CN112576398B - Engine control method, device and vehicle - Google Patents

Abstract

The embodiment of the invention discloses an engine control method, an engine control device and a vehicle. The engine control method includes: determining the state of the engine according to the state of the air-bleed brake valve and the temperature after inter-cooling; if the engine is in an air-leakage braking state or a first non-air-leakage braking state, determining a temperature oil injection quantity coefficient after intercooling according to the temperature after intercooling and a first correction relation curve; the first correction relation curve is used for storing the correlation relation between the correction values of the injection quantity coefficients of the post-intercooling temperature and the post-intercooling temperature; meanwhile, determining a smoke intensity limited oil injection quantity coefficient according to the intercooled temperature, the engine speed, the air inflow per cycle and a second correction relation curve; the second correction relation curve is used for storing the correlation relation between the post-intercooling temperature and the excess air coefficient correction value. The technical scheme provided by the embodiment of the invention can prevent the engine from stalling because the torque limit cannot provide enough power.

Description

Engine control method, device and vehicle

technical field

The embodiments of the present invention relate to the technical field of vehicles, and in particular to an engine control method, device and vehicle.

Background technique

During the braking process of a series hybrid electric vehicle, the braking power is usually provided by two ways. One is the regenerative braking system, which uses the drive motor as a generator to convert part of the kinetic energy of the vehicle into electrical energy for charging the battery. The purpose of braking; the second is the conventional engine auxiliary braking system such as: exhaust braking, exhaust braking, in-cylinder braking, etc.

However, for vehicles equipped with a vent braking system, the researchers found that the engine tends to enter the overheating protection state or the smoke limit state during the vent braking process, resulting in a reduction in fuel injection volume and limiting output torque. In this way, there may be a phenomenon that the engine cannot provide enough power due to the limited torque, which will eventually cause the engine to stall.

Contents of the invention

The invention provides an engine control method, device and vehicle to prevent the engine from stalling due to limited torque and unable to provide sufficient power after the exhaust brake is completed.

In a first aspect, an embodiment of the present invention provides an engine control method, the method comprising:

Determine the state of the engine according to the state of the bleed brake valve and the temperature after intercooling; wherein, the state of the engine includes a bleed brake state, a first non-bleed brake state and a second non-bleed brake state;

If the engine is in the leaked braking state or the first non-leaked braking state, determine the fuel injection quantity coefficient of the temperature after the intercooling according to the temperature after the intercooling and the first correction relationship curve; wherein, the first A correction relationship curve is used to store the relationship between the temperature after the intercooling and the correction value of the injection quantity coefficient of the temperature after the intercooling;

If the engine is in the leaked braking state or the first non-leaked braking state, determine the smoke limit injection according to the temperature after the intercooling, the engine speed, the intake air volume per cycle, and the second correction relationship curve. Oil quantity coefficient; wherein, the second correction relationship curve is used to store the relationship between the temperature after the intercooling and the correction value of the excess air coefficient.

In a second aspect, an embodiment of the present invention also provides an engine control device, which includes:

A state determination module, configured to determine the state of the engine according to the state of the bleed brake valve and the temperature after intercooling; wherein, the state of the engine includes a bleed brake state, a first non-bleed brake state and a second non-bleed brake state state;

After-intercooler temperature fuel injection quantity coefficient determining module, used to determine according to the intercooler temperature and the first correction relationship curve when the engine is in the leaked braking state or the first non-leaked braking state Injection quantity coefficient of temperature after intercooling; wherein, the first correction relationship curve is used to store the relationship between the temperature after intercooling and the correction value of fuel injection quantity coefficient of temperature after intercooling;

A smoke-limited fuel injection quantity coefficient determination module, configured to, when the engine is in the leaked braking state or the first non-leaked braking state, according to the temperature after the intercooler, the engine speed, and the intake air per cycle The amount and the second correction relationship curve determine the fuel injection quantity coefficient for smoke limitation; wherein, the second correction relationship curve is used to store the relationship between the temperature after the intercooler and the correction value of the excess air coefficient.

In the third aspect, the embodiment of the present invention also provides a vehicle, including: one or more processors; memory for storing one or more programs; when the one or more programs are used by the one or more When executed by the processor, the engine control method described in the first aspect is realized.

The engine control method provided by the embodiment of the present invention divides the running state of the engine into the leaked braking state, the first non-leaked braking state immediately after the leaked braking, and the second non-leaked braking state. In the dynamic state and the first non-leaked braking state, the temperature fuel injection quantity coefficient after intercooling and the smoke limit fuel injection quantity coefficient are corrected to obtain a suitable fuel injection quantity. The invention solves the problem of torque limitation caused by the deflated brake in the prior art, and realizes the effect of preventing the engine from stalling due to the limited torque that cannot provide sufficient power.

Description of drawings

FIG. 1 is a schematic flow chart of an engine control method provided in Embodiment 1 of the present invention;

FIG. 2 is a schematic flow chart of an engine control method provided in Embodiment 2 of the present invention;

Fig. 3 is a schematic structural diagram of an engine control device provided by Embodiment 3 of the present invention.

Detailed ways

Embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although certain embodiments of the present disclosure are shown in the drawings, it should be understood that the disclosure may be embodied in various forms and should not be construed as limited to the embodiments set forth herein; A more thorough and complete understanding of the present disclosure. It should be understood that the drawings and embodiments of the present disclosure are for exemplary purposes only, and are not intended to limit the protection scope of the present disclosure.

Before discussing the exemplary embodiments in more detail, it should be mentioned that some exemplary embodiments are described as processes or methods depicted as flowcharts. Although the flowcharts describe various operations (or steps) as sequential processing, many of the operations may be performed in parallel, concurrently, or simultaneously. In addition, the order of operations can be rearranged. The process may be terminated when its operations are complete, but may also have additional steps not included in the figure. The processing may correspond to a method, function, procedure, subroutine, subroutine, or the like. In addition, the embodiments and the features in the embodiments of the present invention can be combined with each other under the condition of no conflict.

Embodiment one

Figure 1 is a schematic flow chart of an engine control method provided by Embodiment 1 of the present invention, which is applicable to the situation of controlling the engine of a series hybrid electric vehicle, and the method can be based on the state of the bleed brake valve and the intercooler After the temperature determines the current engine running state, and when the engine is in the leaked braking state or the first non-leaked braking state, the temperature fuel injection quantity coefficient after the intercooling and the smoke limit fuel injection quantity coefficient are corrected to solve the problem of the existing technology Torque limit problem caused by deflated brake. The method can be executed by an engine control device, which can be implemented by software and/or hardware, and is generally integrated on a terminal, which can be an intelligent terminal with processing functions, such as a driving computer, an on-board computer, and the like.

Referring to Fig. 1, the engine control method specifically includes the following steps:

S110. Determine the state of the engine according to the state of the bleed brake valve and the temperature after intercooling.

Wherein, the state of the engine includes a leaked braking state, a first non-leaked braking state and a second non-leaked braking state. Specifically, the leaked brake state is a state in which the engine is in the process of leaked brakes, the first non-leaked brake state is a state just after the engine has finished the leaked brake, and the second non-leaked brake state is the end of the leaked brake. A state after a period of time.

Specifically, a bleed brake valve is usually provided in the bleed brake system, and the engine can enter and exit the bleed brake by controlling the opening and closing of the bleed brake. During the run-down braking process, the exhaust valves of the cylinders in the engine keep a certain opening. Therefore, when some cylinders take in air, the high-temperature exhaust from other cylinders will enter the cylinder through the exhaust pipe and the exhaust valve. Then the intake valve reverses into the intake pipe, resulting in an abnormal rise in temperature after the intercooler. In this way, the state of the engine can be determined according to the state of the bleed brake valve and the temperature after intercooling. The specific implementation of S110 can be set by those skilled in the art according to the actual situation, and is not limited here. Optionally, S110 specifically includes:

S111. If the state of the bleed brake valve is open, determine that the engine is in the bleed brake state.

S112. If the state of the bleed brake valve is closed, determine whether the temperature after the intercooler is greater than or equal to a preset temperature threshold.

S113. If not, determine that the engine is in the second non-leaked braking state.

S114. If yes, determine whether the rate of change of the temperature after intercooling is greater than or equal to a preset rate of change threshold.

S115. If so, determine that the engine is in the first non-leaked braking state, otherwise determine that the engine is in the second non-leaked braking state.

Specifically, when the bleed brake valve is opened, the engine enters bleed brake; when the bleed brake valve is closed, the engine exits bleed brake. Immediately after the bleed brake is over, the high-temperature exhaust gas from other cylinders will not enter the intake cylinder again. Therefore, the temperature will drop rapidly in a short time after intercooling. Therefore, when the bleed brake valve is closed, if At the same time, it is satisfied that the temperature after intercooling is greater than or equal to the preset temperature threshold and the change rate of the temperature drop after intercooling is greater than or equal to the preset change rate threshold, then it can be determined that the engine is in the state just after the end of the bleed brake, that is, it is in the first non-bleed brake state. It should be noted that the specific values of the preset temperature threshold and the preset change rate threshold can be set by those skilled in the art according to actual conditions, and are not limited here.

S120. If the engine is in the leaked braking state or the first non-leaked braking state, determine the fuel injection quantity coefficient for the temperature after the intercooling according to the temperature after the intercooling and the first correction relationship curve.

Wherein, the first correction relationship curve is used to store the relationship between the post-intercooler temperature and the correction value of the injection quantity coefficient of the post-intercooler temperature.

S130. If the engine is in the leaked braking state or the first non-leaked braking state, determine the smoke-limited fuel injection quantity coefficient according to the intercooled temperature, the engine speed, the air intake per cycle, and the second correction relationship curve.

Wherein, the second correction relationship curve is used to store the relationship between the temperature after the intercooler and the correction value of the excess air coefficient.

It can be understood that, from the previous description, when the engine is in the exhaust braking state, the high-temperature exhaust gas from other cylinders will enter the cylinder in the intake state, and then enter the intake pipe through the intake valve, resulting in After cooling, the temperature rises abnormally; when the engine is in the first non-leaked braking state, the temperature after the intercooling that has risen has not yet dropped, and is still at a relatively high temperature. However, if the temperature is too high after intercooling, it is easy for the engine to enter the overheating protection state or the smoke limit state, resulting in a decrease in the fuel injection volume and limiting the output torque. Among them, the overheating protection state means that when one or more of the engine oil temperature, cooling water temperature, fuel temperature, and intercooler temperature is too high, the engine is protected by reducing the fuel injection quantity and limiting the engine output torque. Purpose. The smoke limit state refers to the method of controlling the ratio of the circulating intake air volume to the circulating fuel supply volume, and selecting the appropriate fuel injection volume according to the current circulating intake air volume, so as to meet the emission requirements and prevent black smoke.

However, in the embodiment of the present invention, when the engine is in the bleed brake state or the first non-bleed brake state, the temperature rise after the intercooler caused by the bleed brake is corrected by the first correction relationship curve. The influence of the fuel injection quantity coefficient can prevent the engine from entering the overheating protection state due to the temperature rise of the intercooler caused by the air-bleed brake, thereby preventing the fuel injection quantity from decreasing. At the same time, the influence of the temperature rise after the intercooler caused by the bleed brake on the smoke-limited fuel injection quantity coefficient is corrected by the second correction relationship curve, which can avoid the engine from being damaged by the temperature rise after the intercooler caused by the bleed brake. Enter the smoke limit state, thereby preventing the reduction of fuel injection volume.

The engine control method provided by the embodiment of the present invention divides the running state of the engine into the leaked braking state, the first non-leaked braking state immediately after the leaked braking, and the second non-leaked braking state. In the dynamic state and the first non-leaked braking state, the temperature fuel injection quantity coefficient after intercooling and the smoke limit fuel injection quantity coefficient are corrected to obtain a suitable fuel injection quantity. The invention solves the problem of torque limitation caused by the deflated brake in the prior art, and realizes the effect of preventing the engine from stalling due to the limited torque that cannot provide sufficient power.

Embodiment two

Fig. 2 is a schematic flow chart of an engine control method provided by Embodiment 2 of the present invention. This embodiment is optimized on the basis of the foregoing embodiments. Specifically, referring to FIG. 2, the method specifically includes the following steps:

S210. Determine the state of the engine according to the state of the bleed brake valve and the temperature after intercooling.

S220. If the engine is in the leaked brake state or the first non-leaked brake state, query the first relationship curve according to the temperature after the intercooler to determine the fuel injection quantity coefficient for the first temperature after the intercooler.

Wherein, the first relational curve is used to store the relationship between the post-intercooler temperature and the fuel injection quantity coefficient of the first post-intercooler temperature.

Specifically, the first relationship curve stores the relationship between the temperature after the intercooler and the fuel injection quantity coefficient of the first temperature after the intercooler when it is not affected by the leaked brake. In the state, the temperature of the intercooler is greatly increased due to the influence of the exhaust brake. At this time, the fuel injection quantity coefficient of the first intercooler temperature obtained from the query cannot be directly used as the intercooler for calculating the fuel injection quantity coefficient of the overheating protection. The temperature fuel injection quantity coefficient needs to be corrected.

S230. Determine the temperature fuel injection quantity coefficient after the intercooler according to the first temperature fuel injection quantity coefficient after the intercooler, the temperature after the intercooler, and the first correction relationship.

Specifically, there are many specific implementation manners of S230, which can be set by those skilled in the art according to actual conditions, and are not limited here. Optionally, S230 specifically includes:

S231. Determine an overheat protection fuel injection quantity correction value corresponding to the temperature after the intercooler according to the temperature after the intercooler and the first correction relationship.

S232. Add the first after-intercooler temperature fuel injection quantity coefficient and the correction value of the post-intercooler temperature fuel injection quantity coefficient to determine the post-intercooler temperature fuel injection quantity coefficient.

It can be understood that by correcting the first intercooler temperature fuel injection quantity coefficient, the error caused by the abnormal rise in the intercooler temperature caused by the leak brake to determine the intercooler temperature fuel injection quantity coefficient can be eliminated, so that The final determined intercooled temperature injection quantity coefficient matches the current torque demand to avoid engine stalling.

It can also be understood that when the temperature of the intercooler is lower than the preset temperature threshold, the engine will not enter the overheating protection state due to the high temperature of the intercooler. After the temperature is too high, it enters the overheating protection state. Therefore, in the first correction curve, for the part where the temperature after intercooling is lower than the preset temperature threshold, the correction value of the fuel injection quantity coefficient after intercooling is equal to 0, and the first temperature fuel injection quantity coefficient after intercooling is equal to the temperature after intercooling Injection quantity coefficient.

S240. If the engine is in the leaked braking state or the first non-leaked braking state, query the second relational curve according to the engine speed and the air intake per cycle to determine the first excess air coefficient.

Wherein, the second relationship curve is used to store the correlation relationship between the engine speed, the intake air amount per cycle and the first excess air coefficient.

Specifically, the second relationship curve stores the relationship between the engine speed, the intake air volume per cycle and the first excess air coefficient when the engine is not affected by the bleed brake. In the state, the temperature after the intercooler is greatly increased by the impact of the bleed brake. At this time, the first excess air coefficient obtained from the query cannot be directly used as the excess air coefficient for calculating the smoke-limited fuel injection quantity coefficient. Make corrections.

S250. Determine the excess air factor according to the first excess air factor, the temperature after intercooling, and the first correction relationship.

Specifically, there are many specific implementation manners of S250, which can be set by those skilled in the art according to actual conditions, and are not limited here. Optionally, the S250 specifically includes:

S251. Query the second relationship curve according to the engine speed and the intake air amount per cycle to determine the first excess air coefficient.

S252. Add the first excess air factor and the excess air factor correction value to determine the excess air factor.

It can be understood that, by correcting the first excess air ratio, the error caused by the abnormal rise in the intercooler temperature caused by the bleed brake to determine the excess air ratio can be eliminated.

S260. Query the third relational curve according to the excess air coefficient and the intake air amount per cycle to determine the smoke-limited fuel injection quantity coefficient.

Wherein, the third relationship curve is used to store the correlation relationship between the excess air coefficient, the intake air quantity per cycle and the smoke-limited fuel injection quantity coefficient.

It can be understood that by using the corrected first excess air coefficient, that is, by using the excess air coefficient to determine the smoke-limited fuel injection quantity coefficient, the smoke-limited fuel injection quantity coefficient finally determined can be matched with the current engine state, This prevents the engine from stalling.

S270. If the engine is in the second non-leaked braking state, determine the first intercooled temperature fuel injection quantity coefficient according to the intercooled temperature query first relationship curve, and determine it as the intercooled temperature fuel injection quantity coefficient.

Wherein, the first relational curve is used to store the relationship between the post-intercooler temperature and the fuel injection quantity coefficient of the first post-intercooler temperature.

Specifically, as mentioned above, the first relationship curve stores the relationship between the temperature after the intercooler and the fuel injection quantity coefficient of the first temperature after the intercooler when the engine is not affected by the leaked brake. state, the higher post-intercooler temperature caused by the vent brake has dropped, and the post-intercooler temperature is no longer affected by the vent brake. At this time, the fuel injection quantity coefficient of the first post-intercooler temperature obtained from the query can be directly used as The temperature fuel injection quantity coefficient after intercooling is used to calculate the fuel injection quantity coefficient for overheating protection, and no correction is required.

S280. Determine the first excess air coefficient according to the engine speed, the intake air amount per cycle, and the second relationship curve, and determine it as the smoke-limited fuel injection quantity coefficient.

Wherein, the second relationship curve is used to store the correlation relationship between the engine speed, the intake air amount per cycle and the first excess air coefficient.

Specifically, as mentioned above, the second relationship curve stores the relationship between the engine speed, the air intake per cycle and the first excess air coefficient when the engine is not affected by the bleed brake. In the state, the temperature after the intercooling is no longer affected by the exhaust brake. At this time, the first excess air coefficient obtained from the query can be directly used as the excess air coefficient for calculating the smoke-limited fuel injection quantity coefficient, and there is no need to correct it.

S290. Query the third relational curve according to the excess air coefficient and the intake air amount per cycle to determine the smoke-limited fuel injection quantity coefficient.

Wherein, the third relationship curve is used to store the correlation relationship between the excess air coefficient, the intake air quantity per cycle and the smoke-limited fuel injection quantity coefficient.

In the engine control method provided by the embodiment of the present invention, the first correction curve is used to correct the first intercooler temperature fuel injection quantity coefficient in the leaked braking state and the first non-leaked braking state to obtain the temperature injection quantity coefficient after intercooling. The fuel quantity coefficient, the excess air coefficient is obtained by correcting the first excess air coefficient through the second correction curve, and then the smoke-limited fuel injection quantity coefficient is determined according to the excess air coefficient, so that the finally obtained temperature fuel injection quantity coefficient after intercooling and The coefficient of smoke-limited fuel injection volume matches the current torque demand, avoiding the reduction of fuel injection volume and too small engine output torque, thereby preventing the engine from stalling due to the torque limit being unable to provide sufficient power.

On the basis of the above technical solution, optionally, the engine control method further includes: limiting the fuel injection quantity according to the engine oil temperature, the cooling water temperature, the fuel temperature, the temperature after the intercooling, and the smoke degree The coefficient determines the fuel injection quantity.

Specifically, the fourth relationship curve can be queried according to the engine oil temperature to obtain the fuel injection quantity coefficient of the engine oil temperature, wherein the fourth relationship curve stores the correlation between the engine oil temperature and the fuel injection quantity coefficient of the engine oil temperature; the fifth relationship curve can be queried according to the cooling water temperature The fuel injection quantity coefficient of the cooling water temperature is obtained, wherein the fifth relationship curve stores the relationship between the cooling water temperature and the fuel injection quantity coefficient of the cooling water temperature; the sixth relationship curve is queried according to the fuel temperature to obtain the fuel injection quantity coefficient of the fuel temperature, wherein, the first The six relationship curves store the relationship between fuel temperature and fuel injection quantity coefficient. Then, the minimum value among the fuel injection quantity coefficient of engine oil temperature, the fuel injection quantity coefficient of cooling water temperature, the fuel injection quantity coefficient of fuel temperature, and the temperature fuel injection quantity coefficient after intercooling is taken as the fuel injection quantity coefficient of overheating protection. Finally, take the smaller one of the fuel injection quantity coefficient for overheating protection and the fuel injection quantity coefficient for smoke limitation as the fuel injection quantity coefficient, and multiply the fuel injection quantity coefficient by the current fuel injection quantity to obtain a new fuel injection quantity, so as to achieve The effect of adjusting the fuel injection quantity according to the engine state in real time.

It should be noted that, the first relational curve, the second relational curve, the third relational curve, the fourth relational curve, the fifth relational curve, the sixth relational curve, the first revised relational curve, and the second revised relational curve are in the art Technologists can obtain it through a large number of tests and experiments, and will not repeat it here.

Embodiment three

Based on the above inventive concept, the embodiment of the present invention also provides an engine control device. Fig. 3 is a schematic structural diagram of an engine control device provided by Embodiment 3 of the present invention. Referring to Figure 3, the device includes:

A state determining module 310, configured to determine the state of the engine according to the state of the bleed brake valve and the temperature after intercooling; wherein, the state of the engine includes a bleed brake state, a first non-bleed brake state and a second non-bleed brake state ;

After-intercooler temperature fuel injection quantity coefficient determination module 320, used to determine the after-intercooler temperature fuel injection quantity according to the temperature after intercooler and the first correction relationship curve when the engine is in the leaked braking state or the first non-bleeded braking state Coefficient; wherein, the first correction relationship curve is used to store the relationship between the temperature after the intercooling and the correction value of the fuel injection quantity coefficient of the temperature after the intercooling;

The smoke-limited fuel injection quantity coefficient determination module 330 is used to, when the engine is in the bleed brake state or the first non-bleed brake state, according to the temperature after the intercooler, the engine speed, the intake air volume per cycle, and the second correction relationship The curve determines the smoke limit fuel injection quantity coefficient; wherein, the second correction relationship curve is used to store the relationship between the temperature after the intercooler and the correction value of the excess air coefficient.

On the basis of the above technical solution, optionally, the state determination module 310 is specifically configured to determine that the engine is in the bleed brake state when the bleed brake valve is open; when the bleed brake valve is closed, Determine whether the temperature after intercooling is greater than or equal to the preset temperature threshold; if not, determine whether the engine is in the second non-leaked braking state; if so, determine whether the rate of change of the temperature after intercooling is greater than or equal to the preset rate of change threshold; if so, determine whether the engine It is in the first non-leaked braking state, otherwise it is determined that the engine is in the second non-leaked braking state.

Optionally, the post-intercooler temperature fuel injection quantity coefficient determining module 320 includes:

The first determination unit is used to determine the first intercooled temperature fuel injection quantity coefficient according to the intercooled temperature query first relationship curve when the engine is in the leaked braking state or the first non-bleeded braking state; wherein, the first The relationship curve is used to store the relationship between the temperature after the intercooler and the fuel injection quantity coefficient of the first temperature after the intercooler;

The first correction unit is used to determine the temperature fuel injection quantity coefficient after intercooling according to the first temperature fuel injection quantity coefficient after intercooling, the temperature after intercooling and the first correction relationship.

Optionally, the first correction unit is specifically used to determine the overheat protection fuel injection quantity correction value corresponding to the temperature after the intercooler according to the temperature after the intercooler and the first correction relationship; Add the correction value of fuel injection quantity coefficient after cooling to determine the temperature fuel injection quantity coefficient after intercooling.

Optionally, the smoke limit fuel injection quantity coefficient determination module 330 specifically includes:

The second determining unit is used to query the second relationship curve according to the engine speed and the intake air volume per cycle to determine the first excess air coefficient when the engine is in the leaked brake state or the first non-leaked brake state; wherein, the second relationship The curve is used to store the relationship between the engine speed, the intake air volume per cycle and the first excess air coefficient;

The second correction unit is used to determine the excess air factor according to the first excess air factor, the temperature after intercooling and the second correction relationship;

The third determining unit is used to query the third relationship curve according to the excess air coefficient and the intake air volume per cycle to determine the smoke limit fuel injection quantity coefficient; wherein the third relationship curve is used to store the excess air coefficient, the intake air volume per cycle and Correlation relation of smoke limit fuel injection quantity coefficient.

Optionally, the second correction unit is specifically configured to determine an excess air coefficient correction value corresponding to the intercooling temperature according to the intercooling temperature and the second correction relationship; add the first excess air coefficient and the excess air coefficient correction value, Determine the excess air factor.

Optionally, the engine control device further includes: a fuel injection quantity determination module, which is used to determine the fuel injection quantity coefficient according to the engine oil temperature, cooling water temperature, fuel temperature, temperature after intercooling, and smoke-limited fuel injection quantity coefficient quantity.

Optionally, the post-intercooler temperature fuel injection quantity coefficient determination module 320 is also used to determine the first post-intercooler temperature fuel injection according to the post-intercooler temperature query first relationship curve when the engine is in the second non-leaked braking state quantity coefficient, and determine it as the temperature fuel injection quantity coefficient after intercooling; wherein, the first relationship curve is used to store the relationship between the temperature after intercooling and the first temperature fuel injection quantity coefficient after intercooling;

The smoke-limited fuel injection quantity coefficient determination module 330 is also used to determine the first excess amount according to the engine speed, the intake air volume per cycle, and the second relationship curve when the engine is in the leaked braking state or the first non-leaked braking state air coefficient, and determine it as the smoke-limited fuel injection quantity coefficient; wherein, the second relationship curve is used to store the relationship between the engine speed, the intake air volume per cycle and the first excess air coefficient; The third relational curve for air volume query determines the coefficient of fuel injection quantity limited by smoke; wherein, the third relational curve is used to store the relationship between the excess air coefficient, the intake air quantity per cycle and the coefficient of fuel injection quantity limited by smoke.

The engine control device provided in the third embodiment of the present invention can be used to execute the engine control method provided in the above embodiments, and has corresponding functions and beneficial effects.

Embodiment Four

Based on the above inventive concept, an embodiment of the present invention also provides a vehicle, which includes: one or more processors; a memory for storing one or more programs; when one or more programs are used by one or more The processor implements the engine control method described in Embodiment 1 and Embodiment 2 when executing.

The processor in the vehicle provided by Embodiment 4 of the present invention can be used to execute the engine control method provided by the above embodiment, and has corresponding functions and beneficial effects.

Note that the above are only preferred embodiments of the present invention and applied technical principles. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described here, and various obvious changes, readjustments, mutual combinations and substitutions can be made by those skilled in the art without departing from the protection scope of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments, and can also include more other equivalent embodiments without departing from the concept of the present invention, and the present invention The scope is determined by the scope of the appended claims.

Claims (7)

1. An engine control method, characterized by comprising:

determining the state of an engine according to the state of the air release brake valve and the temperature after inter-cooling; wherein the states of the engine include a bleeder braking state, a first non-bleeder braking state, and a second non-bleeder braking state;

if the engine is in the air-release braking state or the first non-air-release braking state, determining the oil injection quantity coefficient of the after-intercooling temperature according to the after-intercooling temperature and a first correction relation curve; the first correction relation curve is used for storing the correlation relation between the correction values of the injection quantity coefficients of the post-intercooling temperature and the post-intercooling temperature;

if the engine is in the air-release braking state or the first non-air-release braking state, determining a smoke limit fuel injection quantity coefficient according to the intercooled temperature, the engine speed, the air inflow per cycle and a second correction relation curve; the second correction relation curve is used for storing the correlation relation between the post-intercooling temperature and the excess air coefficient correction value;

the determining the state of the engine according to the state of the bleeder brake valve and the post-intercooling temperature comprises the following steps:

if the state of the air release brake valve is open, determining that the engine is in the air release brake state;

if the state of the air escape brake valve is closed, judging whether the intercooled temperature is greater than or equal to a preset temperature threshold value;

if not, determining that the engine is in the second non-air-leakage braking state;

if yes, judging whether the change rate of the intercooled temperature is larger than or equal to a preset change rate threshold value or not;

if so, determining that the engine is in the first non-deflation braking state, otherwise, determining that the engine is in the second non-deflation braking state;

if the engine is in the bleeder braking state or the first non-bleeder braking state, determining the after-intercooling temperature fuel injection quantity coefficient according to the after-intercooling temperature and the first correction relation curve comprises the following steps:

if the engine is in the air leakage braking state or the first non-air leakage braking state, inquiring a first relation curve according to the after-intercooling temperature to determine a first after-intercooling temperature fuel injection quantity coefficient; the first relation curve is used for storing the correlation between the after-intercooling temperature and the first after-intercooling temperature fuel injection quantity coefficient;

determining the oil injection quantity coefficient of the intercooled temperature according to the first intercooled temperature oil injection quantity coefficient, the intercooled temperature and the first correction relation;

if the engine is in the air-release braking state or the first non-air-release braking state, determining the smoke limit fuel injection quantity coefficient according to the intercooled temperature, the engine speed, the per-cycle air input and a second correction relation curve comprises the following steps:

if the engine is in the air-leakage braking state or the first non-air-leakage braking state, inquiring a second relation curve according to the engine speed and the air inflow per cycle to determine a first excess air coefficient; wherein the second relationship curve is used for storing the correlation among the engine speed, the intake air amount per cycle, and the first excess air ratio;

determining an excess air coefficient according to the first excess air coefficient, the post-intercooling temperature and the second correction relationship;

inquiring a third relation curve according to the excess air coefficient and the air inflow per cycle to determine the smoke intensity limited oil injection quantity coefficient; and the third relation curve is used for storing the correlation among the excess air coefficient, the air inflow per cycle and the smoke limit fuel injection coefficient.

2. The engine control method of claim 1, wherein said determining the after-cold temperature fuel injection quantity coefficient as a function of the first after-cold temperature fuel injection quantity coefficient, the after-cold temperature, and the first correction relationship comprises:

determining an overheating protection fuel injection quantity correction value corresponding to the intercooled temperature according to the intercooled temperature and the first correction relation;

and adding the first intercooled temperature oil injection quantity coefficient and the corrected value of the intercooled temperature oil injection quantity coefficient to determine the intercooled temperature oil injection quantity coefficient.

3. The engine control method according to claim 1, characterized in that the determining an excess air ratio based on the first excess air ratio, the after-cold temperature, and the second correction relationship includes:

determining an excess air coefficient correction value corresponding to the intercooled temperature according to the intercooled temperature and the second correction relation;

and summing the first excess air factor and the excess air factor correction value to determine the excess air factor.

4. The engine control method according to claim 1, characterized by further comprising:

and determining the fuel injection quantity according to the engine oil temperature, the cooling water temperature, the fuel oil temperature, the after-intercooling temperature fuel injection quantity coefficient and the smoke limit fuel injection quantity coefficient.

5. The engine control method according to claim 1, characterized by further comprising:

if the engine is in the second non-air-release braking state, inquiring a first relation curve according to the intercooled temperature to determine a first intercooled temperature oil injection quantity coefficient, and determining the first intercooled temperature oil injection quantity coefficient as the intercooled temperature oil injection quantity coefficient; the first relation curve is used for storing the incidence relation between the after-intercooling temperature and the first after-intercooling temperature fuel injection quantity coefficient;

if the engine is in the second non-air-leakage braking state, determining a first excess air coefficient according to the engine speed, the air inflow per cycle and a second relation curve, and determining the first excess air coefficient as the smoke intensity limited oil injection coefficient; wherein the second relationship curve is used for storing the correlation among the engine speed, the intake air amount per cycle, and the first excess air ratio;

inquiring a third relation curve according to the excess air coefficient and the air inflow per cycle to determine the smoke intensity limited oil injection quantity coefficient; and the third relation curve is used for storing the correlation among the excess air coefficient, the air inflow per cycle and the smoke limit fuel injection coefficient.

6. An engine control apparatus characterized by comprising:

the state determining module is used for determining the state of the engine according to the state of the air-bleed brake valve and the temperature after the air-bleed brake valve is subjected to intercooling; wherein the states of the engine include a bleeder braking state, a first non-bleeder braking state, and a second non-bleeder braking state;

the after-intercooling temperature fuel injection quantity coefficient determining module is used for determining an after-intercooling temperature fuel injection quantity coefficient according to the after-intercooling temperature and a first correction relation curve when the engine is in the air-leakage braking state or the first non-air-leakage braking state; the first correction relation curve is used for storing the correlation relation between the correction values of the injection quantity coefficients of the post-intercooling temperature and the post-intercooling temperature;

the smoke limit fuel injection quantity coefficient determining module is used for determining a smoke limit fuel injection quantity coefficient according to the intercooled temperature, the engine speed, the air inflow per cycle and a second correction relation curve when the engine is in the air-release braking state or the first non-air-release braking state; the second correction relation curve is used for storing the correlation between the post-intercooling temperature and the excess air coefficient correction value;

the state determining module is specifically used for determining that the engine is in the air-release braking state when the air-release braking valve is in the open state; when the air escape brake valve is closed, judging whether the intercooled temperature is greater than or equal to a preset temperature threshold value; if not, determining that the engine is in a second non-air-leakage braking state; if yes, judging whether the change rate of the intercooled temperature is larger than or equal to a preset change rate threshold value or not; if so, determining that the engine is in a first non-deflation braking state, otherwise, determining that the engine is in a second non-deflation braking state;

the after-intercooling temperature fuel injection quantity coefficient determining module comprises:

the first determining unit is used for inquiring a first relation curve according to the intercooled temperature to determine a first intercooled temperature fuel injection quantity coefficient when the engine is in a gas release braking state or a first non-gas release braking state; the first relation curve is used for storing the incidence relation between the after-intercooling temperature and the first after-intercooling temperature fuel injection quantity coefficient;

the first correction unit is used for determining the oil injection quantity coefficient of the post-intercooling temperature according to the first post-intercooling temperature oil injection quantity coefficient, the post-intercooling temperature and the first correction relation;

the smoke limit fuel injection quantity coefficient determining module specifically comprises:

the second determining unit is used for inquiring a second relation curve according to the rotating speed of the engine and the air inflow per cycle to determine a first excess air coefficient when the engine is in an air-bleeding braking state or a first non-air-bleeding braking state; the second relation curve is used for storing the correlation among the engine speed, the air intake amount per cycle and the first excess air coefficient;

the second correction unit is used for determining the excess air coefficient according to the first excess air coefficient, the intercooled temperature and the second correction relation;

the third determining unit is used for inquiring a third relation curve according to the excess air coefficient and the air inflow per cycle to determine a smoke intensity limiting oil injection quantity coefficient; and the third relation curve is used for storing the correlation among the excess air coefficient, the air inflow per cycle and the smoke limit fuel injection coefficient.

7. A vehicle, characterized by comprising:

one or more processors;

a memory for storing one or more programs;

the one or more programs, when executed by the one or more processors, implement the engine control method of any of claims 1-5.

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