WO2015078340A1 - 一种控制发动机怠速转速的方法及设备 - Google Patents

一种控制发动机怠速转速的方法及设备 Download PDF

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Publication number
WO2015078340A1
WO2015078340A1 PCT/CN2014/092016 CN2014092016W WO2015078340A1 WO 2015078340 A1 WO2015078340 A1 WO 2015078340A1 CN 2014092016 W CN2014092016 W CN 2014092016W WO 2015078340 A1 WO2015078340 A1 WO 2015078340A1
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WO
WIPO (PCT)
Prior art keywords
engine
electrical load
intake air
idle
throttle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2014/092016
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English (en)
French (fr)
Inventor
祁克光
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Wuhu Power Technology Research Co Ltd
Chery Automobile Co Ltd
Original Assignee
Wuhu Power Technology Research Co Ltd
Chery Automobile Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Wuhu Power Technology Research Co Ltd, Chery Automobile Co Ltd filed Critical Wuhu Power Technology Research Co Ltd
Priority to RU2016123971A priority Critical patent/RU2678398C1/ru
Priority to UAA201606611A priority patent/UA120700C2/uk
Publication of WO2015078340A1 publication Critical patent/WO2015078340A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/002—Electric control of rotation speed controlling air supply
    • F02D31/003—Electric control of rotation speed controlling air supply for idle speed control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
    • F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/08—Introducing corrections for particular operating conditions for idling
    • F02D41/083—Introducing corrections for particular operating conditions for idling taking into account engine load variation, e.g. air-conditionning
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D43/00—Conjoint electrical control of two or more functions, e.g. ignition, fuel-air mixture, recirculation, supercharging or exhaust-gas treatment
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/045—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions combined with electronic control of other engine functions, e.g. fuel injection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/1502—Digital data processing using one central computing unit
    • F02P5/1508—Digital data processing using one central computing unit with particular means during idling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—Engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/22—Control of the engine output torque by keeping a torque reserve, i.e. with temporarily reduced drive train or engine efficiency
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to the field of automotive electronic control, and in particular to a method and a device for controlling an engine idle speed.
  • Idle speed refers to the operation of the engine of a car without load, that is, an operating state when the engine is idling.
  • the user may turn on or off a large electrical load.
  • the opening or closing of the large electrical load may impact the idle speed of the engine, causing the vehicle body to vibrate or cause the engine to stall, affecting the vehicle.
  • the user feels inside, so it is necessary to control the idle speed of the engine.
  • a method for controlling the idle speed of an engine specifically: when an ECU (Electronic Control Unit) of an automobile receives an opening request of an electrical load, immediately controls the operation of the electrical load, and immediately increases the engine's load.
  • the idle ignition angle cancels the impact of the moment when the electric appliance load is turned on on the idle speed of the engine; after canceling the impact, the ECU adjusts the idle ignition angle of the engine to the torque reserve ignition angle, and adjusts the actual engine speed to the target speed. And maintain the target speed to stabilize the engine's idle speed and avoid the vibration of the body.
  • the engine's idle ignition angle is maintained at the torque reserve ignition angle, while the engine's fuel combustion efficiency is lower at the torque reserve ignition angle, thus increasing the fuel consumption.
  • embodiments of the present invention provide a method and apparatus for controlling engine idle speed.
  • the technical solution is as follows:
  • a method of controlling an engine idle speed comprising:
  • the electrical load is a relay-controlled electrical load
  • the relay that controls the electrical load is pulled to control the electrical load to work
  • the method further includes:
  • the method further includes:
  • a relay that controls the electrical load is disconnected to control the electrical load to stop working;
  • the electrical load is a non-relay controlled electrical load, immediately controlling the electrical load to work;
  • the speed ignition angle is equal to the optimal ignition angle, increasing the intake air amount of the throttle valve to increase the actual engine speed, and stopping to increase the intake air amount of the throttle valve when the actual engine speed is equal to the first target idle speed .
  • the method further includes:
  • the method further includes:
  • an apparatus for controlling an engine idle speed comprising:
  • a first receiving module configured to receive an opening request of an electrical load
  • a first adjustment module configured to control the electrical load operation, adjust an idle ignition angle of the engine to an optimal ignition angle, and adjust an intake air amount of the throttle to adjust an actual rotational speed of the engine until the engine The actual rotational speed is equal to the first target idle speed to stop adjusting the intake air amount of the throttle.
  • the first adjustment module includes:
  • a first control unit configured to: if the electrical load is a relay-controlled electrical load, control a relay of the electrical load to pull in to control the electrical load to work;
  • a first increasing unit for immediately increasing an idle firing angle of the engine to an optimal firing angle and reducing an intake air amount of the throttle until the actual rotational speed of the engine is equal to the first target idle speed Stop reducing the amount of intake air of the throttle.
  • the device further includes:
  • a reduction module for gradually reducing an idle firing angle of the engine from a current optimal firing angle to a torque reserve firing angle, and increasing an intake air amount of the throttle to increase an actual rotational speed of the engine until the The actual rotational speed of the engine is equal to the first target idle speed to stop increasing the intake air amount of the throttle.
  • the device further includes: a second receiving module and a second adjusting module, where the second adjusting module includes a second control unit, a reducing unit, and a second adding unit;
  • the second receiving module is configured to receive a shutdown request of the electrical load
  • the second control unit is configured to control a relay of the electrical load to be disconnected to control the electrical load to stop working;
  • the reducing unit is configured to reduce an idle firing angle of the engine to reduce an actual rotational speed of the engine, and stop reducing an idle firing angle of the engine when an actual rotational speed of the engine is equal to a second target idle speed ;
  • the second increasing unit is configured to gradually increase an idle firing angle of the engine to an optimal firing angle while reducing an intake air amount of the throttle until the actual rotational speed of the engine is equal to a second target idle speed The intake air amount of the throttle is reduced.
  • the first adjustment module includes:
  • a third control unit configured to immediately control the electrical load operation if the electrical load is a non-relay controlled electrical load
  • a third increasing unit if the resistance torque generated by the electrical load changes from small to large, keeping the idle ignition angle of the engine equal to the optimal ignition angle, increasing the intake air amount of the throttle to increase the engine
  • the actual rotational speed stops increasing the intake air amount of the throttle valve until the actual rotational speed of the engine is equal to the first target idle speed.
  • the third increasing unit is further configured to reduce an idle ignition angle of the engine and an intake air amount of the throttle valve if a resistance torque generated by the electrical load changes from large to small, until the The actual rotational speed of the engine is equal to the first target idle speed to stop reducing the idle firing angle of the engine and the intake air amount of the throttle.
  • the device further includes:
  • a third receiving module configured to receive a shutdown request of the electrical load
  • control module configured to control the electrical load to stop working
  • An increasing module for gradually increasing an idle firing angle of the engine to an optimal firing angle while reducing an intake air amount of the throttle until the actual rotational speed of the engine is equal to a second target idle speed The amount of intake air for the throttle.
  • an apparatus for controlling an engine idle speed comprising:
  • a memory for storing the processor executable instructions
  • the processor is configured to execute the following instructions:
  • the idle ignition angle of the engine is adjusted to the optimal ignition angle during the operation of the electrical load, thereby ensuring the highest fuel combustion efficiency when the engine is idling, and at the same time adjusting the throttle to stabilize the idle speed of the engine.
  • the amount of intake air until the actual engine speed is equal to the first target idle speed avoids vehicle shake.
  • Embodiment 1 is a flow chart of a method for controlling an engine idle speed according to Embodiment 1 of the present invention
  • FIG. 2 is a flow chart of a method for controlling an engine idle speed according to Embodiment 2 of the present invention
  • FIG. 3 is a graph showing an idle firing angle and torque according to a second embodiment of the present invention.
  • FIG. 4 is a schematic diagram of a control system for a relay-controlled electrical load according to Embodiment 3 of the present invention.
  • Embodiment 2 of the present invention is a schematic diagram of control of an electrical load provided by Embodiment 2 of the present invention.
  • FIG. 6 is a schematic diagram of a non-relay controlled electrical load control system according to a second embodiment of the present invention.
  • FIG. 7 is a schematic structural diagram of an apparatus for controlling an idle speed of an engine according to Embodiment 3 of the present invention.
  • Embodiments of the present invention provide a method of controlling an engine idle speed. Referring to FIG. 1, the method includes:
  • Step 101 Receive an open request of an electrical load
  • Step 102 Control the electrical load operation, adjust the idle ignition angle of the engine to the optimal ignition angle, and adjust the intake air amount of the throttle to adjust the actual engine speed until the actual engine speed is equal to the first target idle speed. The amount of intake air for the throttle.
  • the intake air volume of the valve including:
  • the electrical load is a relay-controlled electrical load
  • the relay that controls the electrical load is pulled in to control the electrical load to work
  • the idle ignition angle of the engine is immediately increased to the optimum ignition angle, and the intake air amount of the throttle valve is decreased until the actual engine speed is equal to the first target idle speed to stop reducing the intake air amount of the throttle valve.
  • the method further includes:
  • the method further includes:
  • the relay that controls the load of the electrical appliance is disconnected to control the electrical load to stop working;
  • the intake air volume of the valve including:
  • the electrical load is a non-relay-controlled electrical load, immediately control the electrical load to work;
  • the angle is equal to the optimum ignition angle, and the intake air amount of the throttle valve is increased to increase the actual engine speed until the actual engine speed is equal to the first target idle speed to stop increasing the intake air amount of the throttle valve.
  • the method further comprises:
  • the idle ignition angle of the engine and the intake air amount of the throttle are reduced until the actual engine speed is equal to the first target idle speed to stop reducing the idle ignition angle of the engine and The amount of intake air for the throttle.
  • the method further includes:
  • the idle ignition angle of the engine is adjusted to the optimal ignition angle during the operation of the electrical load, thereby ensuring the highest fuel combustion efficiency when the engine is idling, and at the same time adjusting the throttle to stabilize the idle speed of the engine.
  • the amount of intake air until the actual engine speed is equal to the first target idle speed avoids vehicle shake.
  • Embodiments of the present invention provide a method of controlling an engine idle speed. Referring to FIG. 2, the method includes:
  • Step 201 The ECU receives an opening request of the electrical load
  • the user when the user wants to open the electrical load, the user can submit an open request to the ECU through the switch of the electrical load.
  • the open request can also be submitted to the ECU by other means.
  • the electrical load is power steering
  • a preset steering angle can be set for the opening of the power steering, and when the ECU detects that the steering angle of the power steering is equal to the preset
  • the steering angle it is determined that the user needs to turn on the power steering and trigger the opening request of the power steering.
  • the difference between the preset steering angle and the maximum steering angle of the power steering is as large as possible, but the preset steering angle cannot be set smaller, and the slight adjustment of the steering wheel is prevented to cause the power steering to open.
  • the preset steering angle can be 30 degrees.
  • the electrical load may be an electrical load or a plurality of electrical loads, and the electrical load may be an electrical load controlled by a relay or an electrical load controlled by a non-relay, which is not specifically described in this embodiment of the present invention. limited.
  • Step 202 Determine whether the electrical load is a relay-controlled electrical load, and if so, proceed to step 203, otherwise, perform step 205;
  • Step 203 The ECU gradually reduces the idle ignition angle of the engine from the current optimal ignition angle to the torque reserve ignition angle, and increases the intake air amount of the throttle to increase the actual engine speed until the actual engine speed is equal to the first Stop increasing the intake air amount of the throttle when the target is idling;
  • the step is specifically: the engine The idle ignition angle is gradually reduced from the current optimal ignition angle, and the intake air amount of the throttle is increased; the actual engine speed is obtained, and the actual engine speed is compared with the first target idle speed, if the actual engine speed is not Equal to the first target idle speed, continue to reduce the idle ignition angle of the engine, and continue to increase the intake air amount of the throttle; if the actual engine speed is equal to the first target idle speed and the engine idle ignition angle is equal to the torque reserve ignition angle, then remain The idle ignition angle of the engine is equal to the ignition reserve ignition angle, and the intake air amount of the throttle valve is stopped, and the intake air amount of the throttle valve is kept constant.
  • the specific operation of gradually decreasing the idle ignition angle of the engine from the current optimal ignition angle to the torque reserve ignition angle is: when the crankshaft of the engine is rotated by an angle of 180 degrees, the ECU reduces the idle ignition angle of the engine.
  • the firing angle is preset until the engine's idle firing angle is reduced to the torque reserve firing angle.
  • the engine The actual speed is equal to the first target idle speed, so the speed of adjusting the idle speed of the engine is greater than the speed of adjusting the intake air amount of the throttle to ensure that the actual engine is guaranteed when the idle ignition angle of the engine is equal to the torque reserve ignition angle.
  • the speed is equal to the first target idle speed.
  • the idle ignition angle of the engine when the crankshaft of the engine rotates by an angle of 180 degrees, the idle ignition angle of the engine is decreased by a preset ignition angle, and finally the idle ignition angle of the engine may not be accurately reduced to the torque reserve ignition angle, so in the present invention
  • the ECU subtracts the reduced idle ignition angle from the torque reserve ignition angle to obtain a firing angle difference. If the ignition angle difference is less than the preset firing angle, Then stop reducing the idle ignition angle of the engine. If the ignition angle difference is greater than or equal to the preset ignition angle, the ECU continues to reduce the idle ignition angle of the engine to a preset ignition angle when the crankshaft of the engine is rotated by an additional angle of 180 degrees. .
  • Figure 3 is the relationship between the idle firing angle and the torque, as can be seen from the curve, When the engine torque is maximum, the engine's idle ignition angle is at the optimal ignition angle, and the engine's idle ignition angle is at the optimal ignition angle.
  • the fuel combustion efficiency is the highest, so as can be seen from Figure 3, when the engine When the torque is maximum, the fuel is burned most efficiently when the vehicle is at idle speed.
  • the ECU is controlled before the ECU controls the relay of the electrical load.
  • First establish the torque reserve that is, reduce the idle ignition angle of the engine to the torque reserve ignition angle, and ensure that the instantaneous ignition angle of the engine is immediately increased to the optimal ignition angle at the instant of the relay of the electrical load.
  • the relay has an impact on the engine; at the same time, when the idle igniting angle of the engine is reduced, the intake air amount of the throttle valve is increased until the actual engine speed is equal to the first target idle speed, and the idle speed of the engine is stabilized to prevent the vehicle body from being Jitter, improving the user experience.
  • Step 204 The ECU controls the relay of the electrical load to pull in to control the electrical load operation, and step 206 is performed;
  • the ECU sends a control signal to the relay of the electrical load to control the relay of the electrical load to control the electrical load operation.
  • Step 205 The ECU immediately controls the electrical load operation, and step 206 is performed;
  • the ECU immediately sends control information to the electrical load to control the electrical load to work immediately.
  • Step 206 Adjust the idle ignition angle of the engine to the optimal ignition angle, and adjust the intake air amount of the throttle valve to increase the actual engine speed until the actual engine speed is equal to the first target idle speed to stop adjusting the intake air of the throttle valve. the amount;
  • the electrical load may be an electrical load controlled by a relay, or may be an electrical load controlled by a non-relay, as shown in FIG. 5, the electrical load controlled by the relay may be an electrical load such as an air conditioner or a headlight, and a non-relay.
  • the controlled electrical load can be an electrical load such as power steering.
  • the specific implementation process of this step is different. Therefore, the specific implementation process of this step is respectively described below for the two electrical loads.
  • this step specifically: automatically increasing the idle ignition angle of the engine to the optimal ignition angle, and reducing the intake air amount of the throttle until the actual engine speed is equal to The first target stops decreasing the intake air amount of the throttle when idling.
  • the change of the idle speed of the engine depends only on the intake air amount of the throttle, and the ECU acquires the actual rotational speed of the engine, and the actual rotational speed of the engine and the first target idle speed. Compare if the actual engine speed is not equal to the first target ⁇ At the speed, the intake air amount of the throttle valve is continuously decreased; if the actual engine speed is equal to the first target idle speed, the intake air amount of the throttle valve is stopped to be kept constant, so that the actual engine speed is maintained at the first target idle speed.
  • the ECU reduces the idle ignition angle of the engine to the torque reserve ignition angle and the actual rotational speed of the engine is equal to the first target idle speed; when the electrical load is large At the moment when the relay of the electrical load is pulled in, the impact on the idle speed of the engine is large, and in severe cases, the idle speed of the engine is reduced more, and the engine may be turned off, so the relay of the electrical load is sucked.
  • the ECU slows down the engine's idle ignition angle to the optimal ignition angle to slow down the impact of the relay of the electrical load on the engine, and reduces the intake air volume of the throttle to make the actual engine speed equal.
  • the first target idles thereby stabilizing the idle speed of the engine, avoiding the impact of the relay of the electrical load on the engine, and improving the user experience.
  • the electrical load is a non-relay-controlled electrical load
  • the user when the user needs to open the electrical load, the user applies a force to the electrical load, so that the resistance torque generated by the electrical load changes from small to large, and when the ECU detects
  • the opening request of the electrical load is triggered, after which the resistance torque generated by the electrical load continues to increase and starts to work; and when the user needs to turn off the electrical load
  • the user applies a force to the electrical load to change the resistance torque generated by the electrical load from large to small, and triggers the electrical load when the ECU detects that the resistance torque generated by the electrical load decreases to a second predetermined value.
  • the shutdown request the electrical load stops working.
  • the user in order to turn on the power steering, the user is required to apply a force to the power steering to increase the steering angle of the power steering, and when the ECU detects that the steering angle of the power steering increases to a preset steering At the corner, the resistance torque generated by the power steering increases to a first preset value, at which time the opening request for the power steering is triggered; and in order to turn off the power steering, the user is required to apply a force to the power steering to reduce the steering of the power steering.
  • the angle when the ECU detects that the steering angle of the power steering is reduced to the closing steering angle, the resistance torque generated by the power steering is also reduced to a second preset value, at which time the power steering turn off request is triggered.
  • the preset steering angle and the closing steering angle are both set in advance, and the preset steering angle and the closing steering angle may be equal or may not be equal. Make specific limits.
  • the first preset value and the second preset value are also set in advance, and the first preset value and the second preset value may be equal or not equal.
  • the preset steering angle is equal to the closed steering angle
  • the first A preset value is equal to the second preset value
  • the preset steering angle is not the same as the closing steering angle
  • the first preset value is not equal to the second preset value, and the embodiment of the present invention also does not specifically limit the same.
  • the step is specifically: if the resistance torque generated by the electrical load changes from small to large, keeping the idle ignition angle of the engine equal to the optimal ignition angle, increasing the intake air amount of the throttle to increase the actuality of the engine.
  • the rotational speed stops increasing the intake air amount of the throttle valve until the actual engine speed is equal to the first target idle speed.
  • the electrical load is a non-relay-controlled electrical load
  • the resistance torque generated by the electrical load gradually changes from small to large. Therefore, the moment when the electrical load is operated does not suddenly impact the engine.
  • the intake air volume of the throttle valve can offset the impact of the electrical load on the engine at the moment of operation. Therefore, keeping the engine's idle ignition angle equal to the optimal ignition angle makes the fuel combustion efficiency of the engine idle at the highest, reducing fuel consumption.
  • the idle ignition angle of the engine and the intake air amount of the throttle are reduced until the actual rotational speed of the engine is equal to the first When the target is idling, stop reducing the idle ignition angle of the engine and the intake air amount of the throttle to prepare for the shutdown of the electrical load.
  • the electrical load is power steering
  • the steering angle of the power steering changes from small to large
  • the resistance torque generated by the electrical load changes from small to large
  • the steering angle of the power steering changes from large to small
  • the ECU when the user turns on the electrical load, the ECU can control the idle speed of the engine through the above steps; when the user turns off the open electrical load, the ECU can control the idle speed of the engine by the following steps.
  • Step 207 The ECU receives a shutdown request of the electrical load
  • Step 208 The ECU controls the electrical load to stop working, adjusts the idle ignition angle to the optimal ignition angle, and reduces the intake air amount of the throttle to reduce the actual engine speed until the actual engine speed is equal to the second target idle speed. Stop reducing the amount of intake air in the throttle.
  • the second target idle speed is less than or equal to the first target idle speed.
  • the difference between the second target idle speed and the first target idle speed is a preset value.
  • the specific implementation process of this step is different for the relay-controlled electrical load and the non-relay-controlled electrical load. Therefore, the specific implementation process of this step is separately described below for the two electrical loads.
  • the ECU controls the electrical negative.
  • the relay is disconnected to control the electrical load to stop working, reduce the idle ignition angle of the engine to reduce the actual engine speed, and stop reducing the idle ignition angle of the engine until the actual engine speed is equal to the second target idle speed, and Reducing the idle igniting angle of the engine can offset the impact of the electrical load closing moment on the engine idle speed. Thereafter, the idle ignition angle of the engine is gradually increased to the optimum ignition angle, and the intake air amount of the throttle valve is decreased, and the intake air amount of the throttle valve is stopped to decrease when the actual engine speed is equal to the second target idle speed.
  • the specific operation of reducing the idle ignition angle of the engine to reduce the actual rotational speed of the engine until the actual rotational speed of the engine is equal to the second target idle speed to stop reducing the idle ignition angle of the engine is: reducing the idle ignition angle of the engine, And obtaining the actual rotational speed of the engine, if the actual rotational speed of the engine is not equal to the second target idle speed, continue to reduce the idle ignition angle of the engine; if the actual rotational speed of the engine is equal to the second target idle speed, stop reducing the idle ignition angle of the engine.
  • the idle ignition angle of the engine is gradually increased to the optimal ignition angle to prevent other electrical load from opening to the engine.
  • the impact of the idle speed also ensures the highest fuel combustion efficiency when the engine is idling; and increases the idle ignition angle of the engine while reducing the intake air amount of the throttle until the actual engine speed is equal to the second target idle speed, stabilizing the engine idle speed The speed, in turn, avoids changes in the engine's idle firing angle, which affects the engine's idle speed and causes the engine to stall.
  • the electrical load is a non-relay-controlled electrical load
  • the ECU gradually increases the idle firing angle to the optimal firing angle, and The intake air amount of the throttle valve is decreased until the actual engine speed is equal to the second target idle speed to stop reducing the intake air amount of the throttle valve.
  • the idle speed of the engine is controlled by PI (Percentage Integration) closed loop control.
  • the idle ignition angle of the engine is reduced from the current optimal ignition angle to the torque reserve ignition angle before the relay is engaged, in the relay.
  • the idle ignition angle of the engine is immediately increased to the optimal ignition angle, offsetting the impact of the relay of the electrical load on the idle speed of the engine, and ensuring the highest fuel combustion efficiency when the engine is idling; and reducing the throttle
  • the intake air amount is such that the actual engine speed is equal to the first target idle speed, and the idle speed of the engine is stabilized; at the moment when the relay is turned off, the idle ignition angle of the engine is reduced to offset the impact on the engine idle speed and the engine is made Actual speed, etc.
  • the idle speed of the engine is stabilized, and then the idle ignition angle of the engine is increased to the optimum ignition angle to prevent the impact of the idle speed of the engine when other electrical loads are opened.
  • the electrical load is a non-relay-controlled electrical load, adjusting the intake air amount of the throttle to offset the impact on the engine idle speed when controlling the electrical load operation and the torque of the electrical load changes from small to large, in the electrical appliance During the load operation, keep the idle ignition angle of the engine as the optimum ignition angle, ensure the highest fuel combustion efficiency when the engine is idling, and adjust the intake air amount of the throttle to stabilize the idle speed of the engine;
  • When changing from large to small simultaneously reduce the idle ignition angle of the engine and the intake air amount of the throttle valve, when the electrical load stops working, increase the idle ignition angle of the engine to the optimal ignition angle, and continue to reduce the throttle
  • the amount of intake air is used to counteract the impact on the engine idle speed and prevent the impact of the idle speed on the engine when other electrical loads are turned on.
  • an embodiment of the present invention provides an apparatus for controlling an idle speed of an engine, the apparatus comprising:
  • a first receiving module 301 configured to receive an opening request of an electrical load
  • the first adjustment module 302 is configured to control the electrical load operation, adjust the idle ignition angle of the engine to an optimal ignition angle, and adjust the intake air amount of the throttle to adjust the actual engine speed until the actual engine speed is equal to the first Stop adjusting the intake air amount of the throttle when the target is idling.
  • the first adjustment module 302 includes:
  • a first control unit configured to control a relay of the electrical load to control an electrical load if the electrical load is an electrical load controlled by the relay;
  • a first increasing unit for immediately increasing an idle ignition angle of the engine to an optimal firing angle and reducing an intake air amount of the throttle valve until the actual engine speed is equal to the first target idle speed to stop reducing the intake air of the throttle valve the amount.
  • the device further includes:
  • a reduction module for gradually reducing the idle ignition angle of the engine from the current optimal ignition angle to the torque reserve ignition angle, and increasing the intake air amount of the throttle valve to increase the actual engine speed until the actual engine speed is equal to the first Stop increasing the intake air amount of the throttle when the target is idling.
  • the device further includes: a second receiving module and a second adjusting module, where the second adjusting module includes a second control unit, a reducing unit, and a second adding unit;
  • the second receiving module is configured to receive a shutdown request of the electrical load
  • the second control unit is configured to control a relay of the electrical load to be disconnected to control the electrical load to stop working;
  • the reducing unit is configured to reduce an idle firing angle of the engine to reduce an actual engine speed, and stop reducing the idle speed of the engine when the actual engine speed is equal to the second target idle speed;
  • the second increasing unit is configured to gradually increase the idle firing angle of the engine to the optimal firing angle, and reduce the intake air amount of the throttle valve until the actual engine speed is equal to the second target idle speed to stop reducing the throttle valve Gas volume.
  • the first adjustment module 302 includes:
  • a third control unit if the electrical load is a non-relay-controlled electrical load, immediately controlling the electrical load to work;
  • a third increasing unit if the resistance torque generated by the electrical load changes from small to large, keeping the idle ignition angle of the engine equal to the optimal ignition angle, increasing the intake air amount of the throttle to increase the actual engine speed, The increase in the intake air amount of the throttle valve is stopped until the actual engine speed is equal to the first target idle speed.
  • the third increasing unit is further configured to reduce an idle ignition angle of the engine and an intake air amount of the throttle valve if the resistance torque generated by the electrical load changes from large to small until the actual rotational speed of the engine is equal to the first When the target idles, the idle ignition angle of the engine and the intake air amount of the throttle are stopped.
  • the device further includes:
  • a third receiving module configured to receive a shutdown request of the electrical load
  • control module configured to control the electrical load to stop working
  • the module is added to gradually increase the idle ignition angle of the engine to the optimal ignition angle, and reduce the intake air amount of the throttle valve until the actual engine speed is equal to the second target idle speed to stop reducing the intake air amount of the throttle valve.
  • the idle ignition angle of the engine is adjusted to the optimal ignition angle during the operation of the electrical load, thereby ensuring the highest fuel combustion efficiency when the engine is idling, and at the same time adjusting the throttle to stabilize the idle speed of the engine.
  • the amount of intake air until the actual speed of the engine is equal to the first target idle speed.
  • the idle ignition angle of the engine is adjusted to the optimal ignition angle, which can offset the impact on the engine when other electrical loads are working, and at the same time reduce the intake air amount of the throttle to stabilize the idle speed of the engine and avoid The jitter of the vehicle.
  • the device for controlling the idle speed of the engine provided by the above embodiment is controlled to be launched. In the idle speed of the machine, only the division of the above functional modules is illustrated. In practical applications, the above function assignment can be completed by different functional modules as needed, that is, the internal structure of the device is divided into different functional modules, Complete all or part of the functions described above.
  • the device for controlling the idle speed of the engine provided by the above embodiment is the same as the method for controlling the idle speed of the engine. The specific implementation process is described in detail in the method embodiment, and details are not described herein again.
  • An embodiment of the present invention provides an apparatus for controlling an idle speed of an engine, the apparatus comprising:
  • a memory for storing processor executable instructions
  • the processor is configured to execute the following instructions:
  • Control the electrical load operation adjust the idle ignition angle of the engine to the optimal ignition angle, and adjust the intake air amount of the throttle to adjust the actual engine speed until the actual engine speed is equal to the first target idle speed to stop adjusting the throttle The amount of intake air.
  • the intake air volume of the valve including:
  • the electrical load is a relay-controlled electrical load
  • the relay that controls the electrical load is pulled in to control the electrical load to work
  • the idle ignition angle of the engine is immediately increased to the optimum ignition angle, and the intake air amount of the throttle valve is decreased until the actual engine speed is equal to the first target idle speed to stop reducing the intake air amount of the throttle valve.
  • the method further includes:
  • the method further includes:
  • the relay that controls the load of the electrical appliance is disconnected to control the electrical load to stop working;
  • the intake air volume of the valve including:
  • the electrical load is a non-relay-controlled electrical load, immediately control the electrical load to work;
  • the method further comprises:
  • the idle ignition angle of the engine and the intake air amount of the throttle are reduced until the actual engine speed is equal to the first target idle speed to stop reducing the idle ignition angle of the engine and The amount of intake air for the throttle.
  • the method further includes:
  • the idle ignition angle of the engine is adjusted to the optimal ignition angle during the operation of the electrical load, thereby ensuring the highest fuel combustion efficiency when the engine is idling, and at the same time adjusting the throttle to stabilize the idle speed of the engine.
  • the amount of intake air until the actual speed of the engine is equal to the first target idle speed.
  • the idle ignition angle of the engine is adjusted to the optimal ignition angle, which can offset the impact on the engine when other electrical loads are working, and at the same time reduce the intake air amount of the throttle to stabilize the idle speed of the engine and avoid The jitter of the vehicle.
  • the embodiment of the present invention further provides a computer readable storage medium, which may be a computer readable storage medium included in the memory in the foregoing embodiment, or may exist separately.
  • Computer readable storage media not incorporated into the terminal.
  • the non-transitory computer readable storage medium may be a ROM, a RAM (Random Access Memory, random) Access memory), CD-ROM (Compact Disc Read-Only Memory), magnetic tape, floppy disk, and optical data storage device.
  • the computer readable storage medium stores one or more programs that are used by one or more processors to perform a method of controlling engine idle speed, the method comprising:
  • Control the electrical load operation adjust the idle ignition angle of the engine to the optimal ignition angle, and adjust the intake air amount of the throttle to adjust the actual engine speed until the actual engine speed is equal to the first target idle speed to stop adjusting the throttle The amount of intake air.
  • the intake air volume of the valve including:
  • the electrical load is a relay-controlled electrical load
  • the relay that controls the electrical load is pulled in to control the electrical load to work
  • the idle ignition angle of the engine is immediately increased to the optimum ignition angle, and the intake air amount of the throttle valve is decreased until the actual engine speed is equal to the first target idle speed to stop reducing the intake air amount of the throttle valve.
  • the method further includes:
  • the method further includes:
  • the relay that controls the load of the electrical appliance is disconnected to control the electrical load to stop working;
  • the intake air volume of the valve including:
  • the electrical load is a non-relay-controlled electrical load, immediately control the electrical load to work;
  • the method further comprises:
  • the idle ignition angle of the engine and the intake air amount of the throttle are reduced until the actual engine speed is equal to the first target idle speed to stop reducing the idle ignition angle of the engine and The amount of intake air for the throttle.
  • the method further includes:
  • the idle ignition angle of the engine is adjusted to the optimal ignition angle during the operation of the electrical load, thereby ensuring the highest fuel combustion efficiency when the engine is idling, and at the same time adjusting the throttle to stabilize the idle speed of the engine.
  • the amount of intake air until the actual speed of the engine is equal to the first target idle speed.
  • the idle ignition angle of the engine is adjusted to the optimal ignition angle, which can offset the impact on the engine when other electrical loads are working, and at the same time reduce the intake air amount of the throttle to stabilize the idle speed of the engine and avoid The jitter of the vehicle.
  • a person skilled in the art may understand that all or part of the steps of implementing the above embodiments may be completed by hardware, or may be instructed by a program to execute related hardware, and the program may be stored in a computer readable storage medium.
  • the storage medium mentioned may be a read only memory, a magnetic disk or an optical disk or the like.

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Abstract

一种控制发动机怠速转速的方法，包括接收电器负载的打开请求；控制电器负载工作，将发动机的怠速点火角调整为最佳点火角，以及调整节气门的进气量以调整发动机的实际转速，直至发动机的实际转速等于第一目标怠速时停止调整节气门的进气量。通过该方法保证了发动机怠速时油料燃烧效率最高，降低了油料的消耗。还公开了一种控制发动机怠速转速的设备。

Description

一种控制发动机怠速转速的方法及设备
本申请要求于2013年11月26日提交中国专利局、申请号为201310616227.4、发明名称为“一种控制发动机怠速转速的方法及设备”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及汽车电子控制领域，特别涉及一种控制发动机怠速转速的方法及设备。
背景技术
怠速是指汽车的发动机在无负载的情况下进行运转，也即是，发动机空转时的一种工作状态。而当发动机处于怠速状态时，用户可能会开启或关闭某个大电器负载，该大电器负载的开启或关闭会对发动机的怠速转速存在冲击，使该汽车的车身振动或者导致发动机熄火，影响车内用户的感受，所以需要对发动机的怠速转速进行控制。
目前，提供了一种控制发动机怠速转速的方法，具体为：当汽车的ECU(Electronic Control Unit，电子控制单元)接收到电器负载的打开请求时，立即控制该电器负载工作，并立即增加发动机的怠速点火角，以抵消该电器负载打开的瞬间对发动机的怠速转速的冲击；当抵消冲击之后，ECU将发动机的怠速点火角调整为扭矩储备点火角，以及将发动机的实际转速调整为目标转速，并维持在目标转速，以稳定发动机的怠速，避免车身的振动。
在实现本发明的过程中，发明人发现现有技术至少存在以下问题：
在电器负载工作过程中，发动机的怠速点火角维持在扭矩储备点火角，而在扭矩储备点火角时发动机的油料燃烧效率较低，如此，增加了油料的消耗。
发明内容
为了解决现有技术的问题，本发明实施例提供了一种控制发动机怠速转速的方法及设备。所述技术方案如下：
一方面，提供了一种控制发动机怠速转速的方法，所述方法包括：
接收电器负载的打开请求；
控制所述电器负载工作，将所述发动机的怠速点火角调整为最佳点火角，以及调整节气门的进气量以调整所述发动机的实际转速，直至所述发动机的实际转速等于第一目标怠速时停止调整所述节气门的进气量。
其中，所述控制所述电器负载工作，将所述发动机的怠速点火角调整为最佳点火角，以及调整节气门的进气量以调整所述发动机的实际转速，直至所述发动机的实际转速等于第一目标怠速时停止调整所述节气门的进气量，包括：
如果所述电器负载为继电器控制的电器负载，则控制所述电器负载的继电器吸合，以控制所述电器负载工作；
将所述发动机的怠速点火角立即增加到最佳点火角，并减小所述节气门的进气量，直至所述发动机的实际转速等于所述第一目标怠速时停止减小所述节气门的进气量。
进一步地，所述控制所述电器负载的继电器吸合之前，还包括：
将所述发动机的怠速点火角从当前的最佳点火角逐渐减小到扭矩储备点火角，以及增加节气门的进气量以增加所述发动机的实际转速，直至所述发动机的实际转速等于第一目标怠速时停止增加所述节气门的进气量。
其中，所述停止调整所述节气门的进气量之后，还包括：
接收所述电器负载的关闭请求；
控制所述电器负载的继电器断开，以控制所述电器负载停止工作；
减小所述发动机的怠速点火角以减小所述发动机的实际转速，直至所述发动机的实际转速等于第二目标怠速时停止减小所述发动机的怠速点火角；
逐渐增加所述发动机的怠速点火角至最佳点火角，同时减小所述节气门的进气量，直至所述发动机的实际转速等于第二目标怠速时停止减小所述节气门的进气量。
其中，所述控制所述电器负载工作，将所述发动机的怠速点火角调整为最佳点火角，以及调整节气门的进气量以调整所述发动机的实际转速，直至所述发动机的实际转速等于第一目标怠速时停止调整所述节气门的进气量，包括：
如果所述电器负载为非继电器控制的电器负载，则立即控制所述电器负载工作；
如果所述电器负载产生的阻力扭矩由小到大变化，则保持所述发动机的怠 速点火角等于最佳点火角不变，增加节气门的进气量以增加所述发动机的实际转速，直至所述发动机的实际转速等于第一目标怠速时停止增加所述节气门的进气量。
优选地，所述立即控制所述电器负载工作之后，还包括：
如果所述电器负载产生的阻力扭矩由大到小变化，则减小所述发动机的怠速点火角和所述节气门的进气量，直至所述发动机的实际转速等于所述第一目标怠速时停止减小所述发动机的怠速点火角和所述节气门的进气量。
进一步地，所述停止调整所述节气门的进气量之后，还包括：
接收所述电器负载的关闭请求；
控制所述电器负载停止工作；
逐渐增加所述发动机的怠速点火角至最佳点火角，同时减小所述节气门的进气量，直至所述发动机的实际转速等于第二目标怠速时停止减小所述节气门的进气量。
另一方面，提供了一种控制发动机怠速转速的设备，所述设备包括：
第一接收模块，用于接收电器负载的打开请求；
第一调整模块，用于控制所述电器负载工作，将所述发动机的怠速点火角调整为最佳点火角，以及调整节气门的进气量以调整所述发动机的实际转速，直至所述发动机的实际转速等于第一目标怠速时停止调整所述节气门的进气量。
其中，所述第一调整模块包括：
第一控制单元，用于如果所述电器负载为继电器控制的电器负载，则控制所述电器负载的继电器吸合，以控制所述电器负载工作；
第一增加单元，用于将所述发动机的怠速点火角立即增加到最佳点火角，并减小所述节气门的进气量，直至所述发动机的实际转速等于所述第一目标怠速时停止减小所述节气门的进气量。
进一步地，所述设备还包括：
减小模块，用于将所述发动机的怠速点火角从当前的最佳点火角逐渐减小到扭矩储备点火角，以及增加节气门的进气量以增加所述发动机的实际转速，直至所述发动机的实际转速等于第一目标怠速时停止增加所述节气门的进气量。
其中，所述设备还包括：第二接收模块和第二调整模块，所述第二调整模块包括第二控制单元、减小单元和第二增加单元；
所述第二接收模块，用于接收所述电器负载的关闭请求；
所述第二控制单元，用于控制所述电器负载的继电器断开，以控制所述电器负载停止工作；
所述减小单元，用于减小所述发动机的怠速点火角以减小所述发动机的实际转速，直至所述发动机的实际转速等于第二目标怠速时停止减小所述发动机的怠速点火角；
所述第二增加单元，用于逐渐增加所述发动机的怠速点火角至最佳点火角，同时减小所述节气门的进气量，直至所述发动机的实际转速等于第二目标怠速时停止减小所述节气门的进气量。
其中，所述第一调整模块包括：
第三控制单元，用于如果所述电器负载为非继电器控制的电器负载，则立即控制所述电器负载工作；
第三增加单元，用于如果所述电器负载产生的阻力扭矩由小到大变化，保持所述发动机的怠速点火角等于最佳点火角不变，增加节气门的进气量以增加所述发动机的实际转速，直至所述发动机的实际转速等于第一目标怠速时停止增加所述节气门的进气量。
优选地，所述第三增加单元，还用于如果所述电器负载产生的阻力扭矩由大到小变化，则减小所述发动机的怠速点火角和所述节气门的进气量，直至所述发动机的实际转速等于所述第一目标怠速时停止减小所述发动机的怠速点火角和所述节气门的进气量。
进一步地，所述设备还包括：
第三接收模块，用于接收所述电器负载的关闭请求；
控制模块，用于控制所述电器负载停止工作；
增加模块，用于逐渐增加所述发动机的怠速点火角至最佳点火角，同时减小所述节气门的进气量，直至所述发动机的实际转速等于第二目标怠速时停止减小所述节气门的进气量。
再一方面，提供了一种控制发动机怠速转速的设备，所述设备包括：
处理器；
用于存储所述处理器可执行指令的存储器；
其中，所述处理器用于执行下述指令：
接收电器负载的打开请求；
控制所述电器负载工作，将所述发动机的怠速点火角调整为最佳点火角，以及调整节气门的进气量以调整所述发动机的实际转速，直至所述发动机的实际转速等于第一目标怠速时停止调整所述节气门的进气量。
在本发明实施例中，在电器负载工作过程中，将发动机的怠速点火角调整为最佳点火角，保证了发动机怠速时的油料燃烧效率最高，并且为了稳定发动机的怠速，同时调整节气门的进气量，直至发动机的实际转速等于第一目标怠速，避免了车辆的抖动。
附图说明
为了更清楚地说明本发明实施例中的技术方案，下面将对实施例描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1是本发明实施例一提供的一种控制发动机怠速转速的方法流程图；
图2是本发明实施例二提供的一种控制发动机怠速转速的方法流程图；
图3是本发明实施例二提供的一种怠速点火角与扭矩的曲线图；
图4是本发明实施例三提供的一种继电器控制的电器负载的控制系统示意图；
图5是本发明实施例二提供的一种电器负载的控制原理图；
图6是本发明实施例二提供的一种非继电器控制的电器负载的控制系统示意图；
图7是本发明实施例三提供的一种控制发动机怠速转速的设备结构示意图。
具体实施方式
为使本发明的目的、技术方案和优点更加清楚，下面将结合附图对本发明实施方式作进一步地详细描述。
实施例一
本发明实施例提供了一种控制发动机怠速转速的方法，参见图1，该方法包括：
步骤101：接收电器负载的打开请求；
步骤102：控制该电器负载工作，将发动机的怠速点火角调整为最佳点火角，以及调整节气门的进气量以调整发动机的实际转速，直至发动机的实际转速等于第一目标怠速时停止调整节气门的进气量。
其中，控制该电器负载工作，将发动机的怠速点火角调整为最佳点火角，以及调整节气门的进气量以调整发动机的实际转速，直至发动机的实际转速等于第一目标怠速时停止调整节气门的进气量，包括：
如果该电器负载为继电器控制的电器负载，则控制该电器负载的继电器吸合，以控制该电器负载工作；
将发动机的怠速点火角立即增加到最佳点火角，并减小节气门的进气量，直至发动机的实际转速等于第一目标怠速时停止减小节气门的进气量。
进一步地，控制该电器负载的继电器吸合之前，还包括：
将发动机的怠速点火角从当前的最佳点火角逐渐减小到扭矩储备点火角，以及增加节气门的进气量以增加发动机的实际转速，直至发动机的实际转速等于第一目标怠速时停止增加节气门的进气量。
其中，停止调整节气门的进气量之后，还包括：
接收该电器负载的关闭请求；
控制该电器负载的继电器断开，以控制该电器负载停止工作；
减小发动机的怠速点火角以减小发动机的实际转速，直至发动机的实际转速等于第二目标怠速时停止减小发动机的怠速点火角；
逐渐增加发动机的怠速点火角至最佳点火角，同时减小节气门的进气量，直至发动机的实际转速等于第二目标怠速时停止减小节气门的进气量。
其中，控制该电器负载工作，将发动机的怠速点火角调整为最佳点火角，以及调整节气门的进气量以调整发动机的实际转速，直至发动机的实际转速等于第一目标怠速时停止调整节气门的进气量，包括：
如果该电器负载为非继电器控制的电器负载，则立即控制该电器负载工作；
如果该电器负载产生的阻力扭矩由小到大变化，则保持发动机的怠速点火 角等于最佳点火角不变，增加节气门的进气量以增加发动机的实际转速，直至发动机的实际转速等于第一目标怠速时停止增加节气门的进气量。
优选地，立即控制该电器负载工作之后，还包括：
如果该电器负载产生的阻力扭矩由大到小变化，则减小发动机的怠速点火角和节气门的进气量，直至发动机的实际转速等于第一目标怠速时停止减小发动机的怠速点火角和节气门的进气量。
进一步地，停止调整该节气门的进气量之后，还包括：
接收该电器负载的关闭请求；
控制该电器负载停止工作；
逐渐增加发动机的怠速点火角至最佳点火角，同时减小节气门的进气量，直至发动机的实际转速等于第二目标怠速时停止减小节气门的进气量。
在本发明实施例中，在电器负载工作过程中，将发动机的怠速点火角调整为最佳点火角，保证了发动机怠速时的油料燃烧效率最高，并且为了稳定发动机的怠速，同时调整节气门的进气量，直至发动机的实际转速等于第一目标怠速，避免了车辆的抖动。
实施例二
本发明实施例提供了一种控制发动机怠速转速的方法，参见图2，该方法包括：
步骤201：ECU接收电器负载的打开请求；
其中，当用户想要打开电器负载时，该用户可以通过该电器负载的开关，向ECU提交打开请求。当然，还可以通过其他的方式向ECU提交打开请求，比如，当该电器负载为助力转向时，可以为助力转向的打开设置预设转向角，当ECU检测到该助力转向的转向角等于该预设转向角时，则确定用户需要打开助力转向，并触发助力转向的打开请求。优选地，预设转向角与助力转向的最大转向角之间的差值尽可能的大，但也不能将预设转向角设置的较小，避免方向盘轻微调整造成该助力转向打开的误操作，例如，预设转向角可以为30度。
其中，该电器负载可以为一个电器负载，也可以为多个电器负载，且该电器负载可以为继电器控制的电器负载，也可以为非继电器控制的电器负载，本发明实施例对此不做具体限定。
步骤202：判断该电器负载是否为继电器控制的电器负载，如果是，则执行步骤203，否则，执行步骤205；
步骤203：ECU将发动机的怠速点火角从当前的最佳点火角逐渐减小到扭矩储备点火角，以及增加节气门的进气量，以增加发动机的实际转速，直至发动机的实际转速等于第一目标怠速时停止增加节气门的进气量；
其中，由于发动机的怠速点火角和节气门的进气量影响发动机的实际转速，所以，需要同时调节发动机的怠速点火角和节气门的进气量，参见图4，本步骤具体为：将发动机的怠速点火角从当前的最佳点火角逐渐减小，同时增加节气门的进气量；获取发动机的实际转速，并将发动机的实际转速与第一目标怠速进行比较，如果发动机的实际转速不等于第一目标怠速，则继续减小发动机的怠速点火角，以及继续增加节气门的进气量；如果发动机的实际转速等于第一目标怠速且发动机的怠速点火角等于扭矩储备点火角，则保持发动机的怠速点火角等于扭矩储备点火角不变，以及停止增加节气门的进气量，保持节气门的进气量不变。
优选地，将发动机的怠速点火角从当前的最佳点火角逐渐减小到扭矩储备点火角的具体操作为：当发动机的曲轴每转动180度的角度时，ECU将发动机的怠速点火角减小预设点火角，直至将发动机的怠速点火角减小到扭矩储备点火角。
由于同时调节发动机的怠速点火角和节气门的进气量时，在发动机的怠速点火角减小至扭矩储备点火角的过程中，不确定需要将节气门的进气量增加到多少时，发动机的实际转速等于第一目标怠速，所以，调整发动机的怠速点火角的速度大于调整节气门的进气量的速度，以确保在发动机的怠速点火角等于扭矩储备点火角时，刚好保证发动机的实际转速等于第一目标怠速。
其中，当发动机的曲轴每转动180度的角度时，将发动机的怠速点火角减小预设点火角，可能最后将发动机的怠速点火角不能准确地减小到扭矩储备点火角，所以在本发明实施例中，当ECU将发动机减小预设点火角后，该ECU将减小后的怠速点火角减去扭矩储备点火角，得到点火角差值，如果点火角差值小于预设点火角，则停止减小发动机的怠速点火角，如果点火角差值大于或等于预设点火角，则当发动机的曲轴再转动180度的角度时，ECU继续将发动机的怠速点火角减小预设点火角。
其中，图3为怠速点火角与扭矩之间的关系曲线，从该曲线中可以看出， 当发动机扭矩最大时，发动机的怠速点火角处于最佳点火角，而发动机的怠速点火角处于最佳点火角时，车辆处于怠速时油料燃烧的效率最高，因此从图3可以看出，当发动机扭矩最大时，车辆处于怠速时油料燃烧的效率最高。
另外，为了防止电器负载对发动机怠速转速的冲击，并且发动机怠速点火角对扭矩的干预快于节气门的进气量对扭矩的干预，因此，在ECU控制该电器负载的继电器吸合之前，ECU先建立扭矩储备，即，将发动机的怠速点火角减小到扭矩储备点火角，保证在该电器负载的继电器吸合的瞬间，通过将发动机的怠速点火角立即增加到最佳点火角，来抵消该继电器对发动机的冲击；同时，在减小发动机的怠速点火角时，增加节气门的进气量，直至发动机的实际转速等于第一目标怠速，稳定了发动机的怠速转速，防止该车辆车身的抖动，提高了用户的使用体验。
步骤204：ECU控制该电器负载的继电器吸合，以控制该电器负载工作，执行步骤206；
具体地，ECU向该电器负载的继电器发送控制信号，控制该电器负载的继电器吸合，以控制该电器负载工作。
步骤205：ECU立即控制该电器负载工作，执行步骤206；
具体地，ECU立即向该电器负载发送控制信息，控制该电器负载立即工作。
步骤206：将发动机的怠速点火角调整为最佳点火角，以及调整节气门的进气量，以增加发动机的实际转速，直至发动机的实际转速等于第一目标怠速时停止调整节气门的进气量；
在本发明实施例中，电器负载可以为继电器控制的电器负载，还可以为非继电器控制的电器负载，如图5所示，继电器控制的电器负载可以为空调和大灯等电器负载，非继电器控制的电器负载可以为助力转向等电器负载。对于继电器控制的电器负载和非继电器控制的电器负载，本步骤具体的实施过程不同，因此，下面针对这两种电器负载，分别介绍本步骤的具体实施过程。
如果该电器负载为继电器控制的电器负载，参见图4，本步骤具体为：将发动机的怠速点火角立即增加到最佳点火角，并减小节气门的进气量，直至发动机的实际转速等于第一目标怠速时停止减小节气门的进气量。
其中，当发动机的怠速点火角立即增加到最佳点火角时，发动机的怠速转速的变换只取决于节气门的进气量，ECU获取发动机的实际转速，将发动机的实际转速与第一目标怠速进行比较，如果发动机的实际转速不等于第一目标怠 速，则继续减小节气门的进气量；如果发动机的实际转速等于第一目标怠速，则停止减小节气门的进气量不变，使发动机的实际转速保持第一目标怠速不变。
需要补充说明的是，由于控制该电器负载的继电器吸合之前，ECU将该发动机的怠速点火角减小到扭矩储备点火角且发动机的实际转速等于第一目标怠速；当该电器负载较大时，在该电器负载的继电器吸合的瞬间对发动机的怠速转速冲击较大，严重时会导致发动机的怠速转速降低的较多，可能还会导致发动机熄火，所以在该电器负载的继电器吸合的瞬间，ECU通过将发动机的怠速点火角立即增加到最佳点火角，来减缓该电器负载的继电器吸合瞬间对发动机的冲击，并且通过减小节气门的进气量，使发动机的实际转速等于第一目标怠速，进而稳定发动机的怠速转速，避免该电器负载的继电器吸合瞬间对发动机的冲击，提高用户的使用体验。
如果该电器负载为非继电器控制的电器负载，则当用户需要打开该电器负载时，用户向该电器负载施加作用力，使该电器负载产生的阻力扭矩由小到大变化，且当ECU检测到该电器负载产生的阻力扭矩增大到第一预设数值时，触发该电器负载的打开请求，之后，该电器负载产生的阻力扭矩继续增大并开始工作；而当用户需要关闭该电器负载时，用户向该电器负载施加作用力，使该电器负载产生的阻力扭矩从大到小变化，且当ECU检测到该电器负载产生的阻力扭矩减小到第二预设数值时，触发该电器负载的关闭请求，该电器负载停止工作。比如，该电器负载为助力转向，那么，为了打开助力转向，需要用户向助力转向施加作用力，以增大助力转向的转向角，而当ECU检测到助力转向的转向角增大到预设转向角时，助力转向产生的阻力扭矩增大到第一预设数值，此时，触发助力转向的打开请求；而为了关闭助力转向，需要用户向助力转向施加作用力，以减小助力转向的转向角，当ECU检测到助力转向的转向角减小到关闭转向角时，助力转向产生的阻力扭矩也减小到第二预设数值，此时，触发助力转向的关闭请求。
需要说明的是，在本发明实施例中，预设转向角与关闭转向角都是事先设置的，且预设转向角与关闭转向角可以相等，也可以不相等，本发明实施例对此不做具体限定。而第一预设数值和第二预设数值也是事先设置的，且第一预设数值与第二预设数值可以相等，也可以不相等，当预设转向角与关闭转向角相等时，第一预设数值与第二预设数值相等，当预设转向角与关闭转向角不相 等时，第一预设数值与第二预设数值也不相等，本发明实施例对此同样不做具体限定。
参见图6，本步骤具体为：如果该电器负载产生的阻力扭矩由小到大变化，则保持发动机的怠速点火角等于最佳点火角不变，增加节气门的进气量以增加发动机的实际转速，直至发动机的实际转速等于第一目标怠速时停止增加节气门的进气量。
需要补充说明的是，如果该电器负载为非继电器控制的电器负载，该电器负载产生的阻力扭矩从小到大逐渐变化，因此，该电器负载工作的瞬间不会突然对发动机产生冲击，此时通过节气门的进气量就可以抵消掉该电器负载工作的瞬间对发动机的冲击，所以，保持发动机的怠速点火角等于最佳点火角，使发动机怠速时的油料燃烧效率最高，降低油耗。
进一步地，如果电器负载产生的阻力扭矩由大到小变化，则确定该电器负载即将关闭，此时，减小发动机的怠速点火角和节气门的进气量，直至发动机的实际转速等于第一目标怠速时停止减小发动机的怠速点火角和节气门的进气量，以为该电器负载的关闭做准备。
其中，如果该电器负载为助力转向，则当助力转向的转向角由小到大变化时，则确定该电器负载产生的阻力扭矩由小到大变化；当助力转向的转向角由大到小变化时，则确定该电器负载产生的阻力扭矩由大到小变化。
其中，当用户打开电器负载时，ECU可以通过上述步骤控制发动机的怠速转速；当用户关闭打开的电器负载时，ECU可以通过如下的步骤控制发动机的怠速转速。
步骤207：ECU接收该电器负载的关闭请求；
步骤208：ECU控制该电器负载停止工作，将怠速点火角调整为最佳点火角，并减小节气门的进气量以减小发动机的实际转速，直至发动机的实际转速等于第二目标怠速时停止减小节气门的进气量。
其中，第二目标怠速小于或等于第一目标怠速，当第二目标怠速小于第一目标怠速时，第二目标怠速与第一目标怠速之间的差值为预设数值。另外，在本发明实施例中，对于继电器控制的电器负载和非继电器控制的电器负载，本步骤具体的实施过程不同，因此，下面针对这两种电器负载，分别介绍本步骤的具体实施过程。
如果该电器负载为继电器控制的电器负载，参见图4，ECU控制该电器负 载的继电器断开，以控制该电器负载停止工作，减小发动机的怠速点火角以减小发动机的实际转速，直至发动机的实际转速等于第二目标怠速时停止减小发动机的怠速点火角，并且减小发动机的怠速点火角可以抵消该电器负载关闭瞬间对发动机怠速转速的冲击。之后，逐渐增加发动机的怠速点火角至最佳点火角，同时减小节气门的进气量，直至发动机的实际转速等于第二目标怠速时停止减小节气门的进气量。
优选地，减小发动机的怠速点火角以减小发动机的实际转速，直至发动机的实际转速等于第二目标怠速时停止减小发动机的怠速点火角的具体操作为：减小发动机的怠速点火角，并获取发动机的实际转速，如果发动机的实际转速不等于第二目标怠速，则继续减小发动机的怠速点火角；如果发动机的实际转速等于第二目标怠速，则停止减小发动机的怠速点火角。
需要补充说明的是，当减小发动机的怠速点火角直至发动机的实际转速等于第二目标怠速之后，逐渐增加发动机的怠速点火角至最佳点火角，以防止其他的电器负载打开时对发动机的怠速转速的冲击，还保证发动机怠速时的油料燃烧效率最高；并且，增加发动机的怠速点火角的同时减小节气门的进气量，直至发动机的实际转速等于第二目标怠速，稳定发动机的怠速转速，进而避免发动机的怠速点火角的变化，对发动机的怠速转速的影响导致发动机熄火。
如果该电器负载为非继电器控制的电器负载，基于步骤206中为该电器负载关闭做的准备，参见图6，控制该电器负载停止工作，ECU将怠速点火角逐渐增加到最佳点火角，并减小节气门的进气量，直至发动机的实际转速等于第二目标怠速时停止减小节气门的进气量。
其中，当助力转向的转角小于预设转向角时，则确定关闭该助力转向。
其中，在本发明实施中对发动机的怠速转速进行控制时，采用PI(Percentage Integration；比例积分)闭环控制来实现。
在本发明实施例中，如果该电器负载为继电器控制的电器负载，则在该继电器吸合之前，将发动机的怠速点火角从当前的最佳点火角减小到扭矩储备点火角，在该继电器吸合的瞬间，将发动机的怠速点火角立即增加至最佳点火角，抵消该电器负载的继电器对发动机的怠速转速的冲击，并且保证发动机怠速时的油料燃烧效率最高；同时减小节气门的进气量，使发动机的实际转速等于第一目标怠速，稳定了发动机的怠速转速；在该继电器断开的瞬间，减小发动机的怠速点火角，以抵消对发动机怠速转速的冲击，并且使发动机的实际转速等 于第二目标怠速，稳定了发动机的怠速转速，随后又开始将发动机的怠速点火角增加到最佳点火角，以防止其他的电器负载打开时对发动机的怠速转速的冲击。如果该电器负载为非继电器控制的电器负载，则在控制该电器负载工作且该电器负载的扭矩从小到大变化时，调整节气门的进气量，抵消对发动机怠速转速的冲击，在该电器负载工作的过程中，保持发动机的怠速点火角为最佳点火角不变，保证发动机怠速时油料燃烧效率最高，并且调整节气门的进气量，稳定发动机的怠速转速；在该电器负载的扭矩从大到小变化时，同时减小发动机的怠速点火角和节气门的进气量，在该电器负载停止工作时，将发动机的怠速点火角增加到最佳点火角，并继续减小节气门的进气量，以抵消对发动机怠速转速的冲击，并防止其他的电器负载打开时对发动机的怠速转速的冲击。
实施例三
参见图7，本发明实施例提供了一种控制发动机怠速转速的设备，该设备包括：
第一接收模块301，用于接收电器负载的打开请求；
第一调整模块302，用于控制该电器负载工作，将发动机的怠速点火角调整为最佳点火角，以及调整节气门的进气量以调整发动机的实际转速，直至发动机的实际转速等于第一目标怠速时停止调整节气门的进气量。
其中，第一调整模块302包括：
第一控制单元，用于如果该电器负载为继电器控制的电器负载，则控制该电器负载的继电器吸合，以控制电器负载工作；
第一增加单元，用于将发动机的怠速点火角立即增加到最佳点火角，并减小节气门的进气量，直至发动机的实际转速等于第一目标怠速时停止减小节气门的进气量。
进一步地，该设备还包括：
减小模块，用于将发动机的怠速点火角从当前的最佳点火角逐渐减小到扭矩储备点火角，以及增加节气门的进气量以增加发动机的实际转速，直至发动机的实际转速等于第一目标怠速时停止增加节气门的进气量。
其中，该设备还包括：第二接收模块和第二调整模块，所述第二调整模块包括第二控制单元、减小单元和第二增加单元；
所述第二接收模块，用于接收该电器负载的关闭请求；
所述第二控制单元，用于控制该电器负载的继电器断开，以控制该电器负载停止工作；
所述减小单元，用于减小发动机的怠速点火角以减小发动机的实际转速，直至发动机的实际转速等于第二目标怠速时停止减小发动机的怠速点火角；
所述第二增加单元，用于逐渐增加发动机的怠速点火角至最佳点火角，同时减小节气门的进气量，直至发动机的实际转速等于第二目标怠速时停止减小节气门的进气量。
其中，第一调整模块302包括：
第三控制单元，用于如果该电器负载为非继电器控制的电器负载，则立即控制该电器负载工作；
第三增加单元，用于如果该电器负载产生的阻力扭矩由小到大变化，则保持发动机的怠速点火角等于最佳点火角不变，增加节气门的进气量以增加发动机的实际转速，直至发动机的实际转速等于第一目标怠速时停止增加节气门的进气量。
优选地，所述第三增加单元，还用于如果该电器负载产生的阻力扭矩由大到小变化，则减小发动机的怠速点火角和节气门的进气量，直至发动机的实际转速等于第一目标怠速时停止减小发动机的怠速点火角和节气门的进气量。
进一步地，该设备还包括：
第三接收模块，用于接收该电器负载的关闭请求；
控制模块，用于控制该电器负载停止工作；
增加模块，用于逐渐增加发动机的怠速点火角至最佳点火角，同时减小节气门的进气量，直至发动机的实际转速等于第二目标怠速时停止减小节气门的进气量。
在本发明实施例中，在电器负载工作过程中，将发动机的怠速点火角调整为最佳点火角，保证了发动机怠速时的油料燃烧效率最高，并且为了稳定发动机的怠速，同时调整节气门的进气量，直至发动机的实际转速等于第一目标怠速。在电器负载停止工作之后，将发动机的怠速点火角调整为最佳点火角，当其他电器负载工作时可以抵消对发动机的冲击，并且同时减小节气门的进气量，稳定发动机的怠速，避免了车辆的抖动。
需要说明的是：上述实施例提供的控制发动机怠速转速的设备在控制发动 机的怠速转速时，仅以上述各功能模块的划分进行举例说明，实际应用中，可以根据需要而将上述功能分配由不同的功能模块完成，即将设备的内部结构划分成不同的功能模块，以完成以上描述的全部或者部分功能。另外，上述实施例提供的控制发动机的怠速转速的设备与控制发动机的怠速转速的方法实施例属于同一构思，其具体实现过程详见方法实施例，这里不再赘述。
实施例四
本发明实施例提供了一种控制发动机怠速转速的设备，该设备包括：
处理器；
用于存储处理器可执行指令的存储器；
其中，该处理器用于执行下述指令：
接收电器负载的打开请求；
控制该电器负载工作，将发动机的怠速点火角调整为最佳点火角，以及调整节气门的进气量以调整发动机的实际转速，直至发动机的实际转速等于第一目标怠速时停止调整节气门的进气量。
其中，控制该电器负载工作，将发动机的怠速点火角调整为最佳点火角，以及调整节气门的进气量以调整发动机的实际转速，直至发动机的实际转速等于第一目标怠速时停止调整节气门的进气量，包括：
如果该电器负载为继电器控制的电器负载，则控制该电器负载的继电器吸合，以控制该电器负载工作；
将发动机的怠速点火角立即增加到最佳点火角，并减小节气门的进气量，直至发动机的实际转速等于第一目标怠速时停止减小节气门的进气量。
进一步地，控制该电器负载的继电器吸合之前，还包括：
将发动机的怠速点火角从当前的最佳点火角逐渐减小到扭矩储备点火角，以及增加节气门的进气量以增加发动机的实际转速，直至发动机的实际转速等于第一目标怠速时停止增加节气门的进气量。
其中，停止调整节气门的进气量之后，还包括：
接收该电器负载的关闭请求；
控制该电器负载的继电器断开，以控制该电器负载停止工作；
减小发动机的怠速点火角以减小发动机的实际转速，直至发动机的实际转速等于第二目标怠速时停止减小发动机的怠速点火角；
逐渐增加发动机的怠速点火角至最佳点火角，同时减小节气门的进气量，直至发动机的实际转速等于第二目标怠速时停止减小节气门的进气量。
其中，控制该电器负载工作，将发动机的怠速点火角调整为最佳点火角，以及调整节气门的进气量以调整发动机的实际转速，直至发动机的实际转速等于第一目标怠速时停止调整节气门的进气量，包括：
如果该电器负载为非继电器控制的电器负载，则立即控制该电器负载工作；
如果该电器负载产生的阻力扭矩由小到大变化，则保持发动机的怠速点火角等于最佳点火角不变，增加节气门的进气量以增加发动机的实际转速，直至发动机的实际转速等于第一目标怠速时停止增加节气门的进气量。
优选地，立即控制该电器负载工作之后，还包括：
如果该电器负载产生的阻力扭矩由大到小变化，则减小发动机的怠速点火角和节气门的进气量，直至发动机的实际转速等于第一目标怠速时停止减小发动机的怠速点火角和节气门的进气量。
进一步地，停止调整该节气门的进气量之后，还包括：
接收该电器负载的关闭请求；
控制该电器负载停止工作；
逐渐增加发动机的怠速点火角至最佳点火角，同时减小节气门的进气量，直至发动机的实际转速等于第二目标怠速时停止减小节气门的进气量。
在本发明实施例中，在电器负载工作过程中，将发动机的怠速点火角调整为最佳点火角，保证了发动机怠速时的油料燃烧效率最高，并且为了稳定发动机的怠速，同时调整节气门的进气量，直至发动机的实际转速等于第一目标怠速。在电器负载停止工作之后，将发动机的怠速点火角调整为最佳点火角，当其他电器负载工作时可以抵消对发动机的冲击，并且同时减小节气门的进气量，稳定发动机的怠速，避免了车辆的抖动。
实施例五
作为另一方面，本发明实施例还提供了一种计算机可读存储介质，该计算机可读存储介质可以是上述实施例中的存储器中所包含的计算机可读存储介质；也可以是单独存在，未装配入终端中的计算机可读存储介质。例如，该非临时性计算机可读存储介质可以是ROM、RAM(Random Access Memory,随机 存取存储器)、CD-ROM(Compact Disc Read-Only Memory,光盘只读存储器)、磁带、软盘和光数据存储设备等。另外，该计算机可读存储介质存储有一个或者一个以上程序，该一个或者一个以上程序被一个或者一个以上的处理器用来执行一种控制发动机怠速转速的方法，所述方法包括：
接收电器负载的打开请求；
控制该电器负载工作，将发动机的怠速点火角调整为最佳点火角，以及调整节气门的进气量以调整发动机的实际转速，直至发动机的实际转速等于第一目标怠速时停止调整节气门的进气量。
其中，控制该电器负载工作，将发动机的怠速点火角调整为最佳点火角，以及调整节气门的进气量以调整发动机的实际转速，直至发动机的实际转速等于第一目标怠速时停止调整节气门的进气量，包括：
如果该电器负载为继电器控制的电器负载，则控制该电器负载的继电器吸合，以控制该电器负载工作；
将发动机的怠速点火角立即增加到最佳点火角，并减小节气门的进气量，直至发动机的实际转速等于第一目标怠速时停止减小节气门的进气量。
进一步地，控制该电器负载的继电器吸合之前，还包括：
将发动机的怠速点火角从当前的最佳点火角逐渐减小到扭矩储备点火角，以及增加节气门的进气量以增加发动机的实际转速，直至发动机的实际转速等于第一目标怠速时停止增加节气门的进气量。
其中，停止调整节气门的进气量之后，还包括：
接收该电器负载的关闭请求；
控制该电器负载的继电器断开，以控制该电器负载停止工作；
减小发动机的怠速点火角以减小发动机的实际转速，直至发动机的实际转速等于第二目标怠速时停止减小发动机的怠速点火角；
逐渐增加发动机的怠速点火角至最佳点火角，同时减小节气门的进气量，直至发动机的实际转速等于第二目标怠速时停止减小节气门的进气量。
其中，控制该电器负载工作，将发动机的怠速点火角调整为最佳点火角，以及调整节气门的进气量以调整发动机的实际转速，直至发动机的实际转速等于第一目标怠速时停止调整节气门的进气量，包括：
如果该电器负载为非继电器控制的电器负载，则立即控制该电器负载工作；
如果该电器负载产生的阻力扭矩由小到大变化，则保持发动机的怠速点火角等于最佳点火角不变，增加节气门的进气量以增加发动机的实际转速，直至发动机的实际转速等于第一目标怠速时停止增加节气门的进气量。
优选地，立即控制该电器负载工作之后，还包括：
如果该电器负载产生的阻力扭矩由大到小变化，则减小发动机的怠速点火角和节气门的进气量，直至发动机的实际转速等于第一目标怠速时停止减小发动机的怠速点火角和节气门的进气量。
进一步地，停止调整该节气门的进气量之后，还包括：
接收该电器负载的关闭请求；
控制该电器负载停止工作；
逐渐增加发动机的怠速点火角至最佳点火角，同时减小节气门的进气量，直至发动机的实际转速等于第二目标怠速时停止减小节气门的进气量。
在本发明实施例中，在电器负载工作过程中，将发动机的怠速点火角调整为最佳点火角，保证了发动机怠速时的油料燃烧效率最高，并且为了稳定发动机的怠速，同时调整节气门的进气量，直至发动机的实际转速等于第一目标怠速。在电器负载停止工作之后，将发动机的怠速点火角调整为最佳点火角，当其他电器负载工作时可以抵消对发动机的冲击，并且同时减小节气门的进气量，稳定发动机的怠速，避免了车辆的抖动。
上述本发明实施例序号仅仅为了描述，不代表实施例的优劣。
本领域普通技术人员可以理解实现上述实施例的全部或部分步骤可以通过硬件来完成，也可以通过程序来指令相关的硬件完成，所述的程序可以存储于一种计算机可读存储介质中，上述提到的存储介质可以是只读存储器，磁盘或光盘等。
以上所述仅为本发明的较佳实施例，并不用以限制本发明，凡在本发明的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本发明的保护范围之内。

Claims (15)

  1. 一种控制发动机怠速转速的方法，其特征在于，所述方法包括：
    接收电器负载的打开请求；
    控制所述电器负载工作，将所述发动机的怠速点火角调整为最佳点火角，以及调整节气门的进气量以调整所述发动机的实际转速，直至所述发动机的实际转速等于第一目标怠速时停止调整所述节气门的进气量。
  2. 如权利要求1所述的方法，其特征在于，所述控制所述电器负载工作，将所述发动机的怠速点火角调整为最佳点火角，以及调整节气门的进气量以调整所述发动机的实际转速，直至所述发动机的实际转速等于第一目标怠速时停止调整所述节气门的进气量，包括：
    如果所述电器负载为继电器控制的电器负载，则控制所述电器负载的继电器吸合，以控制所述电器负载工作；
    将所述发动机的怠速点火角立即增加到最佳点火角，并减小所述节气门的进气量，直至所述发动机的实际转速等于所述第一目标怠速时停止减小所述节气门的进气量。
  3. 如权利要求2所述的方法，其特征在于，所述控制所述电器负载的继电器吸合之前，还包括：
    将所述发动机的怠速点火角从当前的最佳点火角逐渐减小到扭矩储备点火角，以及增加节气门的进气量以增加所述发动机的实际转速，直至所述发动机的实际转速等于第一目标怠速时停止增加所述节气门的进气量。
  4. 如权利要求1-3任一权利要求所述的方法，其特征在于，所述停止调整所述节气门的进气量之后，还包括：
    接收所述电器负载的关闭请求；
    控制所述电器负载的继电器断开，以控制所述电器负载停止工作；
    减小所述发动机的怠速点火角以减小所述发动机的实际转速，直至所述发动机的实际转速等于第二目标怠速时停止减小所述发动机的怠速点火角；
    逐渐增加所述发动机的怠速点火角至最佳点火角，同时减小所述节气门的 进气量，直至所述发动机的实际转速等于第二目标怠速时停止减小所述节气门的进气量。
  5. 如权利要求1所述的方法，其特征在于，所述控制所述电器负载工作，将所述发动机的怠速点火角调整为最佳点火角，以及调整节气门的进气量以调整所述发动机的实际转速，直至所述发动机的实际转速等于第一目标怠速时停止调整所述节气门的进气量，包括：
    如果所述电器负载为非继电器控制的电器负载，则立即控制所述电器负载工作；
    如果所述电器负载产生的阻力扭矩由小到大变化，保持所述发动机的怠速点火角等于最佳点火角不变，增加节气门的进气量以增加所述发动机的实际转速，直至所述发动机的实际转速等于第一目标怠速时停止增加所述节气门的进气量。
  6. 如权利要求5所述的方法，其特征在于，所述立即控制所述电器负载工作之后，还包括：
    如果所述电器负载产生的阻力扭矩由大到小变化，则减小所述发动机的怠速点火角和所述节气门的进气量，直至所述发动机的实际转速等于所述第一目标怠速时停止减小所述发动机的怠速点火角和所述节气门的进气量。
  7. 如权利要求6所述的方法，其特征在于，所述停止调整所述节气门的进气量之后，还包括：
    接收所述电器负载的关闭请求；
    控制所述电器负载停止工作；
    逐渐增加所述发动机的怠速点火角至最佳点火角，同时减小所述节气门的进气量，直至所述发动机的实际转速等于第二目标怠速时停止减小所述节气门的进气量。
  8. 一种控制发动机怠速转速的设备，其特征在于，所述设备包括：
    第一接收模块，用于接收电器负载的打开请求；
    第一调整模块，用于控制所述电器负载工作，将所述发动机的怠速点火角 调整为最佳点火角，以及调整节气门的进气量以调整所述发动机的实际转速，直至所述发动机的实际转速等于第一目标怠速时停止调整所述节气门的进气量。
  9. 如权利要求8所述的设备，其特征在于，所述第一调整模块包括：
    第一控制单元，用于如果所述电器负载为继电器控制的电器负载，则控制所述电器负载的继电器吸合，以控制所述电器负载工作；
    第一增加单元，用于将所述发动机的怠速点火角立即增加到最佳点火角，并减小所述节气门的进气量，直至所述发动机的实际转速等于所述第一目标怠速时停止减小所述节气门的进气量。
  10. 如权利要求9所述的设备，其特征在于，所述设备还包括：
    减小模块，用于将所述发动机的怠速点火角从当前的最佳点火角逐渐减小到扭矩储备点火角，以及增加节气门的进气量以增加所述发动机的实际转速，直至所述发动机的实际转速等于第一目标怠速时停止增加所述节气门的进气量。
  11. 如权利要求8-10任一权利要求所述的设备，其特征在于，所述设备还包括：第二接收模块和第二调整模块，所述第二调整模块包括第二控制单元、减小单元和第二增加单元；
    所述第二接收模块，用于接收所述电器负载的关闭请求；
    所述第二控制单元，用于控制所述电器负载的继电器断开，以控制所述电器负载停止工作；
    所述减小单元，用于减小所述发动机的怠速点火角以减小所述发动机的实际转速，直至所述发动机的实际转速等于第二目标怠速时停止减小所述发动机的怠速点火角；
    所述第二增加单元，用于逐渐增加所述发动机的怠速点火角至最佳点火角，同时减小所述节气门的进气量，直至所述发动机的实际转速等于第二目标怠速时停止减小所述节气门的进气量。
  12. 如权利要求8所述的设备，其特征在于，所述第一调整模块包括：
    第三控制单元，用于如果所述电器负载为非继电器控制的电器负载，则立即控制所述电器负载工作；
    第三增加单元，用于如果所述电器负载产生的阻力扭矩由小到大变化，则保持所述发动机的怠速点火角等于最佳点火角不变，增加节气门的进气量以增加所述发动机的实际转速，直至所述发动机的实际转速等于第一目标怠速时停止增加所述节气门的进气量。
  13. 如权利要求12所述的设备，其特征在于，
    所述第三增加单元，还用于如果所述电器负载产生的阻力扭矩由大到小变化，则减小所述发动机的怠速点火角和所述节气门的进气量，直至所述发动机的实际转速等于所述第一目标怠速时停止减小所述发动机的怠速点火角和所述节气门的进气量。
  14. 如权利要求13所述的设备，其特征在于，所述设备还包括：
    第三接收模块，用于接收所述电器负载的关闭请求；
    控制模块，用于控制所述电器负载停止工作；
    增加模块，用于逐渐增加所述发动机的怠速点火角至最佳点火角，同时减小所述节气门的进气量，直至所述发动机的实际转速等于第二目标怠速时停止减小所述节气门的进气量。
  15. 一种控制发动机怠速转速的设备，其特征在于，所述设备包括：
    处理器；
    用于存储所述处理器可执行指令的存储器；
    其中，所述处理器用于执行下述指令：
    接收电器负载的打开请求；
    控制所述电器负载工作，将所述发动机的怠速点火角调整为最佳点火角，以及调整节气门的进气量以调整所述发动机的实际转速，直至所述发动机的实际转速等于第一目标怠速时停止调整所述节气门的进气量。
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