WO2021163863A1 - 一种发动机控制方法及装置 - Google Patents

一种发动机控制方法及装置 Download PDF

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Publication number
WO2021163863A1
WO2021163863A1 PCT/CN2020/075622 CN2020075622W WO2021163863A1 WO 2021163863 A1 WO2021163863 A1 WO 2021163863A1 CN 2020075622 W CN2020075622 W CN 2020075622W WO 2021163863 A1 WO2021163863 A1 WO 2021163863A1
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WIPO (PCT)
Prior art keywords
engine
advance angle
ignition advance
fuel cut
exhaust temperature
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PCT/CN2020/075622
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English (en)
French (fr)
Inventor
陈文淼
曹石
秦涛
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潍柴动力股份有限公司
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Priority to PCT/CN2020/075622 priority Critical patent/WO2021163863A1/zh
Publication of WO2021163863A1 publication Critical patent/WO2021163863A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • 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
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • 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

Definitions

  • This application belongs to the technical field of vehicle control, and in particular relates to an engine control method and device.
  • the natural gas engine burns gas to power the vehicle and emits exhaust gas.
  • three-way catalytic converters are used as core components of natural gas engine aftertreatment in the prior art.
  • the main function of the three-way catalyst is to use the precious metals inside the catalyst to participate in chemical reactions when the exhaust temperature is higher than a certain temperature, such as 350 degrees, to purify the CO, NOx, HC and other pollutants in the engine exhaust.
  • the injection system does not inject gas and does not burn gas. It is precisely because the gas is not burned that the exhaust temperature is reduced. And because the intake and exhaust of the engine are both air, the oxygen content in the catalyst increases.
  • the engine When the engine is switched from the fuel cut mode to the fuel supply mode, the engine will emit exhaust gas, but the current exhaust temperature is low and the oxygen content in the catalyst is high, resulting in low conversion efficiency of the catalyst and poor purification effect on engine exhaust. Meet the emission standards.
  • the purpose of the present application is to provide an engine control method and device, which are used to solve the problem of low conversion efficiency of the catalytic converter in the engine operation process in the prior art, which leads to non-compliance with emission standards.
  • the application provides an engine control method, including:
  • the engine is controlled to run.
  • the engine load includes air charge
  • the determination of the corrected ignition advance angle and the corrected air excess coefficient includes:
  • the air excess factor corresponding to the engine speed and the air charge is determined, and the corrected air excess factor is obtained.
  • it also includes:
  • the current exhaust temperature is less than or equal to the preset exhaust temperature
  • the vehicle speed is greater than or equal to the preset vehicle speed
  • the duration is greater than or equal to the preset time
  • it also includes:
  • the engine operation is controlled.
  • the obtaining the duration of the engine in the fuel cut-off condition includes:
  • the time difference between the initial time and the end time is calculated to obtain the duration of the engine in the fuel cut-off condition.
  • the application also provides an engine control device, including:
  • the first determining unit is used to determine whether the engine is switched from the fuel cut mode to the fuel supply mode
  • the first obtaining unit is configured to obtain the engine speed and engine load if it is determined that the engine is switched from the fuel cut operating condition to the fuel supply operating condition;
  • the second determining unit is configured to determine a modified ignition advance angle and a modified air excess coefficient based on the engine speed and the engine load, respectively; wherein the modified ignition advance angle is less than the original ignition advance angle, The corrected air excess coefficient is less than the original air excess coefficient;
  • the control unit is used to control the operation of the engine based on the modified ignition advance angle and the modified air excess coefficient.
  • the second determining unit includes:
  • the first determining subunit is used to determine the ignition advance angle corresponding to the engine speed and the air charge from the modified ignition advance angle MAP, to obtain the modified ignition advance angle;
  • the second determining subunit is used to determine the air excess coefficient corresponding to the engine speed and the air charge from the corrected air excess coefficient MAP, to obtain the corrected air excess coefficient.
  • it also includes:
  • the second acquiring unit is used to acquire the current exhaust temperature, vehicle speed, and the duration of the engine in the fuel cut-off condition
  • the judging unit is configured to judge whether the current exhaust temperature is less than or equal to the preset exhaust temperature, whether the vehicle speed is greater than or equal to the preset vehicle speed, and whether the duration is greater than or equal to the preset time;
  • the first acquiring unit is called if it is determined that at least one of the following conditions is met: the current exhaust temperature is less than or equal to the preset exhaust temperature, the vehicle speed is greater than or equal to the preset vehicle speed, or the duration is greater than or equal to the preset time, then the first acquiring unit is called .
  • the second determining unit is further configured to, if it is determined that the current exhaust temperature is greater than the preset exhaust temperature, the vehicle speed is less than the preset vehicle speed, and the duration is less than the preset time, based on the engine speed and the Engine load, determine the original ignition advance angle and the original excess air coefficient;
  • the control unit is also used to control the operation of the engine based on the original ignition advance angle and the original excess air coefficient.
  • the second acquiring unit includes:
  • the third determining subunit is used to determine the time when the engine is switched from the fuel supply mode to the fuel cut mode, obtain the initial time when the engine is in the fuel cut mode, and determine when the engine is switched from the fuel cut mode to the fuel cut mode Time, get the end time when the engine is in the fuel cut-off condition;
  • the calculation subunit is used to calculate the time difference between the initial time and the end time to obtain the duration of the engine in the fuel cut-off condition.
  • the engine speed and the engine load are obtained and based on the engine Speed and engine load, respectively determine the modified ignition advance angle and the modified air excess coefficient, where the modified ignition advance angle is less than the original ignition advance angle, the modified air excess factor is less than the original air excess factor, based on the modified The ignition advance angle and the corrected air excess coefficient control the operation of the engine.
  • the exhaust temperature can be increased, and at the same time, the air excess coefficient, that is, the enriched air-fuel ratio can be reduced, so that not only can the exhaust temperature be increased, but the oxygen in the catalyst can be removed.
  • the exhaust temperature makes it reach the ignition temperature of the catalyst, reduces the oxygen content in the catalyst, improves the conversion efficiency of the catalyst, and further improves the purification effect of the catalyst on the engine exhaust to meet the emission standards.
  • Fig. 1 is a flowchart of an engine control method disclosed in the present application
  • FIG. 2 is a flowchart of another engine control method disclosed in the present application.
  • Fig. 3 is a schematic structural diagram of an engine control device disclosed in the present application.
  • Fig. 4 is a schematic structural diagram of another engine control device disclosed in the present application.
  • the embodiment of the application provides an engine control method, which improves the conversion efficiency of the catalyst by adjusting the control parameters (ignition advance angle and air excess coefficient) during the operation of the engine, and avoids the impact on the engine exhaust due to the low conversion efficiency of the catalyst.
  • control method may include the following steps:
  • step S102 is executed
  • the fuel cut-off condition refers to the Overrun state.
  • the Overrun state Under normal engine operation, if the throttle is released and there is no other external torque demand and the engine speed is greater than a certain threshold, the current operating condition of the engine is called the Overrun state.
  • the engine is in the Overrun state when the vehicle goes downhill or coasts freely when the throttle is released.
  • the injection valve of the injection system is closed, and no gas or fuel is injected.
  • Engine load can be characterized by a number of different parameters, such as air charge, engine torque, injection power-up time, post-throttle intake pressure, intake air flow and other parameters.
  • the air charge refers to the amount of air entering the cylinder under the current operating conditions.
  • the specific parameter of the engine load is not limited, as long as it can characterize the engine load under the current operating conditions.
  • the normal operation of the engine requires high-voltage electricity or pulses to ignite the mixture. Because the combustible gas in the cylinder needs to be burned when the piston runs to the top dead center, and it takes a certain time for the gas in the cylinder to heat up and expand to the maximum volume, so , The ignition must be started at a certain angle before the piston reaches the top dead center. This advanced angle is usually called the ignition advance angle.
  • the segment with the largest gas expansion trend is in the piston work down stroke under various working conditions, so that the efficiency is the highest, the vibration is the smallest, and the temperature rise is the lowest. Therefore, during the operation of the engine, it is necessary to determine the best ignition advance angle.
  • the optimal ignition advance angle can be determined by the engine speed, and the optimal ignition advance angle can be used to guide the engine operation process.
  • the best ignition advance angle determined based on the engine speed in the prior art is used as the original ignition advance angle.
  • the original ignition advance angle is determined based on the established correspondence between the engine speed and the optimal ignition advance angle, and then the engine is ignition control based on the original ignition advance angle.
  • the engine when the engine is continuously in the fuel supply condition, the engine is controlled based on the original ignition advance angle to ensure the highest efficiency, the lowest vibration, and the lowest temperature rise.
  • the engine if the engine has been running for a period of time under the fuel cut-off condition and the fuel supply condition is restored, the engine is still controlled based on the original ignition advance angle, because the fuel is neither injected nor burned under the fuel cut-off condition, resulting in The exhaust temperature is reduced, which in turn leads to low conversion efficiency of the catalytic converter, and the emission result cannot meet the emission standard. Therefore, in this application, the corresponding relationship is based on the existing corresponding relationship between the engine speed and the original ignition advance angle. The correction is made so that the corrected ignition advance angle can be determined based on the engine speed and engine load.
  • the original ignition advance angle is corrected and the original air excess coefficient is corrected.
  • the modified ignition advance angle determined based on the engine speed and engine load is less than the original ignition advance angle, that is, the ignition advance angle is reduced; based on the engine speed
  • the corrected air excess system determined by the engine load is less than the original air excess coefficient, that is, the air excess coefficient is reduced.
  • an implementation method for determining the corrected ignition advance angle and the corrected air excess coefficient based on the engine speed and air charge is:
  • MAP refers to a two-dimensional array. After inputting the two parameters of X and Y, the corresponding output value Z is obtained.
  • the modified ignition advance angle MAP From the modified ignition advance angle MAP, the ignition advance angle corresponding to the engine speed and the air charge is determined, and the modified ignition advance angle is obtained.
  • the output value Z is the corrected ignition advance angle, where the corrected ignition advance angle is smaller than the ignition advance angle under normal conditions.
  • the air excess factor corresponding to the engine speed and the air charge is determined, and the corrected air excess factor is obtained.
  • the output value Z is the corrected air excess coefficient, where the corrected air excess coefficient is smaller than the air excess coefficient under normal conditions.
  • the mapping relationship between engine speed, engine load (air charge) and modified ignition advance angle, as well as engine speed and engine load can also be established in advance The mapping relationship between (air charge) and the corrected air excess coefficient. After determining the engine speed and engine load (air charge), look up the relationship with the engine speed and engine load (air charge) from the mapping relationship. The corresponding ignition advance angle and air excess coefficient.
  • S104 Control the engine to run based on the modified ignition advance angle and the modified air excess coefficient.
  • the engine speed and the engine load are obtained and based on the engine Speed and engine load, respectively determine the modified ignition advance angle and the modified air excess coefficient, where the modified ignition advance angle is less than the original ignition advance angle, the modified air excess factor is less than the original air excess factor, based on the modified The ignition advance angle and the corrected air excess coefficient control the operation of the engine.
  • the exhaust temperature can be increased, and at the same time, the air excess coefficient, that is, the enriched air-fuel ratio can be reduced, so that not only can the exhaust temperature be increased, but the oxygen in the catalyst can be removed.
  • the exhaust temperature makes it reach the ignition temperature of the catalyst, reduces the oxygen content in the catalyst, improves the conversion efficiency of the catalyst, and further improves the purification effect of the catalyst on the engine exhaust to meet the emission standards.
  • the conversion efficiency of the catalytic converter Since the important factor leading to the low conversion efficiency of the catalytic converter is the decrease in exhaust temperature, the conversion efficiency of the catalytic converter will not be affected before the decrease in exhaust temperature. Therefore, the original ignition advance angle and the original air excess coefficient are still used to control the engine.
  • the engine is controlled in the manner disclosed in the above-mentioned embodiment that needs to quickly increase the exhaust temperature, that is, the conversion efficiency of the catalyst does not need to be improved.
  • the present application also provides another engine control method, as shown in FIG. 2, which may include the following steps:
  • S201 Acquire the current exhaust temperature, vehicle speed, and duration of the engine in the fuel cut-off condition.
  • the current exhaust temperature is detected by the temperature sensor, where the exhaust temperature can be the exhaust temperature between the exhaust port and the supercharger, or the exhaust temperature calculated by the exhaust temperature physical model based on the exhaust temperature of the front exhaust near the catalyst.
  • the temperature can also be the internal temperature of the catalyst.
  • the current vehicle speed is detected by the speed sensor.
  • One way to obtain the duration of the engine in the fuel cut-off condition is to determine the initial time the engine is in the fuel cut-off condition, and then determine the end time when the engine is in the fuel cut-off condition. The time difference between the end time and the initial time is the engine in the fuel cut-off condition. The duration of the fuel cut-off condition.
  • the identification bit corresponding to the working condition is set in advance for each working condition of the engine. If the identification bit is 0, it means that the engine is not currently in that working condition; if the identification bit is 1, it means that the engine is currently in this working condition. condition.
  • the flag bit of the fuel supply operating condition is 1, the flag bit of the oil cut-off operating condition is 0, and vice versa, if the flag bit of the oil supply operating condition is 0, the flag of the oil-off operating condition is 1.
  • the identification bit of the oil cut-off condition is detected, and it is first determined whether the identification bit of the oil cut-off condition is switched from 0 to 1.
  • the flag bit of the fuel cutoff condition is switched from 1 to 0
  • the current time of the system is obtained, and the current time of the system is regarded as the end of the engine in the fuel cutoff condition time.
  • the time difference is the duration of the engine in the fuel cut-off condition. If it is determined that the flag of the fuel cutoff condition has not been switched from 1 to 0, it is determined that the engine is still in the fuel cutoff condition, and then return to the step of determining whether the flag of the fuel cutoff condition is switched from 1 to 0 until the engine is switched off The oil condition is switched to the oil supply condition.
  • S202 Determine whether the current exhaust temperature is less than or equal to a preset exhaust temperature, whether the vehicle speed is greater than or equal to a preset vehicle speed, and whether the duration is greater than or equal to a preset time.
  • the duration of the engine in the fuel cut-off condition directly affects the degree of exhaust temperature reduction. After the duration of the engine in the fuel cut-off condition exceeds the time threshold, the exhaust temperature will be reduced to less than the operating temperature of the catalytic converter. In this way, when controlling the engine, it is necessary to quickly increase the exhaust temperature to avoid the problem that the low conversion efficiency of the catalytic converter causes the exhaust emissions to fail to meet the emission standards.
  • the vehicle speed can also indirectly reflect whether the exhaust temperature is lowered and whether it is necessary to quickly increase the exhaust temperature.
  • three conditions are set, namely: the current exhaust temperature is greater than the preset exhaust temperature, the vehicle speed is greater than or equal to the preset vehicle speed, and the duration is greater than or equal to the preset time.
  • the current exhaust temperature is greater than the preset exhaust temperature
  • the vehicle speed is greater than or equal to the preset vehicle speed
  • the duration is greater than or equal to the preset time.
  • step S203 is executed to perform the step of increasing the exhaust temperature.
  • the implementation manner of performing the exhaust temperature increase is similar to the implementation manner of the exhaust temperature increase in the engine control method disclosed in the previous embodiment, and will not be repeated here.
  • the precondition for obtaining the duration of the fuel cut-off condition is that the engine has been switched from the fuel cut condition to the fuel supply condition. , And then the duration can be determined. Therefore, in this embodiment, there is no such step of determining whether the engine is switched from the fuel cut mode to the fuel supply mode.
  • step S206 is executed. That is, there is no need to perform operations to improve the conversion efficiency of the catalytic converter, and only need to control the engine based on the original ignition advance angle and the original excess air coefficient. There is no problem that the low conversion efficiency of the catalytic converter causes the exhaust emissions to fail to meet the emission standards.
  • an enabling flag can also be set to improve the conversion efficiency of the catalytic converter. If at least one of the above three conditions is met, the enable flag bit is controlled, that is, the enable flag bit is 1, to control the execution of steps S203-S205; if none of the above three conditions are met , The enable flag is not set, that is, the enable flag is 0 to control the execution of steps S206-S207.
  • S204 Determine a modified ignition advance angle and a modified air excess coefficient based on the engine speed and the engine load, respectively; wherein the modified ignition advance angle is less than the original ignition advance angle, and the modified ignition advance angle is less than the original ignition advance angle.
  • the air excess coefficient is less than the original air excess coefficient;
  • steps S203-S205 in this embodiment is similar to the implementation of steps S102-S104 in the previous embodiment, and will not be repeated here.
  • the method of determining the original ignition advance angle and the original air excess coefficient based on the engine speed and engine load is the same as the method of determining the modified ignition advance angle and the modified air excess coefficient in step S103 based on the engine speed and engine load Similar, but the final result is different.
  • the original ignition advance angle is the same as the original ignition advance angle recorded in step S103, and the original air excess coefficient is also the same as the original air excess coefficient described in step S103.
  • the present application can also use the vehicle speed and the duration of the engine in the fuel cut-off condition to determine whether to perform the boost catalyst conversion without the above temperature sensor or the current exhaust temperature cannot be accurately obtained. Efficient operation.
  • the exhaust temperature attenuation can be estimated.
  • this embodiment also provides an engine control device, which can be integrated in the engine system.
  • the device includes:
  • the first determination unit 301 the first acquisition unit 302, the second determination unit 303, and the control unit 304.
  • the first determining unit 301 is used to determine whether the engine is switched from the fuel cut-off condition to the fuel supply condition;
  • the first obtaining unit 302 is configured to obtain the engine speed and the engine load if it is determined that the engine is switched from the fuel cut mode to the fuel supply mode;
  • the second determining unit 303 is configured to determine a modified ignition advance angle and a modified air excess coefficient based on the engine speed and the engine load, respectively; wherein the modified ignition advance angle is less than the original ignition advance angle , The corrected air excess coefficient is less than the original air excess coefficient;
  • the control unit 304 is configured to control the operation of the engine based on the modified ignition advance angle and the modified air excess coefficient.
  • the second determining unit 303 includes:
  • the first determination subunit and the second determination subunit are The first determination subunit and the second determination subunit.
  • the first determining subunit is configured to determine the ignition advance angle corresponding to the engine speed and the air charge from the modified ignition advance angle MAP, to obtain the modified ignition advance angle;
  • the second determining subunit is used to determine the air excess coefficient corresponding to the engine speed and the air charge from the corrected air excess coefficient MAP to obtain the corrected air excess coefficient.
  • the engine speed and the engine load are obtained and based on the engine Speed and engine load, respectively determine the modified ignition advance angle and the modified air excess coefficient, where the modified ignition advance angle is less than the original ignition advance angle, the modified air excess factor is less than the original air excess factor, based on the modified The ignition advance angle and the corrected air excess coefficient control the operation of the engine.
  • the exhaust temperature can be increased, and at the same time, the air excess coefficient, that is, the enriched air-fuel ratio can be reduced, so that not only can the exhaust temperature be increased, but the oxygen in the catalyst can be removed.
  • the exhaust temperature makes it reach the ignition temperature of the catalyst, reduces the oxygen content in the catalyst, improves the conversion efficiency of the catalyst, and further improves the purification effect of the catalyst on the engine exhaust to meet the emission standards.
  • this application also provides another engine control device, as shown in Fig. 4, it also includes:
  • the second acquiring unit 401 is used to acquire the current exhaust temperature, vehicle speed, and the duration of the engine in the fuel cut-off condition;
  • the judging unit 402 is used to judge whether the current exhaust temperature is less than or equal to the preset exhaust temperature, whether the vehicle speed is greater than or equal to the preset vehicle speed, and whether the duration is greater than or equal to the preset time; and if it is judged that at least one of the following is satisfied Condition: the current exhaust temperature is less than or equal to the preset exhaust temperature, the vehicle speed is greater than or equal to the preset vehicle speed, or the duration is greater than or equal to the preset time, then the first acquiring unit 302 is called.
  • the second determining unit 303 is further configured to determine that the current exhaust temperature is greater than the preset exhaust temperature and the vehicle speed is less than the preset vehicle speed and the duration is less than the preset time, based on the According to the engine speed and the engine load, determine the original ignition advance angle and the original excess air coefficient;
  • the control unit 304 is also used to control the operation of the engine based on the original ignition advance angle and the original excess air coefficient.
  • the second acquiring unit 401 includes:
  • the third determination subunit and calculation subunit are The third determination subunit and calculation subunit.
  • the third determining subunit is used to determine the time for the engine to switch from the fuel supply mode to the fuel cut-off state, obtain the initial time when the engine is in the fuel cut-off state, and determine that the engine is switched from the fuel cut-off state to the fuel supply state Time, get the end time when the engine is in the fuel cut-off condition;
  • the calculation subunit is used to calculate the time difference between the initial time and the end time to obtain the duration of the engine in the fuel cut-off condition.
  • the method of retarding the ignition advance angle and enriching the air-fuel ratio is adopted to increase the exhaust temperature and remove the oxygen in the catalyst, thereby improving the conversion efficiency of the catalyst and improving the purification effect of the catalyst on the engine exhaust to meet the emission standards.
  • the original ignition advance angle and the original excess air coefficient are used to control the engine.

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Abstract

一种发动机控制方法及装置，该方法包括：确定发动机从断油工况切换至供油工况（S101）后，获取发动机转速和发动机负荷（S102），基于发动机转速和发动机负荷，确定修正后的点火提前角和修正后的空气过量系数（S103），其中，修正后的点火提前角小于原始点火提前角，修正后的空气过量系数小于原始空气过量系数，基于修正后的点火提前角和修正后的空气过量系数控制发动机运行（S104）。通过提高排温使得达到催化器的起燃温度并降低催化器中的氧含量，提高催化器的转化效率，使得排放的尾气符合排放标准。

Description

一种发动机控制方法及装置 技术领域
本申请属于车辆控制技术领域，尤其涉及一种发动机控制方法及装置。
背景技术
天然气发动机通过燃烧燃气为车辆提供动力，并排放尾气。为了符合排放标准，现有技术中利用三元催化器作为天然气发动机后处理核心部件。
三元催化器的主要作用是在排温高于一定温度如350度时，利用催化器内部的贵金属参与化学反应，净化发动机尾气中的CO、NOx、HC等污染物。
但是在发动机处于断油工况时，喷射系统并不喷射燃气并且不会燃烧燃气，正是由于不进行燃气的燃烧，导致排温降低。且由于发动机的进气和排气都是空气，导致催化器内氧含量增大。当发动机由断油工况切换至供油工况后，发动机将排放尾气，但是当前排温低且催化器内氧含量高，导致催化器的转化效率低，对发动机尾气的净化效果差，不符合排放标准。
发明内容
有鉴于此，本申请的目的在于提供一种发动机控制方法及装置，用于解决现有技术中发动机运行过程中存在的催化器转化效率低进而导致不符合排放标准的问题。
技术方案如下：
本申请提供一种发动机控制方法，包括：
确定发动机是否从断油工况切换至供油工况；
若确定发动机从断油工况切换至供油工况，则获取发动机转速和发动机负荷；
基于所述发动机转速和所述发动机负荷，分别确定修正后的点火提前角和修正后的空气过量系数；其中，所述修正后的点火提前角小于原始点火提前角，所述修正后的空气过量系数小于原始空气过量系数；
基于修正后的点火提前角和修正后的空气过量系数，控制发动机运行。
优选地，若所述发动机负荷包括空气充量，则
所述确定修正后的点火提前角和修正后的空气过量系数，包括：
从修正后的点火提前角MAP中，确定与所述发动机转速和所述空气充量对应的点火提前角，得到修正后的点火提前角；
从修正后的空气过量系数MAP中，确定与所述发动机转速和所述空气充量对应的空气过量系数，得到修正后的空气过量系数。
优选地，还包括：
获取当前排温、车速以及发动机处于断油工况的持续时间；
判断当前排温是否小于或等于预设排温，所述车速是否大于或等于预设车速，所述持续时间是否大于或等于预设时间；
若判断至少满足下列一个条件：
当前排温小于或等于预设排温、所述车速大于或等于预设车速或所述持续时间大于或等于预设时间，
则执行获取发动机转速和发动机负荷的步骤及其后续步骤。
优选地，还包括：
若判断当前排温大于预设排温且所述车速小于预设车速且所述持续时间小于预设时间，则基于所述发动机转速和所述发动机负荷，确定原始点火提前角和原始空气过量系数；
基于原始点火提前角和原始空气过量系数，控制发动机运行。
优选地，所述获取发动机处于断油工况的持续时间，包括：
确定发动机由供油工况切换至断油工况的时间，得到发动机处于断油工况的初始时间，并确定发动机由断油工况切换至供油工况的时间，得到发动机处于断油工况的结束时间；
计算所述初始时间和所述结束时间的时间差，得到发动机处于断油工况的持续时间。
本申请还提供了一种发动机控制装置，包括：
第一确定单元，用于确定发动机是否从断油工况切换至供油工况；
第一获取单元，用于若确定发动机从断油工况切换至供油工况，则获取发动机转速和发动机负荷；
第二确定单元，用于基于所述发动机转速和所述发动机负荷，分别确定修正后的点火提前角和修正后的空气过量系数；其中，所述修正后的点火提前角小于原始点火提前角，所述修正后的空气过量系数小于原始空气过量系数；
控制单元，用于基于修正后的点火提前角和修正后的空气过量系数，控制发动机运行。
优选地，若所述发动机负荷包括空气充量，则所述第二确定单元，包括：
第一确定子单元，用于从修正后的点火提前角MAP中，确定与所述发动机转速和所述空气充量对应的点火提前角，得到修正后的点火提前角；
第二确定子单元，用于从修正后的空气过量系数MAP中，确定与所述发动机转速和所述空气充量对应的空气过量系数，得到修正后的空气过量系数。
优选地，还包括：
第二获取单元，用于获取当前排温、车速以及发动机处于断油工况的持续时间；
判断单元，用于判断当前排温是否小于或等于预设排温，所述车速是否大于或等于预设车速，所述持续时间是否大于或等于预设时间；
并在若判断至少满足下列一个条件：当前排温小于或等于预设排温、所述车速大于或等于预设车速或所述持续时间大于或等于预设时间，则调用所述第一获取单元。
优选地，所述第二确定单元，还用于若判断当前排温大于预设排温且所述车速小于预设车速且所述持续时间小于预设时间，则基于所述发动机转速和所述发动机负荷，确定原始点火提前角和原始空气过量系数；
所述控制单元，还用于基于原始点火提前角和原始空气过量系数，控制发动机运行。
优选地，所述第二获取单元，包括：
第三确定子单元，用于确定发动机由供油工况切换至断油工况的时间，得到发动机处于断油工况的初始时间，并确定发动机由断油工况切换至供油工况的时间，得到发动机处于断油工况的结束时间；
计算子单元，用于计算所述初始时间和所述结束时间的时间差，得到发动机处于断油工况的持续时间。
与现有技术相比，本申请提供的上述技术方案具有如下优点：
从上述技术方案可知，本申请中确定发动机是否从断油工况切换至供油工况，若确定发动机从断油工况切换至供油工况，则获取发动机转速和发动机负荷，并基于发动机转速和发动机负荷，分别确定修正后的点火提前角和修正后的空气过量系数，其中，修正后的点火提前角小于原始点火提前角，修正后的空气过量系数小于原始空气过量系数，基于修正后的点火提前角和修正后的空气过量系数，控制发动机运行。由于降低了点火提前角，即推迟点火提前角，因此可以提高排温，同时，降低了空气过量系数，即加浓空燃比，因此不仅可以提高排温且可以清除催化器中的氧，通过提高排温使得达到催化器的起燃温度并降低催化器中的氧含量，提高催化器的转化效率，进而提高催化器对发动机尾气的净化效果，以符合排放标准。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术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是本申请公开的一种发动机控制方法的流程图；
图2是本申请公开的另一种发动机控制方法的流程图；
图3是本申请公开的一种发动机控制装置的结构示意图；
图4是本申请公开的另一种发动机控制装置的结构示意图。
具体实施方式
下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清 楚、完整地描述，显然，所描述的实施例仅仅是本申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
本申请实施例提供了一种发动机控制方法，通过调整发动机运行过程中的控制参数(点火提前角和空气过量系数)，提高催化器的转化效率，避免由于催化器的转化效率低导致对发动机尾气的净化效果差而不符合排放标准的问题产生。
具体地，参见图1所示，该控制方法可以包括以下步骤：
S101、确定发动机是否从断油工况切换至供油工况。
若确定发动机从断油工况切换至供油工况，则执行步骤S102；
若确定发动机仍然处于断油工况，则间隔一定时间后，重新执行该步骤，以确定发动机是否从断油工况切换至供油工况，即等待发动机从断油工况切换至供油工况。
本实施例中，断油工况指的是Overrun状态。
发动机在正常运行情况下，松油门且无其他外部扭矩需求且发动机转速大于一定阈值，则发动机当前所处工况称为Overrun状态。
例如，整车下坡或者松油门自由滑行时，发动机处于Overrun状态。
其中，在Overrun状态，喷射系统的喷射阀处于关闭状态，不喷射燃气或燃油。
S102、获取发动机转速和发动机负荷。
基于转速传感器采集发动机的转速。
发动机负荷可以采用多个不同的参数表征，如空气充量、发动机扭矩、喷射加电时间、节气门后进气压力、进气流量等参数。
其中，空气充量指的是当前工况下进入气缸的空气量。
本实施例中，并不限定发动机负荷的具体参数，只要能够表征当前工况下发动机的负荷即可。
S103、基于所述发动机转速和所述发动机负荷，分别确定修正后的点火提 前角和修正后的空气过量系数；其中，所述修正后的点火提前角小于原始点火提前角，所述修正后的空气过量系数小于原始空气过量系数。
发动机的正常运转需要高压电或脉冲来点燃混合气，由于需要在活塞运行到上止点时气缸内的可燃气燃烧完,并使气缸中的气体加热膨胀到最大体积需要一定的时间，因此，必须在活塞到达上止点之前一定的角度就开始点火，这个提前的角度，通常被称为点火提前角。
由于最佳的点火提前角在各种不同工况下使气体膨胀趋势最大段处于活塞做功下降行程，这样效率最高，振动最小，温升最低。因此，在发动机运行过程中，需要确定最佳点火提前角。
实际应用中，已经建立了发动机转速与最佳点火提前角之间的对应关系，即通过发动机转速可以确定最佳点火提前角，利用此最佳点火提前角可以对发动机运行过程进行指导。
本步骤中将现有技术中基于发动机转速确定出的最佳点火提前角作为原始点火提前角。这样在发动机处于运行状态时，获取到发动机转速后，基于已经建立的发动机转速与最佳点火提前角之间的对应关系，确定原始点火提前角，然后基于原始点火提前角对发动机进行点火控制。
其中，在发动机持续处于供油工况下时，基于该原始点火提前角对发动机进行控制，可以保证效率最高，振动最小，温升最低。但是，如果发动机在断油工况下运行一段时间后，再恢复供油工况后仍然基于该原始点火提前角对发动机进行控制，由于在断油工况下不喷射燃气也不燃烧燃气，导致排温降低，进而导致催化器的转化效率低，排放结果不能满足排放标准，因此，本申请中在现有已经建立的发动机转速与原始点火提前角之间对应关系的基础上，对该对应关系进行修正，使得可以基于发动机转速以及发动机负荷确定出修正后的点火提前角。
同理，实际应用中已经建立了发动机转速、发动机负荷与空气过量系数之间的对应关系，本步骤中将现有技术中基于发动机转速、发动机负荷确定出的空气过量系数作为原始空气过量系数。
而本步骤中对原始点火提前角进行修正并且对原始空气过量系数进行修正，基于发动机转速和发动机负荷确定出的修正后的点火提前角小于原始点火提前角，即降低点火提前角；基于发动机转速和发动机负荷确定出的修正后的空气过量系统小于原始空气过量系数，即降低空气过量系数。
以发动机负荷为空气充量为例，一种基于发动机转速和空气充量确定修正后的点火提前角和修正后的空气过量系数的实现方式为：
预先建立发动机转速、空气充量与修正后的点火提前角之间的MAP，得到修正后的点火提前角MAP；并预先建立发动机转速、空气充量与修正后的空气过量系数之间的MAP，得到修正后的空气过量系数。
其中，MAP指的是二维数组，输入X、Y这两个参数后获得对应的输出值Z。
从修正后的点火提前角MAP中，确定与所述发动机转速和所述空气充量对应的点火提前角，得到修正后的点火提前角。
将发动机转速作为X，将空气充量作为Y，可以得到输出值Z即修正后的点火提前角，其中，修正后的点火提前角小于正常情况下的点火提前角。
从修正后的空气过量系数MAP中，确定与所述发动机转速和所述空气充量对应的空气过量系数，得到修正后的空气过量系数。
将发动机转速作为X，将空气充量作为Y，可以得到输出值Z即修正后的空气过量系数，其中，修正后的空气过量系数小于正常情况下的空气过量系数。
除了可以基于MAP确定修正后的点火提前角和空气过量系数外，还可以预先建立发动机转速、发动机负荷(空气充量)与修正后的点火提前角之间的映射关系，以及发动机转速、发动机负荷(空气充量)与修正后的空气过量系数之间的映射关系，在确定发动机转速以及发动机负荷(空气充量)后，从映射关系中查找与所述发动机转速和发动机负荷(空气充量)相对应的点火提前角和空气过量系数。
S104、基于修正后的点火提前角和修正后的空气过量系数，控制发动机运行。
通过上述技术方案，本实施例中确定发动机是否从断油工况切换至供油工况，若确定发动机从断油工况切换至供油工况，则获取发动机转速和发动机负荷，并基于发动机转速和发动机负荷，分别确定修正后的点火提前角和修正后的空气过量系数，其中，修正后的点火提前角小于原始点火提前角，修正后的空气过量系数小于原始空气过量系数，基于修正后的点火提前角和修正后的空气过量系数，控制发动机运行。由于降低了点火提前角，即推迟点火提前角，因此可以提高排温，同时，降低了空气过量系数，即加浓空燃比，因此不仅可以提高排温且可以清除催化器中的氧，通过提高排温使得达到催化器的起燃温度并降低催化器中的氧含量，提高催化器的转化效率，进而提高催化器对发动机尾气的净化效果，以符合排放标准。
由于导致催化器转化效率低的重要因素是排温降低，在排温降低前催化器的转换效率不受影响，因此仍然采用原始点火提前角和原始空气过量系数，对发动机进行控制，而可以不采用上述实施例公开的需要快速提升排温的方式对发动机进行控制，即不需要进行催化器转化效率的提升。
针对此，本申请还提供了另一种发动机控制方法，参见图2所示，可以包括以下步骤：
S201、获取当前排温、车速以及发动机处于断油工况的持续时间。
通过温度传感器检测当前排温，其中，排温可以是排气口与增压器之间的涡前排温，也可以是通过排温物理模型根据涡前排温计算的催化器上游靠近催化器的温度，还可以是催化器内部温度。
通过速度传感器检测当前的车速。
获取发动机处于断油工况的持续时间的一种实现方式为：确定发动机处于断油工况的初始时间，然后确定发动机处于断油工况的结束时间，结束时间与初始时间的时间差就是发动机处于断油工况的持续时间。
具体地，预先为发动机的每个工况分别设置对应该工况的标识位，若标识 位为0，则表示发动机当前没有处于该工况；若标识位为1，则表示发动机当前处于该工况。
以将发动机的工况划分为供油工况和断油工况为例，由于发动机要么处于供油工况，要么处于断油工况，因此，供油工况对应的标识位与断油工况对应的标识位是相反的。
例如，供油工况的标识位为1，则断油工况的标识位为0，反之，供油工况的标识位为0，则断油工况的标识位为1。
只需要检测一个工况对应的标识位就可以确定发动机当前所处的工况。
本实施例中检测断油工况的标识位，先确定断油工况的标识位是否从0切换为1。
若确定断油工况的标识位从0切换为1，则确定发动机由供油工况切换至断油工况，获取系统的当前时间，将系统的当前时间作为发动机处于断油工况的初始时间。然后再确定断油工况的标识位是否从1切换为0。
若确定断油工况的标识位从1切换为0，则确定发动机由断油工况切换至供油工况，获取系统的当前时间，将系统的当前时间作为发动机处于断油工况的结束时间。并计算结束时间与初始时间之间的时间差，该时间差即为发动机处于断油工况的持续时间。若确定断油工况的标识位没有从1切换为0，则确定发动机仍然处于断油工况，则返回执行确定断油工况的标识位是否从1切换为0的步骤，直到发动机从断油工况切换至供油工况。
若确定断油工况的标识位没有从0切换为1，则确定发动机处于供油工况，结束流程。
S202、判断当前排温是否小于或等于预设排温，所述车速是否大于或等于预设车速，所述持续时间是否大于或等于预设时间。
发动机处于断油工况的持续时间直接影响排温降低的程度，在发动机处于断油工况的持续时间超过时间阈值后，将导致排温降低到小于催化器的工作温度。这样控制发动机时需要快速提升排温，以避免催化器的转化效率低导致尾气排放不能满足排放标准的问题产生。
当然，直接检测当前排温，并将当前排温与预设排温进行比较，基于比较结果来确定是否要快速提升排温是最为直接的方式。
但是需要注意的是，在检测的当前排温的位置不同时，设置的预设排温是不同的。
在实际应用中，通过车速也可以间接反映排温是否降低，是否要快速提升排温。
本实施例中设置三个条件，分别是：当前排温大于预设排温，车速大于或等于预设车速，持续时间大于或等于预设时间，只要满足这三个条件中的任意一个，则表征排温降低，需要提升排温，以避免催化器的转化效率低导致尾气排放不能满足排放标准的问题产生。即需要提升催化器的转化效率。
具体地，若判断至少满足下列一个条件：
当前排温小于或等于预设排温、所述车速大于或等于预设车速或所述持续时间大于或等于预设时间，则执行步骤S203，以执行提升排温的步骤。执行提升排温的实现方式与上一实施例公开的发动机控制方法中的提升排温的实现方式类似，此处不再赘述。
其中，由于本实施例中存在获取发动机处于断油工况的持续时间的这一操作，而获取断油工况的持续时间的前提条件是发动机已经从断油工况切换为供油工况了，然后才能确定出持续时间。因此，本实施例中不存在确定发动机是否从断油工况切换至供油工况的这一步骤。
若判断当前排温大于预设排温且所述车速小于预设车速且所述持续时间小于预设时间，则执行步骤S206。即不需要执行提升催化器转化效率的操作，只需要基于原始点火提前角和原始空气过量系数对发动机进行控制即可，不存在催化器的转化效率低导致尾气排放不能满足排放标准的问题。
在实际应用中，还可以设置提升催化器转化效率的使能标识位。若满足上述三个条件中的至少一个条件，则控制所述使能标识位置位，即所述使能标识位为1，以控制执行步骤S203-S205的操作；若上述三个条件均不满足，则不置位所述使能标识位，即所述使能标识位为0，以控制执行步骤S206-S207。
S203、获取发动机转速和发动机负荷。
S204、基于所述发动机转速和所述发动机负荷，分别确定修正后的点火提前角和修正后的空气过量系数；其中，所述修正后的点火提前角小于原始点火提前角，所述修正后的空气过量系数小于原始空气过量系数；
S205、基于修正后的点火提前角和修正后的空气过量系数，控制发动机运行。
本实施例中步骤S203-S205的实现方式与上一实施例中步骤S102-S104的实现方式类似，此处不再赘述。
S206、基于所述发动机转速和所述发动机负荷，确定原始点火提前角和原始空气过量系数。
本步骤中基于发动机转速和发动机负荷，确定原始点火提前角和原始空气过量系数的方式与步骤S103中基于发动机转速和发动机负荷，确定修正后的点火提前角和修正后的空气过量系数的实现方式类似，只是确定的最终结果是不同的。
其中，原始点火提前角与步骤S103中记载的原始点火提前角相同，原始空气过量系数与步骤S103中记载的原始空气过量系数也相同。
S207、基于原始点火提前角和原始空气过量系数，控制发动机运行。
上述技术方案，本实施例中基于当前排温、车速以及发动机处于断油工况的持续时间，可以确定是否需要执行提升催化器转化效率的操作，在确定需要执行提升催化器转化效率的操作时，采用推迟点火提前角以及加浓空燃比的方式提高排温且清除催化器中的氧，进而提升催化器转化效率，提高催化器对发动机尾气的净化效果，以符合排放标准。在确定不需要执行提升催化器转化效率的操作时，采用原始点火提前角和原始空气过量系数控制发动机。
可选地，考虑到某些车辆系统上没有在排气口与增压器之间设置温度传感器，或，没有在催化器内部设置温度传感器，基于此，如果需要获取排气口与 增压器之间的涡前排温，或获取催化器内部温度，需要在车辆系统上增设温度传感器，造成增加系统成本。
针对此，本申请还可以在不具有上述温度传感器，或者不能准确获取到当前排温的情况下，利用车速以及发动机处于断油工况的持续时间这两个参数来确定是否执行提升催化器转换效率的操作。
并且基于当前排温以及发动机处于断油工况的持续时间，可以对排温衰减进行估算。
通过对排温衰减的估算结果，可以确定多长时间后需要执行提升催化器转化效率的操作。
对应上述实施例公开的发动机控制方法，本实施例还提供了一种发动机控制装置，该装置可以集成在发动机系统中，参见图3所示，该装置包括：
第一确定单元301、第一获取单元302、第二确定单元303和控制单元304。
第一确定单元301，用于确定发动机是否从断油工况切换至供油工况；
第一获取单元302，用于若确定发动机从断油工况切换至供油工况，则获取发动机转速和发动机负荷；
第二确定单元303，用于基于所述发动机转速和所述发动机负荷，分别确定修正后的点火提前角和修正后的空气过量系数；其中，所述修正后的点火提前角小于原始点火提前角，所述修正后的空气过量系数小于原始空气过量系数；
控制单元304，用于基于修正后的点火提前角和修正后的空气过量系数，控制发动机运行。
可选地，在其他实施例中，若所述发动机负荷包括空气充量，则第二确定单元303，包括：
第一确定子单元和第二确定子单元。
所述第一确定子单元，用于从修正后的点火提前角MAP中，确定与所述发动机转速和所述空气充量对应的点火提前角，得到修正后的点火提前角；
所述第二确定子单元，用于从修正后的空气过量系数MAP中，确定与所述发动机转速和所述空气充量对应的空气过量系数，得到修正后的空气过量系数。
通过上述技术方案，本实施例中确定发动机是否从断油工况切换至供油工况，若确定发动机从断油工况切换至供油工况，则获取发动机转速和发动机负荷，并基于发动机转速和发动机负荷，分别确定修正后的点火提前角和修正后的空气过量系数，其中，修正后的点火提前角小于原始点火提前角，修正后的空气过量系数小于原始空气过量系数，基于修正后的点火提前角和修正后的空气过量系数，控制发动机运行。由于降低了点火提前角，即推迟点火提前角，因此可以提高排温，同时，降低了空气过量系数，即加浓空燃比，因此不仅可以提高排温且可以清除催化器中的氧，通过提高排温使得达到催化器的起燃温度并降低催化器中的氧含量，提高催化器的转化效率，进而提高催化器对发动机尾气的净化效果，以符合排放标准。
在图3所示控制装置的基础上，本申请还提供了另一种发动机控制装置，参见图4所示，还包括：
第二获取单元401和判断单元402。
第二获取单元401，用于获取当前排温、车速以及发动机处于断油工况的持续时间；
判断单元402，用于判断当前排温是否小于或等于预设排温，所述车速是否大于或等于预设车速，所述持续时间是否大于或等于预设时间；并在若判断至少满足下列一个条件：当前排温小于或等于预设排温、所述车速大于或等于预设车速或所述持续时间大于或等于预设时间，则调用第一获取单元302。
可选地，在其他实施例中，第二确定单元303，还用于若判断当前排温大于预设排温且所述车速小于预设车速且所述持续时间小于预设时间，则基于所述发动机转速和所述发动机负荷，确定原始点火提前角和原始空气过量系数；
控制单元304，还用于基于原始点火提前角和原始空气过量系数，控制发 动机运行。
可选地，在其他实施例中，第二获取单元401，包括：
第三确定子单元和计算子单元。
所述第三确定子单元，用于确定发动机由供油工况切换至断油工况的时间，得到发动机处于断油工况的初始时间，并确定发动机由断油工况切换至供油工况的时间，得到发动机处于断油工况的结束时间；
所述计算子单元，用于计算所述初始时间和所述结束时间的时间差，得到发动机处于断油工况的持续时间。
通过上述技术方案，本实施例中基于当前排温、车速以及发动机处于断油工况的持续时间，可以确定是否需要执行提升催化器转化效率的操作，在确定需要执行提升催化器转化效率的操作时，采用推迟点火提前角以及加浓空燃比的方式提高排温且清除催化器中的氧，进而提升催化器转化效率，提高催化器对发动机尾气的净化效果，以符合排放标准。在确定不需要执行提升催化器转化效率的操作时，采用原始点火提前角和原始空气过量系数控制发动机。
对于前述的各方法实施例，为了简单描述，故将其都表述为一系列的动作组合，但是本领域技术人员应该知悉，本发明并不受所描述的动作顺序的限制，因为依据本发明，某些步骤可以采用其他顺序或者同时进行。其次，本领域技术人员也应该知悉，说明书中所描述的实施例均属于优选实施例，所涉及的动作和模块并不一定是本发明所必须的。
需要说明的是，本说明书中的各个实施例均采用递进的方式描述，每个实施例重点说明的都是与其他实施例的不同之处，各个实施例之间相同相似的部分互相参见即可。对于装置类实施例而言，由于其与方法实施例基本相似，所以描述的比较简单，相关之处参见方法实施例的部分说明即可。
最后，还需要说明的是，在本文中，诸如第一和第二等之类的关系术语仅仅用来将一个实体或者操作与另一个实体或操作区分开来，而不一定要求或者 暗示这些实体或操作之间存在任何这种实际的关系或者顺序。而且，术语“包括”、“包含”或者其任何其他变体意在涵盖非排他性的包含，从而使得包括一系列要素的过程、方法、物品或者设备不仅包括那些要素，而且还包括没有明确列出的其他要素，或者是还包括为这种过程、方法、物品或者设备所固有的要素。在没有更多限制的情况下，由语句“包括一个……”限定的要素，并不排除在包括所述要素的过程、方法、物品或者设备中还存在另外的相同要素。
对所公开的实施例的上述说明，使本领域技术人员能够实现或使用本发明。对这些实施例的多种修改对本领域技术人员来说将是显而易见的，本文中所定义的一般原理可以在不脱离本发明的精神或范围的情况下，在其它实施例中实现。因此，本发明将不会被限制于本文所示的这些实施例，而是要符合与本文所公开的原理和新颖特点相一致的最宽的范围。
以上所述仅是本发明的优选实施方式，应当指出，对于本技术领域的普通技术人员来说，在不脱离本发明原理的前提下，还可以做出若干改进和润饰，这些改进和润饰也应视为本发明的保护范围。

Claims (10)

  1. 一种发动机控制方法，其特征在于，包括：
    确定发动机是否从断油工况切换至供油工况；
    若确定发动机从断油工况切换至供油工况，则获取发动机转速和发动机负荷；
    基于所述发动机转速和所述发动机负荷，分别确定修正后的点火提前角和修正后的空气过量系数；其中，所述修正后的点火提前角小于原始点火提前角，所述修正后的空气过量系数小于原始空气过量系数；
    基于修正后的点火提前角和修正后的空气过量系数，控制发动机运行。
  2. 根据权利要求1所述的控制方法，其特征在于，若所述发动机负荷包括空气充量，则
    所述确定修正后的点火提前角和修正后的空气过量系数，包括：
    从修正后的点火提前角MAP中，确定与所述发动机转速和所述空气充量对应的点火提前角，得到修正后的点火提前角；
    从修正后的空气过量系数MAP中，确定与所述发动机转速和所述空气充量对应的空气过量系数，得到修正后的空气过量系数。
  3. 根据权利要求1或2所述的控制方法，其特征在于，还包括：
    获取当前排温、车速以及发动机处于断油工况的持续时间；
    判断当前排温是否小于或等于预设排温，所述车速是否大于或等于预设车速，所述持续时间是否大于或等于预设时间；
    若判断至少满足下列一个条件：
    当前排温小于或等于预设排温、所述车速大于或等于预设车速或所述持续时间大于或等于预设时间，
    则执行获取发动机转速和发动机负荷的步骤及其后续步骤。
  4. 根据权利要求3所述的控制方法，其特征在于，还包括：
    若判断当前排温大于预设排温且所述车速小于预设车速且所述持续时间小于预设时间，则基于所述发动机转速和所述发动机负荷，确定原始点火提前 角和原始空气过量系数；
    基于原始点火提前角和原始空气过量系数，控制发动机运行。
  5. 根据权利要求3所述的控制方法，其特征在于，所述获取发动机处于断油工况的持续时间，包括：
    确定发动机由供油工况切换至断油工况的时间，得到发动机处于断油工况的初始时间，并确定发动机由断油工况切换至供油工况的时间，得到发动机处于断油工况的结束时间；
    计算所述初始时间和所述结束时间的时间差，得到发动机处于断油工况的持续时间。
  6. 一种发动机控制装置，其特征在于，包括：
    第一确定单元，用于确定发动机是否从断油工况切换至供油工况；
    第一获取单元，用于若确定发动机从断油工况切换至供油工况，则获取发动机转速和发动机负荷；
    第二确定单元，用于基于所述发动机转速和所述发动机负荷，分别确定修正后的点火提前角和修正后的空气过量系数；其中，所述修正后的点火提前角小于原始点火提前角，所述修正后的空气过量系数小于原始空气过量系数；
    控制单元，用于基于修正后的点火提前角和修正后的空气过量系数，控制发动机运行。
  7. 根据权利要求6所述的控制装置，其特征在于，若所述发动机负荷包括空气充量，则所述第二确定单元，包括：
    第一确定子单元，用于从修正后的点火提前角MAP中，确定与所述发动机转速和所述空气充量对应的点火提前角，得到修正后的点火提前角；
    第二确定子单元，用于从修正后的空气过量系数MAP中，确定与所述发动机转速和所述空气充量对应的空气过量系数，得到修正后的空气过量系数。
  8. 根据权利要求6或7所述的控制装置，其特征在于，还包括：
    第二获取单元，用于获取当前排温、车速以及发动机处于断油工况的持续时间；
    判断单元，用于判断当前排温是否小于或等于预设排温，所述车速是否大于或等于预设车速，所述持续时间是否大于或等于预设时间；
    并在若判断至少满足下列一个条件：当前排温小于或等于预设排温、所述车速大于或等于预设车速或所述持续时间大于或等于预设时间，则调用所述第一获取单元。
  9. 根据权利要求8所述的控制装置，其特征在于，所述第二确定单元，还用于若判断当前排温大于预设排温且所述车速小于预设车速且所述持续时间小于预设时间，则基于所述发动机转速和所述发动机负荷，确定原始点火提前角和原始空气过量系数；
    所述控制单元，还用于基于原始点火提前角和原始空气过量系数，控制发动机运行。
  10. 根据权利要求8所述的控制方法，其特征在于，所述第二获取单元，包括：
    第三确定子单元，用于确定发动机由供油工况切换至断油工况的时间，得到发动机处于断油工况的初始时间，并确定发动机由断油工况切换至供油工况的时间，得到发动机处于断油工况的结束时间；
    计算子单元，用于计算所述初始时间和所述结束时间的时间差，得到发动机处于断油工况的持续时间。
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CN115355097A (zh) * 2022-09-06 2022-11-18 潍柴动力股份有限公司 Egr系统控制方法、装置、电子设备及存储介质
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