector degradation, intake system carbon buildup, and minor sensor drift, providing long-term correction to the baseline fuel correction coefficient. This dual-layer calibration strategy, combining short-term precise correction with long-term iterative optimization, balances instantaneous control dynamic responsiveness with overall vehicle lifecycle control stability. It effectively avoids adaptation deviations caused by a single fixed baseline parameter, continuously ensuring engine air-fuel ratio control accuracy under different ethanol ratios, and improving vehicle power stability, fuel economy, and emission consistency.

[0066] This application provides one possible implementation method, such as... Figure 2 As shown, the above calibration of the reference fuel correction coefficient corresponding to the current fuel based on the measured fuel correction coefficient yields the target fuel correction coefficient, including: S201, multiple effective fuel correction coefficients are obtained by screening from the measured fuel correction coefficients.

[0067] In some implementations, if the measured fuel correction coefficient is a 5-frame real-time fuel correction coefficient, the maximum and minimum values ​​can be extracted from the 5-frame real-time fuel correction coefficient, and the remaining 3-frame real-time fuel correction coefficients can be used as the effective fuel correction coefficients.

[0068] In other implementations, if the measured fuel correction coefficient is a historical fuel correction coefficient within a 500km mileage testing period, the historical fuel correction coefficient can be filtered to eliminate fuel correction coefficients under non-target steady-state conditions, thereby obtaining an effective fuel correction coefficient.

[0069] S202, determine the difference between the mean of multiple effective fuel correction factors and the reference fuel correction factor.

[0070] Specifically, you can first calculate the average of multiple effective fuel correction factors, and then subtract the base fuel correction factor from the average to obtain the difference.

[0071] S203, determine the deviation rate by the ratio of the difference to the reference fuel correction factor, and determine the target fuel correction factor based on the deviation rate.

[0072] Specifically, the ratio of the difference to the baseline fuel correction factor can be used as the deviation rate, and the target fuel correction factor can be determined based on the deviation rate. The specific method for determining the target fuel correction factor will be explained in detail below.

[0073] This application's embodiments effectively improve the calculation accuracy and reliability of the target fuel correction coefficient through a refined processing mechanism that performs layered screening, difference comparison, and deviation rate correction. For the five frames of real-time fuel correction coefficients collected in a short period, an extreme value screening method that removes the maximum and minimum values ​​is adopted, which can effectively avoid abnormal data deviations caused by instantaneous operating condition disturbances and instantaneous sensor interference, and retain stable and reliable valid data samples. For historical fuel correction coefficients over a long mileage period, invalid data corresponding to non-steady-state operating conditions is removed through filtering, ensuring that all historical samples come from valid identified operating conditions and avoiding interference from abnormal operating condition data with long-term calibration accuracy.

[0074] Based on this, the error is quantified and corrected by the difference and deviation rate between the effective fuel correction coefficient mean and the benchmark fuel correction coefficient, and the target fuel correction coefficient is obtained by adaptive correction. This can accurately offset random interference error and systematic offset error, making the fuel correction coefficient more consistent with the actual fuel composition characteristics and engine operating status. This effectively improves the accuracy of ethanol concentration identification, ensures the accuracy and consistency of subsequent fuel injection parameters, ignition parameters and intake parameters, and further improves the combustion stability, power economy and emission consistency of the engine under different ethanol ratio fuels.

[0075] This application provides a possible implementation method, wherein the above-mentioned measured fuel correction coefficient is a real-time fuel correction coefficient.

[0076] The above determination of the target fuel correction factor based on the deviation rate includes: If the deviation rate is less than or equal to the preset first deviation threshold, the benchmark fuel correction factor will be used as the target fuel correction factor. If the deviation rate is greater than the first deviation threshold but not greater than the preset second deviation threshold, the initial fuel correction coefficient is calibrated based on the difference to obtain the target fuel correction coefficient; wherein, the first deviation threshold is less than the second deviation threshold; and the initial fuel correction coefficient is the reference fuel correction coefficient. If the deviation rate is greater than the second deviation threshold, an abnormal warning is sent, and the benchmark fuel correction factor is used as the target fuel correction factor.

[0077] The first deviation threshold can be 2%, and the second deviation threshold can be 5%.

[0078] Optionally, three levels of fine-tuning thresholds can be set to achieve precise adaptation and prevent parameter abrupt changes: Level 1: Deviation rate K1≤2%: This is judged as normal operating condition fluctuation. No parameter fine-tuning is performed. The original calibration reference fuel correction coefficient is retained to ensure system stability. Level 2: 2% < K1 ≤ 5%: This is considered a minor deviation in operating conditions. A linear adjustment is performed to avoid parameter jumps. Level 3: K1 > 5%: This indicates an abnormal operating condition. Short-term fine-tuning is paused, and the system waits for the next 10-second cycle to resample and verify, preventing miscalibration.

[0079] This application sets three levels of fine-tuning thresholds. When the deviation rate is within 2%, it is determined to be a normal operating condition random fluctuation. No parameter fine-tuning is performed, and the original benchmark calibration parameters are retained to avoid frequent invalid corrections caused by minor disturbances, thus ensuring the stability and smoothness of engine control parameters. When the deviation rate is in the range of 2% to 5%, it is determined to be a small deviation in operating conditions and fuel characteristics. A proportional linear fine-tuning method is used to achieve smooth parameter correction, and a gradual correction strategy is used to eliminate parameter step jumps, ensuring continuous and stable combustion control. When the deviation rate exceeds 5%, it is determined to be an abnormal operating condition or sampling interference. Short-term fine-tuning is paused in time, and re-verification is waited for the next sampling cycle. This can effectively avoid erroneous corrections caused by abnormal data and greatly improve the system's anti-interference capability and control robustness.

[0080] This application employs a three-tiered deviation rate fine-tuning threshold correction mechanism to implement differentiated parameter adjustment strategies based on the degree of fuel correction coefficient deviation. This effectively balances system operational stability with parameter adaptation accuracy, completely resolving the issues of parameter mutations, over-correction, or erroneous correction that are prone to occur with traditional single correction methods. This tiered threshold control strategy achieves precise adaptation to different deviation scenarios, significantly improving the stability and reliability of engine operation under all conditions while ensuring the accuracy of ethanol concentration recognition and dynamic adaptation of fuel, ignition, and intake parameters.

[0081] This application provides a possible implementation method, wherein the above-mentioned measured fuel correction coefficient is a historical fuel correction coefficient; The above determination of the target fuel correction factor based on the deviation rate includes: If the deviation rate is less than or equal to the third deviation threshold, the benchmark fuel correction factor will be used as the target fuel correction factor. If the deviation rate is greater than the third deviation threshold, the initial fuel correction coefficient is calibrated based on the difference to obtain the target fuel correction coefficient.

[0082] The third deviation threshold mentioned above can be 3%.

[0083] Optionally, two levels of long-term calibration thresholds can be set: Level 1: Deviation rate ≤3%, indicating no aging drift and stable fuel conditions, maintaining the benchmark fuel correction factor unchanged; Level 2: Deviation rate > 3%, indicating a persistent steady-state offset, requiring coefficient calibration.

[0084] In this embodiment, when the deviation rate is within the 3% threshold range, it is determined that the engine has no aging drift and the fuel condition is stable, maintaining the reference fuel correction coefficient unchanged, avoiding frequent invalid calibration caused by small random deviations, and ensuring the continuous stability of the control reference; when the deviation rate exceeds the 3% threshold, it is determined that there is a continuous operating condition deviation or overall engine aging deviation, and the fuel correction coefficient calibration update is initiated to accurately offset the systematic errors caused by factors such as injector attenuation, intake carbon deposits, and fuel composition deviations during long-term use.

[0085] This application's embodiment employs a two-level long-term calibration judgment mechanism with a third deviation threshold. Based on the difference in deviation rate, it applies calibration logic with varying coefficients, effectively distinguishing between normal operating condition fluctuations and systematic steady-state offsets, significantly improving the accuracy and stability of long-term self-learning. This avoids parameter drift issues caused by frequent calibration and provides long-term adaptive correction of control deviations caused by engine aging, continuously ensuring the accuracy of ethanol concentration recognition and the matching accuracy of injection, ignition, and intake parameters, effectively improving combustion consistency and operational reliability throughout the engine's entire lifecycle.

[0086] This application provides a possible implementation method in which the second deviation threshold is greater than the third deviation threshold.

[0087] This application embodiment sets a smaller third deviation threshold, namely the strict judgment threshold, for the long-term calibration process. Compared with the short-term calibration logic, it further improves the long-term stability and iterative reliability of the reference fuel correction coefficient, and effectively solves the problems of reference drift, parameter mutation, and vehicle adaptation fluctuation that are prone to occur in traditional long-term self-learning.

[0088] This application provides a possible implementation method in which the initial fuel correction coefficient is determined based on the following method: If the mileage detection cycle is the first cycle, the initial fuel correction factor is the baseline fuel correction factor. If the mileage detection cycle is not the first cycle, the target fuel correction factor corresponding to the previous mileage detection cycle will be used as the initial fuel correction factor.

[0089] Optionally, the updated benchmark fuel correction factor, i.e. the target fuel correction factor, is automatically fixed to the EMS non-volatile storage unit and stored in layers as independent benchmarks for each concentration of E0 / E10 / E30 / E50 / E70 / E80 / E90 / E100. The learning results of different concentrations do not interfere with each other, achieving precise adaptive adjustment for each gear level.

[0090] Furthermore, to prevent extreme fuel conditions and abnormal operating conditions from causing the baseline to deviate, the maximum allowable deviation of the correction coefficients for each gear after long-term self-learning and updating from the factory calibration value, i.e., the baseline fuel correction coefficient, shall not exceed 8%. If the deviation exceeds the threshold, it shall be judged as abnormal data, and updates shall be prohibited and fault labels shall be recorded to ensure the underlying security of the system.

[0091] Meanwhile, after the vehicle has undergone fuel injection system cleaning, carbon deposit treatment, parts repair, and fuel type replacement, the long-term calibration value can be manually reset using a diagnostic tool to restore the factory benchmark calibration, restart adaptive learning, and adapt to changes in vehicle status.

[0092] This application embodiment sets the initial fuel correction coefficient differently based on the iterative stages of the mileage detection cycle. The first mileage cycle uses the benchmark fuel correction coefficient as the initial value to ensure that the initial calibration state matches the parameters, ensuring the accuracy and standardization of the benchmark for the vehicle's first self-learning. For subsequent mileage cycles, the target fuel correction coefficient of the previous cycle is inherited as the current initial value, realizing continuous parameter iteration in the long-term self-learning process. This progressive initial parameter setting method avoids the problem of losing historical effective correction results caused by reusing a fixed benchmark in each cycle, enabling the fuel correction coefficient to be continuously and stably iteratively optimized based on the long-term operating state of the engine. This ensures that the self-learning process is continuous and uninterrupted, and the parameter transition is seamless. It accurately accumulates and offsets the systematic deviations caused by engine aging and fuel composition fluctuations, continuously improving the matching degree, stability, and long-term adaptability of ethanol concentration recognition accuracy and engine multi-parameter adaptive control.

[0093] This application provides one possible implementation method, such as... Figure 3 As shown, the above calibration of the initial fuel correction factor based on the difference includes: S301 uses the difference in the preset target ratio as the change in the initial fuel correction coefficient.

[0094] Specifically, the product of the preset target ratio and the difference can be used as the change in the initial fuel correction coefficient.

[0095] S302, calibrate the initial fuel correction coefficient based on the change amount to obtain the target fuel correction coefficient.

[0096] Specifically, the target fuel correction factor can be based on the sum of the change and the initial fuel correction factor.

[0097] This application's embodiments calculate the change in fuel correction coefficient by combining a preset target ratio with the deviation difference, and then calibrate and update the initial fuel correction coefficient by superimposing the changes, achieving gradient and smooth iterative optimization of fuel correction parameters. This avoids abrupt changes in the fuel correction coefficient caused by excessive single calibration deviations, effectively preventing abrupt adjustments in air-fuel ratio and injection ignition parameters, and ensuring continuous and stable engine combustion. It can accurately and controllably offset long-term accumulated systematic offset errors, making the target fuel correction coefficient conform to the current fuel characteristics and overall engine operating state; it significantly improves the accuracy of ethanol concentration recognition and the smoothness and reliability of adaptive matching of fuel injection, ignition, and intake parameters, effectively improving the power consistency and emission stability of the vehicle during long-term use.

[0098] This application provides a possible implementation method, wherein the target ratio includes a first ratio and a second ratio.

[0099] If the measured fuel correction factor is the real-time fuel correction factor, then the change in the initial fuel correction factor based on the difference of the preset target ratio, as mentioned above, includes: The difference in the first proportion is used as the change in the initial fuel correction factor.

[0100] The first proportion mentioned above can be 30%.

[0101] For example, if 2% < K1 ≤ 5%, it is determined to be a small deviation in the operating condition; the change ΔX can be calculated based on the following formula (1): ΔX=30%*X1(1) Target fuel correction factor X 目标 It can be calculated based on the following formula (2): X 目标 =ΔX+X 基准 (2) Where X1 is the initial fuel correction factor, X 基准 This is the baseline fuel correction factor.

[0102] If the measured fuel correction factor is the historical fuel correction factor, then the change in the initial fuel correction factor based on the difference of the preset target ratio, as mentioned above, includes: The difference in the second proportion is used as the change in the initial fuel correction factor.

[0103] The first proportion is smaller than the second proportion.

[0104] Alternatively, the second proportion can be 40%.

[0105] Optionally, for example, a vehicle E70 has a factory standard correction factor of 1.28; the effective steady-state mean value within a 500km learning period is 1.33, with a deviation rate of 3.9%, i.e., a deviation rate greater than 3%, triggering long-term calibration; the single change ΔX can be: ΔX=(1.33-1.28)×40%=0.02(3) The target fuel correction factor X for the updated E70 目标 : X 目标 =1.28+0.02=1.30(4) The short-term correction in this embodiment uses a smaller correction ratio, which can perform minute and smooth corrections to small instantaneous deviations, avoiding parameter oscillations and combustion state fluctuations caused by excessively large single corrections. This ensures the smoothness and stability of real-time engine control and is suitable for frequent short-term sampling and calibration scenarios during driving. The long-term correction uses a larger correction ratio, which can efficiently offset systematic steady-state deviations caused by injector wear, intake carbon deposits, and long-term fuel composition shifts based on the accumulation of multi-cycle steady-state data. This solves the problems of slow iteration and difficulty in eradicating accumulated deviations in small-ratio long-term corrections.

[0106] This application embodiment achieves a dual technical effect of short-term fine-grained control and long-term efficient correction by setting a differentiated proportional correction mechanism where the long-term correction target ratio is greater than the short-term correction target ratio. This is combined with a calibration method that uses proportional multiplication to calculate the change and superimposed updates to the correction coefficients. By differentiating the long and short-term correction ratios, it avoids the parameter jumps and overcorrection defects that easily occur with frequent short-term corrections, while improving the iterative efficiency and deviation correction accuracy of long-term corrections. This ensures that the fuel correction coefficient can balance instantaneous operational stability and life-cycle adaptability accuracy, continuously optimizes the ethanol concentration recognition accuracy, and stabilizes the engine's fuel injection, ignition, and intake adaptive control effects.

[0107] This application provides a possible implementation method in which the determination of the ethanol concentration of the current fuel corresponding to the target fuel correction coefficient includes: Based on a preset data mapping table, the ethanol concentration, fuel injection parameters, and ignition parameters of the current fuel corresponding to the target fuel correction factor can be obtained by querying. The data mapping table mentioned above was created in the following way: Through engine bench testing, the reference fuel correction factor, theoretical air-fuel ratio, fuel injection parameters, and ignition parameters corresponding to different ethanol concentrations of fuel were obtained. A data correspondence table was created based on the correlation between ethanol concentration, reference fuel correction factor, theoretical air-fuel ratio, fuel injection parameters, and ignition parameters.

[0108] Specifically, through an engine bench test laboratory, full-condition calibration can be performed on blended fuels with 5% concentration gradients from E0 to E100. Data such as the baseline fuel correction factor, theoretical air-fuel ratio, injection quantity compensation value, and ignition advance angle corresponding to each ethanol concentration are accurately recorded to establish a comprehensive calibration database, i.e., a data correspondence table, which is pre-stored in the EMS system as the initial identification basis. The database accuracy covers the 5% concentration gradient, ensuring basic identification accuracy.

[0109] This application establishes a full-range calibration data correspondence table covering E0 to E100 with a concentration gradient of 5% through bench testing. By accurately matching the correlation between ethanol concentration and parameters such as the reference fuel correction coefficient, theoretical air-fuel ratio, fuel injection quantity compensation value, and ignition advance angle, it achieves high-precision and rapid lookup of fuel component identification and control parameter matching. The data correspondence table pre-stored in the EMS system can directly retrieve matching parameters without complex real-time calculations, improving the response speed and real-time performance of the control strategy. This allows fuel injection parameters and ignition parameters to accurately adapt to the combustion characteristics of the current fuel, effectively improving the air-fuel ratio control accuracy, combustion stability, and power output consistency of the engine under different ethanol ratios, providing reliable underlying data support for the adaptive and precise control of the entire vehicle under all operating conditions.

[0110] To better understand the engine control method described above, the following will combine... Figures 4-5 A detailed example of a control method for an engine according to this application is provided.

[0111] In some implementations, such as Figure 4 As shown, the method includes the following steps: S401, through engine bench testing, for fuels with different ethanol concentrations, the corresponding reference fuel correction factor, theoretical air-fuel ratio, fuel injection parameters and ignition parameters for each ethanol concentration are obtained; a data correspondence table is created based on the correlation between ethanol concentration, reference fuel correction factor, theoretical air-fuel ratio, fuel injection parameters and ignition parameters.

[0112] S402 If the vehicle is in the target steady-state condition and the duration exceeds the preset duration threshold, the ECU will collect oxygen sensor signals, intake pressure sensor signals, speed and torque signals in real time, and calculate the measured fuel correction coefficient based on the above signals.

[0113] S403, based on the actual fuel correction factor lookup data table, determine the corresponding ethanol concentration.

[0114] S404 adjusts the engine's fuel injection parameters, ignition parameters, and intake control parameters based on the ethanol concentration.

[0115] In other implementations, such as Figure 5As shown, the method may include the following steps: S501, through engine bench testing, for fuels with different ethanol concentrations, the corresponding reference fuel correction factor, theoretical air-fuel ratio, fuel injection parameters and ignition parameters for each ethanol concentration are obtained; a data correspondence table is created based on the correlation between ethanol concentration, reference fuel correction factor, theoretical air-fuel ratio, fuel injection parameters and ignition parameters.

[0116] S502: If the vehicle is in the target steady-state condition and the duration is longer than the preset duration threshold, the real-time fuel correction coefficient is collected for 5 consecutive frames every 10 seconds.

[0117] S503 extracts the maximum and minimum values ​​from 5 frames of real-time fuel correction coefficients, and uses the remaining 3 frames of real-time fuel correction coefficients as the effective fuel correction coefficients.

[0118] S504, calculate the mean of multiple effective fuel correction factors, then subtract the reference fuel correction factor from the mean to obtain the difference; determine the deviation rate by the ratio of the difference to the reference fuel correction factor.

[0119] S505, if the deviation rate K1≤2%, it is judged as normal operating condition fluctuation, no parameter fine-tuning is performed, the original calibration reference fuel correction coefficient is retained, that is, the reference fuel correction coefficient is used as the target fuel correction coefficient to ensure system stability; If 2% < K1 ≤ 5%, it is determined to be a small deviation in operating conditions. A proportional linear fine-tuning is performed on the reference fuel correction coefficient to obtain the target fuel correction coefficient. If K1 > 5%, it is determined to be an abnormal operating condition. Short-term fine-tuning is paused, and the system waits for the next 10-second cycle to resample and verify in order to prevent miscalibration.

[0120] S506 determines the ethanol concentration of the current fuel corresponding to the target fuel correction factor by querying the data correspondence table, and adjusts the engine's fuel injection parameters, ignition parameters, and intake control parameters based on the ethanol concentration.

[0121] In some other implementations, such as Figure 6 As shown, the method may include the following steps: S601, through engine bench testing, for fuels with different ethanol concentrations, the corresponding reference fuel correction factor, theoretical air-fuel ratio, fuel injection parameters and ignition parameters for each ethanol concentration are obtained; a data correspondence table is created based on the correlation between ethanol concentration, reference fuel correction factor, theoretical air-fuel ratio, fuel injection parameters and ignition parameters.

[0122] S602 If the vehicle is in the target steady-state condition and the duration exceeds the preset duration threshold, then all historical fuel correction coefficients will be collected within every 500km mileage detection cycle of the vehicle.

[0123] S603 filters the historical fuel correction coefficients, eliminating fuel correction coefficients under non-target steady-state conditions to obtain the effective fuel correction coefficients.

[0124] S604, determine the difference between the mean of multiple effective fuel correction factors and the reference fuel correction factor; determine the deviation rate by the ratio of the difference to the reference fuel correction factor.

[0125] S605 If the deviation rate is ≤3%, it is determined that there is no aging drift and the fuel condition is stable. The reference fuel correction coefficient is kept unchanged, that is, the reference fuel correction coefficient is used as the target fuel correction coefficient.

[0126] If the deviation rate is greater than 3%, it is determined that there is a persistent steady-state deviation, and coefficient calibration needs to be performed to obtain the target fuel correction coefficient.

[0127] S606 determines the ethanol concentration of the current fuel corresponding to the target fuel correction factor by querying the data correspondence table, and adjusts the engine's fuel injection parameters, ignition parameters, and intake control parameters based on the ethanol concentration.

[0128] This application provides an engine control device, such as... Figure 7 As shown, the engine control device 70 may include: an acquisition module 701, a calibration module 702, a determination module 703, and an adjustment module 704; The acquisition module 701 is used to acquire the measured fuel correction coefficient if the vehicle is in a target steady-state condition and the duration is longer than a preset duration threshold. The measured fuel correction coefficient is used to characterize the offset multiple of the current fuel injection quantity relative to the reference fuel. The calibration module 702 is used to calibrate the reference fuel correction coefficient corresponding to the current fuel based on the measured fuel correction coefficient, so as to obtain the target fuel correction coefficient. The determination module 703 is used to determine the ethanol concentration of the current fuel corresponding to the target fuel correction factor; The adjustment module 704 is used to adjust the fuel injection parameters and ignition parameters of the engine based on the ethanol concentration.

[0129] This application provides a possible implementation method, and the above-mentioned target steady-state operating condition includes the following constraints: The engine speed is within the preset speed range; The engine output torque is not greater than the preset torque threshold. The throttle opening is within the preset range; The coolant temperature is within the preset temperature range; The vehicle has no fault codes, and the oxygen sensor is working normally; The change in vehicle speed is less than the preset change threshold within the preset target time period.

[0130] This application provides a possible implementation method, wherein the above-mentioned measured fuel correction coefficient includes real-time fuel correction coefficient or historical fuel correction coefficient; When the acquisition module 701 obtains the measured fuel correction coefficient, it performs any of the following: Real-time fuel correction coefficients are collected for a number of consecutive target frames at preset time intervals; Obtain all historical fuel correction factors collected within a preset mileage detection cycle.

[0131] This application embodiment provides a possible implementation method. When the calibration module 702 calibrates the reference fuel correction coefficient corresponding to the current fuel based on the measured fuel correction coefficient to obtain the target fuel correction coefficient, it is used for: Several effective fuel correction coefficients were obtained by screening the measured fuel correction coefficients; Determine the difference between the mean of multiple effective fuel correction factors and the baseline fuel correction factor; The deviation rate is determined by the ratio of the difference to the baseline fuel correction factor, and the target fuel correction factor is determined based on the deviation rate.

[0132] This application provides a possible implementation method, wherein the above-mentioned measured fuel correction coefficient is a real-time fuel correction coefficient; The aforementioned calibration module 702 is used to: determine the target fuel correction factor based on the deviation rate. If the deviation rate is less than or equal to the preset first deviation threshold, the benchmark fuel correction factor will be used as the target fuel correction factor. If the deviation rate is greater than the first deviation threshold but not greater than the preset second deviation threshold, the initial fuel correction coefficient is calibrated based on the difference to obtain the target fuel correction coefficient; wherein, the first deviation threshold is less than the second deviation threshold; and the initial fuel correction coefficient is the reference fuel correction coefficient. If the deviation rate is greater than the second deviation threshold, an abnormal warning is sent, and the benchmark fuel correction factor is used as the target fuel correction factor.

[0133] This application provides a possible implementation method, wherein the above-mentioned measured fuel correction coefficient is a historical fuel correction coefficient; The aforementioned calibration module 702 is used to: determine the target fuel correction factor based on the deviation rate. If the deviation rate is less than or equal to the third deviation threshold, the benchmark fuel correction factor will be used as the target fuel correction factor. If the deviation rate is greater than the third deviation threshold, the initial fuel correction coefficient is calibrated based on the difference to obtain the target fuel correction coefficient.

[0134] This application provides a possible implementation method in which the second deviation threshold is greater than the third deviation threshold.

[0135] This application provides a possible implementation method in which the initial fuel correction coefficient is determined based on the following method: If the mileage detection cycle is the first cycle, the initial fuel correction factor is the baseline fuel correction factor. If the mileage detection cycle is not the first cycle, the target fuel correction factor corresponding to the previous mileage detection cycle will be used as the initial fuel correction factor.

[0136] This application embodiment provides a possible implementation method in which the calibration module 702, when calibrating the initial fuel correction coefficient based on the difference, is used for: The difference between the preset target ratio and the initial fuel correction factor is used as the change in the initial fuel correction factor. The target fuel correction coefficient is obtained by calibrating the initial fuel correction coefficient based on the change.

[0137] This application provides a possible implementation method, wherein the target ratio includes a first ratio and a second ratio; If the measured fuel correction coefficient is the real-time fuel correction coefficient, then the calibration module 702, when using the difference of the preset target ratio as the change in the initial fuel correction coefficient, is used for: The difference in the first proportion is used as the change in the initial fuel correction factor; If the measured fuel correction factor is the historical fuel correction factor, then the calibration module 702, when using the difference in the preset target ratio as the change in the initial fuel correction factor, is used for: The difference in the second proportion is used as the change in the initial fuel correction factor; The first proportion is smaller than the second proportion.

[0138] This application embodiment provides a possible implementation method in which the determining module 703, when determining the ethanol concentration of the current fuel corresponding to the target fuel correction coefficient, is used to: Based on a preset data mapping table, the ethanol concentration, fuel injection parameters, and ignition parameters of the current fuel corresponding to the target fuel correction factor can be obtained by querying. The data mapping table mentioned above was created in the following way: Through engine bench testing, the reference fuel correction factor, theoretical air-fuel ratio, fuel injection parameters, and ignition parameters corresponding to different ethanol concentrations of fuel were obtained. A data correspondence table was created based on the correlation between ethanol concentration, reference fuel correction factor, theoretical air-fuel ratio, fuel injection parameters, and ignition parameters.

[0139] The apparatus in this application embodiment can execute the method provided in this application embodiment, and the implementation principle is similar. The actions performed by each module in the apparatus of each embodiment of this application correspond to the steps in the method of each embodiment of this application. For detailed functional descriptions of each module of the apparatus, please refer to the descriptions in the corresponding methods shown above, which will not be repeated here.

[0140] This application embodiment obtains the measured fuel correction coefficient in response to the vehicle being in a target steady-state operating condition, and calibrates the reference fuel correction coefficient corresponding to the current fuel based on the measured fuel correction coefficient to obtain the target fuel correction coefficient, thus realizing the automatic calibration of the reference fuel correction coefficient; and determines the ethanol concentration of the current fuel corresponding to the target fuel correction coefficient, so as to adjust the engine's fuel injection parameters and ignition parameters based on the ethanol concentration, ensuring the compatibility of the engine's fuel injection parameters and ignition parameters with the target fuel correction coefficient, reducing the probability of incomplete fuel combustion, reduced vehicle power, increased fuel consumption, idling vibration, and excessive exhaust emissions. At the same time, identifying and calibrating the current fuel under the steady-state operating condition of the vehicle can effectively avoid the risk of misidentification caused by sudden changes in intake air volume and fuel injection volume under dynamic operating conditions, further ensuring the accuracy of the target fuel correction coefficient.

[0141] This application provides an electronic device including a memory, a processor, and a computer program stored in the memory. The processor executes the computer program to implement the steps of an engine control method. Compared with related technologies, this application achieves the following: In response to the vehicle being in a target steady-state operating condition, this application obtains a measured fuel correction coefficient and calibrates a reference fuel correction coefficient corresponding to the current fuel based on the measured fuel correction coefficient to obtain a target fuel correction coefficient, thus achieving automatic calibration of the reference fuel correction coefficient. Furthermore, it determines the ethanol concentration of the current fuel corresponding to the target fuel correction coefficient and adjusts the engine's fuel injection and ignition parameters based on the ethanol concentration. This ensures the compatibility between the engine's fuel injection and ignition parameters and the target fuel correction coefficient, reducing the probability of incomplete fuel combustion, decreased vehicle power, increased fuel consumption, idling vibration, and excessive exhaust emissions. Simultaneously, identifying and calibrating the current fuel under the vehicle's steady-state operating condition effectively avoids the risk of misidentification caused by sudden changes in intake air volume and fuel injection volume under dynamic operating conditions, further ensuring the accuracy of the target fuel correction coefficient.

[0142] In one alternative embodiment, an electronic device is provided, such as Figure 8 As shown, Figure 8 The illustrated electronic device 80 includes a processor 801 and a memory 803. The processor 801 and the memory 803 are connected, for example, via a bus 802. Optionally, the electronic device 80 may further include a transceiver 804, which can be used for data interaction between the electronic device and other electronic devices, such as sending and / or receiving data. It should be noted that in practical applications, the transceiver 804 is not limited to one type, and the structure of this electronic device 80 does not constitute a limitation on the embodiments of this application.

[0143] Processor 801 may be a CPU (Central Processing Unit), a general-purpose processor, a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It can implement or execute the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. Processor 801 may also be a combination that implements computational functions, such as including one or more microprocessor combinations, a combination of a DSP and a microprocessor, etc.

[0144] Bus 802 may include a pathway for transmitting information between the aforementioned components. Bus 802 may be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus, etc. Bus 802 can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 8 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0145] The memory 803 may be ROM (Read Only Memory) or other types of static storage devices capable of storing static information and instructions, RAM (Random Access Memory) or other types of dynamic storage devices capable of storing information and instructions, or EEPROM (Electrically Erasable Programmable Read Only Memory), CD-ROM (Compact Disc Read Only Memory) or other optical disc storage, optical disc storage (including compressed optical discs, laser discs, optical discs, digital universal optical discs, Blu-ray discs, etc.), magnetic disk storage media, other magnetic storage devices, or any other medium capable of carrying or storing computer programs and capable of being read by a computer, without limitation herein.

[0146] The memory 803 is used to store computer programs that execute the embodiments of this application, and the execution is controlled by the processor 801. The processor 801 is used to execute the computer programs stored in the memory 803 to implement the steps shown in the foregoing method embodiments.

[0147] Electronic devices include, but are not limited to: mobile terminals such as mobile phones, laptops, and tablets, as well as fixed terminals such as digital TVs and desktop computers.

[0148] This application provides a non-transitory computer-readable storage medium storing computer instructions, which are used to cause a computer to perform the steps of the method shown in the first aspect of this application.

[0149] The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium that a computer can access, or it can include one or more data storage devices such as servers or data centers that can be integrated with media. The available medium can be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media, or semiconductor media (e.g., solid-state disks (SSDs)).

[0150] This application provides a computer program product including instructions that, when executed, cause a computer to perform the steps of the method shown in the first aspect of this application.

[0151] The computer storage medium and computer program products provided in the embodiments of this application are used to execute the methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects corresponding to the cleaning equipment provided above, and will not be repeated here.

[0152] The above description does not provide detailed technical specifications regarding the structure of each layer. However, those skilled in the art should understand that layers and regions of desired shapes can be formed using various technical means. Furthermore, to form the same structure, those skilled in the art can also design methods that are not entirely identical to those described above. Additionally, although various embodiments have been described above, this does not mean that the measures in the various embodiments cannot be advantageously combined.

[0153] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0154] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A method for controlling an engine, characterized in that, include: If the vehicle is in the target steady-state condition and the duration is longer than the preset duration threshold, the measured fuel correction coefficient is obtained; wherein, the measured fuel correction coefficient is used to characterize the offset multiple of the current fuel injection quantity relative to the reference fuel. Based on the measured fuel correction coefficient, the reference fuel correction coefficient corresponding to the current fuel is calibrated to obtain the target fuel correction coefficient. Determine the ethanol concentration of the current fuel corresponding to the target fuel correction factor; The fuel injection and ignition parameters of the engine are adjusted based on the ethanol concentration.

2. The method according to claim 1, characterized in that, The target steady-state condition includes the following constraints: The engine speed is within a preset speed range; The engine output torque is not greater than a preset torque threshold. The throttle opening is within the preset range; The coolant temperature is within the preset temperature range; The vehicle has no fault codes, and the oxygen sensor is working normally; The change in vehicle speed is less than the preset change threshold within the preset target time period.

3. The method according to claim 1, characterized in that, The measured fuel correction factor includes the real-time fuel correction factor or the historical fuel correction factor. The obtained measured fuel correction coefficient includes any one of the following: Real-time fuel correction coefficients are collected for a number of consecutive target frames at preset time intervals; Obtain all historical fuel correction factors collected within a preset mileage detection cycle.

4. The method according to claim 3, characterized in that, The step of calibrating the reference fuel correction coefficient corresponding to the current fuel based on the measured fuel correction coefficient to obtain the target fuel correction coefficient includes: Several effective fuel correction coefficients were obtained by screening the measured fuel correction coefficients; Determine the difference between the mean of the plurality of effective fuel correction factors and the reference fuel correction factor; The deviation rate is determined by the ratio of the difference to the baseline fuel correction factor, and the target fuel correction factor is determined based on the deviation rate.

5. The method according to claim 4, characterized in that, The measured fuel correction factor is the real-time fuel correction factor; The determination of the target fuel correction coefficient based on the deviation rate includes: If the deviation rate is less than or equal to a preset first deviation threshold, then the reference fuel correction coefficient is used as the target fuel correction coefficient. If the deviation rate is greater than the first deviation threshold and not greater than the preset second deviation threshold, the initial fuel correction coefficient is calibrated based on the difference to obtain the target fuel correction coefficient; wherein, the first deviation threshold is less than the second deviation threshold; and the initial fuel correction coefficient is the reference fuel correction coefficient. If the deviation rate is greater than the second deviation threshold, an abnormal warning is sent, and the reference fuel correction factor is used as the target fuel correction factor.

6. The method according to claim 4, characterized in that, The measured fuel correction factor is the historical fuel correction factor; The determination of the target fuel correction coefficient based on the deviation rate includes: If the deviation rate is less than or equal to the third deviation threshold, then the benchmark fuel correction factor is used as the target fuel correction factor. If the deviation rate is greater than the third deviation threshold, the initial fuel correction coefficient is calibrated based on the difference to obtain the target fuel correction coefficient.

7. The method according to any one of claims 5 or 6, characterized in that, The second deviation threshold is greater than the third deviation threshold.

8. The method according to claim 6, characterized in that, The initial fuel correction factor was determined based on the following method: If the mileage detection cycle is the first cycle, then the initial fuel correction factor is the reference fuel correction factor; If the mileage detection cycle is not the first cycle, then the target fuel correction factor corresponding to the previous mileage detection cycle will be used as the initial fuel correction factor.

9. The method according to any one of claims 5 or 6, characterized in that, The calibration of the initial fuel correction factor based on the difference includes: The difference in the preset target ratio is used as the change in the initial fuel correction coefficient; The initial fuel correction factor is calibrated based on the change to obtain the target fuel correction factor.

10. The method according to claim 9, characterized in that, The target ratio includes a first ratio and a second ratio; If the measured fuel correction coefficient is a real-time fuel correction coefficient, then the step of using the difference of the preset target ratio as the change in the initial fuel correction coefficient includes: The difference in the first ratio is used as the change in the initial fuel correction coefficient; If the measured fuel correction factor is a historical fuel correction factor, then the step of using the difference of the preset target ratio as the change in the initial fuel correction factor includes: The difference in the second ratio is used as the change in the initial fuel correction coefficient; Wherein, the first ratio is less than the second ratio.

11. The method according to claim 1, characterized in that, Determining the ethanol concentration of the current fuel corresponding to the target fuel correction factor includes: Based on a preset data correspondence table, the ethanol concentration, fuel injection parameters, and ignition parameters of the current fuel corresponding to the target fuel correction coefficient are obtained by querying. The data mapping table is created in the following way: Through engine bench testing, the reference fuel correction factor, theoretical air-fuel ratio, fuel injection parameters, and ignition parameters corresponding to fuels with different ethanol concentrations were obtained. A data correspondence table was created based on the correlation between the ethanol concentration, reference fuel correction factor, theoretical air-fuel ratio, fuel injection parameters, and ignition parameters.

12. A control device for an engine, characterized in that, The device includes: The acquisition module is used to acquire the measured fuel correction coefficient if the vehicle is in a target steady-state condition and the duration is longer than a preset duration threshold; wherein the measured fuel correction coefficient is used to characterize the offset multiple of the current fuel injection quantity relative to the reference fuel. The calibration module is used to calibrate the reference fuel correction coefficient corresponding to the current fuel based on the measured fuel correction coefficient, so as to obtain the target fuel correction coefficient. A determining module is used to determine the ethanol concentration of the current fuel corresponding to the target fuel correction factor; An adjustment module is used to adjust the fuel injection parameters and ignition parameters of the engine based on the ethanol concentration.

13. An electronic device, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements the method of any one of claims 1-11.

14. A non-transitory computer-readable storage medium storing computer instructions, characterized in that, The computer instructions are used to cause the computer to perform the method according to any one of claims 1-11.

15. A computer program product, characterized in that, The computer program product includes instructions that, when executed, cause a computer to perform the method of any one of claims 1-11.

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