Control method and device of engine, vehicle and vehicle-mounted terminal

Abstract

The embodiment of the application is suitable for the automobile technical field, and provides a control method and device of an engine, a vehicle and a vehicle-mounted terminal. The method comprises the following steps: if engine information acquired in a first running mode of a vehicle meets a preset adjustment condition, acquiring first energy information of the vehicle; the power source in the first running mode comprises a power source provided by a new energy power system and a power source provided by a fuel power system; determining a parameter correction value of the engine based on the first energy information and the engine information; the parameter correction value comprises a target speed correction value and a target torque value; and controlling the engine to run based on the target output value. Through the method provided by the embodiment, the vehicle-mounted terminal can adjust the output torque and the output speed of the engine according to the first energy information and the engine information to improve the thermal efficiency of the engine under extreme working conditions.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and in particular to an engine control method, device, vehicle, and vehicle-mounted terminal. Background Technology

[0002] With the development of the automotive industry, more and more automakers are focusing on developing hybrid vehicles. Since hybrid vehicles simultaneously incorporate both a gasoline powertrain and a new energy powertrain, they can be powered by either the gasoline or the new energy powertrain. In the series operation mode of a hybrid vehicle, the vehicle controller can simultaneously utilize both the gasoline and new energy powertrains to provide power. At this time, the vehicle controller can generate electricity through the generator in the gasoline powertrain to provide partial power to the vehicle, while simultaneously using the battery in the new energy powertrain to provide auxiliary power to meet the vehicle's overall power requirements.

[0003] In existing technologies, vehicle controllers primarily determine the engine's operating parameters in series operation mode based on the vehicle's overall power requirements and the atmospheric pressure of the vehicle's environment. When the engine is under extreme conditions such as high or low temperatures, the engine's optimal operating range changes with temperature. Therefore, existing engine operation schemes in series operation mode can easily lead to problems such as high power consumption and increased exhaust emissions. Summary of the Invention

[0004] In view of this, embodiments of this application provide an engine control method, device, vehicle, and on-board terminal to ensure that the engine's operating parameters are always within the engine's optimal operating range under extreme operating conditions, thereby improving the engine's thermal efficiency under extreme operating conditions.

[0005] A first aspect of this application provides an engine control method, including: If the engine information obtained in the first operating mode of the vehicle meets the preset adjustment conditions, then the first energy information of the vehicle's battery power is obtained; the power source in the first operating mode includes the power source provided by the new energy power system and the power source provided by the fuel power system; the first energy information is the energy information corresponding to the new energy power system; Based on the first energy information (electricity information) and the engine information, a target output value for engine parameter correction is determined; the target output value parameter correction includes at least one of a target speed value correction and a target torque value correction. The engine parameters controlling the engine operation are adjusted based on the target output value parameter correction value; the engine parameters include at least one of a target torque value and a target speed value. Target torque value In one possible implementation of the first aspect above, the engine information includes the engine's intake air temperature; the first energy information includes the remaining power and expected remaining power of the new energy power system. The step of determining the target output value of the engine based on the first energy information and the engine information includes: The intake air temperature and the vehicle speed are input into the speed adjustment algorithm to determine the first speed value; The remaining power and the expected remaining power are input into the first adjustment coefficient algorithm to determine the speed adjustment coefficient; The target speed value is determined based on the first speed value and the speed adjustment coefficient.

[0006] In one possible implementation of the first aspect above, the engine information includes the engine's intake air temperature; the first energy information includes the remaining power and expected remaining power of the new energy power system. The step of determining the target output value of the engine based on the first energy information and the engine information includes: The intake air temperature and the target engine speed are input into the torque adjustment algorithm to determine the first torque value; The remaining battery power is input into the second adjustment coefficient algorithm to determine the first torque adjustment coefficient; The power difference and total power demand are input into the third adjustment coefficient algorithm to determine the second torque adjustment coefficient; the power difference is the difference between the remaining power and the expected remaining power. The target torque value is determined based on the first torque value, the first torque adjustment coefficient, and the second torque adjustment coefficient.

[0007] In one possible implementation of the first aspect above, before controlling the engine based on the target output value, the following is included: If the intake air temperature of the engine is greater than or equal to the first temperature threshold, the opening threshold is determined based on the driving mode of the vehicle in its current state. If the actual accelerator pedal opening value at any given moment is less than the opening threshold, then the actual output speed of the engine and the difference in battery charge at that given moment are input into the torque threshold algorithm to determine the upper limit of torque; the difference in battery charge is the difference between the vehicle's remaining battery charge and the expected remaining battery charge. If the actual opening value is greater than or equal to the opening threshold, then the preset rated upper limit value is used as the torque upper limit value.

[0008] In one possible implementation of the first aspect above, before controlling the engine based on the target output value, the following is included: The vehicle's current speed and the actual accelerator pedal opening value are input into the constraint value algorithm to determine the initial upper limit value; The upper limit value of the rotational speed is determined based on the initial upper limit value and at least one constraint coefficient.

[0009] In one possible implementation of the first aspect above, the constraint coefficients include a first constraint coefficient, a second constraint coefficient, a third constraint coefficient, a fourth constraint coefficient, a fifth constraint coefficient, and a sixth constraint coefficient; the first constraint coefficient is determined by the remaining battery power of the new energy power system and the engine coolant temperature; the second constraint coefficient is determined by the driving mode of the vehicle in its current state; the third constraint coefficient is determined by the air pressure of the vehicle in its current environment; the fourth constraint coefficient is determined by the remaining battery power and the battery temperature of the new energy power system; the fifth constraint coefficient is determined by the driving speed of the vehicle in its current state and the slope of the vehicle in its current environment; and the sixth constraint coefficient is determined by the rated available power of the new energy power system.

[0010] In one possible implementation of the first aspect above, the engine information includes the engine's intake air temperature; If the engine information obtained in the vehicle's first operating mode meets the preset adjustment conditions, then the vehicle's first energy information is obtained, including: When the vehicle is in motion, if the intake air temperature is greater than or equal to a preset second temperature threshold, the vehicle's first energy information is obtained.

[0011] A second aspect of this application provides an engine control device, including: The information acquisition module is used to acquire the first energy information of the vehicle if the engine information acquired in the first operating mode of the vehicle meets the preset adjustment conditions; the power source in the first operating mode includes the power source provided by the new energy power system and the power source provided by the fuel power system; the first energy information is the energy information corresponding to the new energy power system. The correction value determination module is used to determine the target output value of the engine based on the first energy information and the engine information; the target output value includes the target output speed and the target output torque. An adjustment module is used to control the engine based on the target output value.

[0012] A third aspect of this application provides a vehicle, including a new energy power system, a fuel power system, and an on-board terminal; a first signal output port of the new energy power system and a second signal output port of the fuel power system are respectively connected to a first signal input port of the on-board terminal; a third signal output port of the on-board terminal is connected to the second signal output port of the fuel power system. The new energy power system is used to provide a power source for the vehicle and send first energy information to the vehicle terminal; The vehicle terminal is used to acquire engine information and the first energy information in the first operating mode of the vehicle, and to execute the engine control method as described in the first aspect above based on the engine information and the first energy information; the power source in the first operating mode includes a power source provided by a new energy power system and a power source provided by a fuel power system. The fuel-powered system is used to provide a power source to the vehicle; it is also used to send engine information to the vehicle terminal and adjust the engine according to the instructions sent by the vehicle terminal.

[0013] A fourth aspect of this application provides an in-vehicle terminal, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the engine control method described in the first aspect above.

[0014] A fifth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the engine control method described in the first aspect above.

[0015] A sixth aspect of this application provides a computer program product that, when run on a computer, causes the computer to execute the engine control method described in the first aspect.

[0016] Compared with the prior art, the embodiments of this application have the following advantages: In this embodiment, the vehicle-mounted terminal can acquire engine information of the fuel power system in the vehicle's first operating mode and determine whether the acquired engine information meets the adjustment conditions preset by the developers. In the first operating mode, the vehicle's power source may include a power source provided by a new energy power system and a power source provided by a fuel power system. If the vehicle-mounted terminal determines that the currently acquired engine information meets the adjustment conditions, it can acquire the first energy information of the new energy power system. After acquiring the first energy information, the vehicle-mounted terminal can determine the engine parameter correction value based on the acquired first energy information and engine information. The parameter correction value acquired by the vehicle-mounted terminal may include a target speed value and a target torque value. After acquiring the engine parameter correction value, the vehicle-mounted terminal can adjust the engine parameters based on the parameter correction value. The engine parameters adjusted by the vehicle-mounted terminal may include a target torque value and a target speed value. The method provided in this application embodiment allows the vehicle terminal to determine the target speed and target torque values ​​of the engine based on engine information and first energy information, respectively. Therefore, the method provided in this embodiment can ensure that the corrected engine parameters are within the engine's optimal operating range. Furthermore, the aforementioned parameter correction values ​​are determined in conjunction with the first energy information of the new energy power system. Thus, the method provided in this embodiment can reduce the engine's energy consumption and emissions under extreme operating conditions, and improve the engine's thermal efficiency, while ensuring the vehicle's power retention performance. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application; Figure 2 This is a schematic diagram of an engine control method provided in an embodiment of this application; Figure 3 This is a control diagram of an engine provided in an embodiment of this application; Figure 4 This is a flowchart illustrating a specific implementation of another engine control method provided in this application embodiment; Figure 5 This is a flowchart illustrating a specific implementation of another engine control method provided in this application embodiment; Figure 6 This is a flowchart illustrating a specific implementation of another engine control method provided in this application embodiment; Figure 7 This is a flowchart illustrating a specific implementation of another engine control method provided in this application embodiment; Figure 8 This is a schematic diagram of an engine control device provided in an embodiment of this application; Figure 9 This is a schematic diagram of an in-vehicle terminal provided in an embodiment of this application. Detailed Implementation

[0019] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0020] The operating modes of a hybrid vehicle can include a first operating mode and a second operating mode. The first operating mode can be a series operating mode of the powertrain, and the second operating mode can be a parallel operating mode of the powertrain.

[0021] In the second operating mode, the vehicle's new energy power system and gasoline power system provide power to the vehicle in parallel. When the vehicle is in the second operating mode, the gasoline power system can be directly connected to the drive motor, which can then drive the wheels and / or other working devices on the vehicle. Because the gasoline power system is directly connected to the drive motor in the second operating mode, changes in engine speed will simultaneously change the speed of the drive motor. Therefore, in the second operating mode, when the engine's optimal operating range changes due to temperature increases, it is impossible to directly adjust engine parameters to bring the engine back to its optimal operating range. Since the gasoline power system's engine directly provides power to the drive motor in the second operating mode, the driver can select the second operating mode as the vehicle's operating mode when the vehicle is operating at high speeds.

[0022] In the first operating mode, the on-board terminal can control the vehicle's new energy power system and fuel power system to operate in series. In this series operation mode, the engine in the fuel power system can provide power to the generator in the fuel power system by burning fuel, thereby controlling the generator to generate electricity. The electricity generated by the generator can be transferred to the battery of the new energy power system to power the battery. The battery can generate electricity to the drive motor of the vehicle to drive the wheels and / or other working devices on the vehicle. Therefore, in the first operating mode, the speed of the fuel power system and the speed of the vehicle's drive shaft are decoupled; that is, changing the speed of the generator in the fuel power system will not change the vehicle's driving state. Furthermore, in the first operating mode, the fuel power system can provide partial power to the vehicle through the generator, while the battery in the new energy power system can perform auxiliary power supply operations. Therefore, when the vehicle is operating in the first operating mode, the on-board terminal can adjust engine parameters to improve engine thermal efficiency without affecting the normal operation of the vehicle.

[0023] During engine operation, when the intake air temperature exceeds a certain threshold, the engine's operating temperature changes, thus altering its optimal operating range. Furthermore, in existing technology, to prevent engine knocking at high intake air temperatures, the spark plugs actively withdraw from their ignition angle earlier, resulting in incomplete fuel combustion. Therefore, when the intake air temperature is high, the onboard terminal needs to adjust and correct engine parameters based on the vehicle's engine and primary energy information to ensure the engine operates within its optimal operating range and improves thermal efficiency.

[0024] The technical solution of this application will be described below through specific embodiments.

[0025] Reference Figure 1 The diagram illustrates a structural schematic of a vehicle according to an embodiment of this application. Figure 1As shown, vehicle 1 may include a new energy power system 11, a fuel power system 12, and an on-board terminal 13. The new energy power system 11 in vehicle 1 can provide a power source to vehicle 1. The new energy power system 11 can also send first energy information of the new energy power system to the on-board terminal 13. The on-board terminal 13 in vehicle 1 can acquire engine information of the fuel power system 12 and the first energy information of the new energy power system 11 in a first operating mode of the vehicle. The on-board terminal 13 can execute an engine control method based on the acquired engine information and first energy information. The fuel power system 12 can provide a power source to vehicle 1; it can also send engine information to the on-board terminal 13 and adjust the engine according to the instructions sent by the on-board terminal 13. The specific content of the engine control method executed by the on-board terminal 13 is basically similar to that in the method embodiment, so please refer to the description in the method embodiment section; it will not be repeated here.

[0026] Reference Figure 2 This illustration shows a schematic diagram of an engine control method provided in an embodiment of this application. This control method can be applied to an in-vehicle terminal. The in-vehicle terminal can be an Electronic Control Unit (ECU), Microcontroller Unit (MCU), Central Processing Unit (CPU), Automobile Engine Control Module (ECM), or other similar in-vehicle terminals. The engine control method specifically includes the following steps: S201. If the engine information obtained in the first operating mode of the vehicle meets the preset adjustment conditions, then the first energy information of the vehicle is obtained; the power source in the first operating mode includes the power source provided by the new energy power system and the power source provided by the fuel power system; the first energy information is the energy information corresponding to the new energy power system.

[0027] In this embodiment, when the driver needs to drive the vehicle, the driver can initiate a start command via the vehicle key or the start button on the vehicle to start the vehicle. In response to the start command initiated by the driver, the on-board terminal can start the vehicle's new energy power system and fuel power system. At this time, the on-board terminal can obtain the vehicle's operating mode. When the vehicle is in the first operating mode, the on-board terminal can periodically obtain engine information from the fuel power system according to a time interval preset by the developers. The power source of the vehicle in the first operating mode can include the power source provided by the new energy power system and the power source provided by the fuel power system. After obtaining the engine information, the on-board terminal can determine whether the obtained engine information meets the adjustment conditions preset by the developers. If the on-board terminal determines that the engine information obtained at any time meets the adjustment conditions, the on-board terminal can obtain the vehicle's first energy information. The first energy information can be the energy information corresponding to the new energy power system. Specifically, when the new energy power system is a hydrogen energy power system, the first energy information can be the remaining hydrogen fuel system's gas volume and the user's preset expected remaining gas volume. When the new energy power system is an electric power system, the first energy information can be the remaining electric power system's battery level and the user's preset expected remaining battery level. The second energy information obtained by the vehicle terminal can be the energy information corresponding to the fuel power system.

[0028] In one possible implementation, the engine information acquired by the on-board terminal includes the engine's intake air temperature. After determining that the engine is running, the on-board terminal can obtain the vehicle's current speed using vehicle speed sensors. These speed sensors can be wheel speed sensors or transmission speed sensors mounted on the vehicle's gearbox. The on-board terminal can determine whether the vehicle is currently in motion based on the acquired speed. If the on-board terminal determines that the current speed is 0, it can determine that the vehicle is stationary. If the on-board terminal determines that the current speed is not 0, it can determine that the vehicle is in motion.

[0029] When the vehicle is in motion, the on-board terminal can periodically acquire the engine's intake air temperature according to pre-set time intervals. Specifically, the on-board terminal can acquire the engine's intake air temperature through a temperature sensor installed at the engine's intake manifold. After acquiring the intake air temperature, the on-board terminal can determine whether the acquired intake air temperature is greater than or equal to a second temperature threshold pre-set by the developers. If the on-board terminal determines that the intake air temperature is greater than or equal to the second temperature threshold, it can acquire the vehicle's first energy information. If the on-board terminal determines that the intake air temperature is less than the second temperature threshold, it can continue to acquire the intake air temperature according to the pre-set time intervals and continuously determine whether the intake air temperature is greater than or equal to the second temperature threshold until the vehicle transitions from a driving state to a parked state.

[0030] In this embodiment, the vehicle-mounted terminal can determine whether engine parameters need to be adjusted based on the engine's intake air temperature. Since changes in the engine's optimal operating range are mainly caused by an increase in intake air temperature, the method provided in this embodiment can improve the accuracy of the vehicle-mounted terminal's judgment on whether engine parameters need to be adjusted, thereby improving the usability of the engine parameter correction method.

[0031] In one possible implementation, if the on-board terminal determines that the currently acquired engine information does not meet the adjustment conditions, the on-board terminal can control the engine to continue operating at its basic parameters and continuously acquire engine information for judgment based on time intervals until the vehicle transitions from a running state to a shut-off state. The basic engine parameters may include the engine's basic speed and basic torque values.

[0032] In one possible implementation, when the new energy power system in the vehicle is an electric power system, before executing engine parameter correction actions, the on-board terminal can first calculate the engine's basic parameters and control the engine operation based on these basic parameters. The on-board terminal can calculate the basic speed value among the basic parameters based on the total power demand and the air pressure value of the current environment of the vehicle. The on-board terminal can query the second speed value corresponding to the total power demand and air pressure value through a second tachometer. The second tachometer can contain multiple different total power demand and air pressure values, and their corresponding second speed values. The second tachometer can be set by the developers based on experimental data. After determining the second speed value, the on-board terminal can determine the first constraint coefficient for the current state of the vehicle based on the remaining battery power and engine coolant temperature. Specifically, the on-board terminal can determine the first constraint coefficient corresponding to the remaining battery power and coolant temperature value by querying a first constraint coefficient conversion table. The first constraint coefficient conversion table can contain multiple different remaining battery power and coolant temperature values, and their corresponding first constraint coefficients. The first constraint coefficient conversion table can be set by the developers based on experimental data. After determining the second speed value and the first constraint coefficient, the vehicle terminal can use the product of the second speed value and the first constraint coefficient as the third speed value of the vehicle in its current state.

[0033] After calculating the third engine speed value, the vehicle terminal can apply NVH (Noise, Vibration, and Harshness) constraints to the third engine speed value based on the vehicle's current speed and the actual accelerator pedal opening, in order to determine the engine's base engine speed value. The specific method by which the vehicle terminal applies NVH constraints to the third engine speed value can be understood by referring to the relevant content in the fifth embodiment described below. When understanding this, the reader can replace the fourth engine speed value in the fifth embodiment below with the second engine speed value, and the target engine speed value with the base engine speed value, to understand the NVH constraint process in this embodiment by referring to the fifth embodiment described below.

[0034] In one possible implementation, after determining the engine's base speed, the on-board terminal can also determine the base torque value based on the base speed. Before calculating the engine's base torque value, the on-board terminal can first obtain the negative torque capability of the generator in the fuel system and the charging capability of the on-board battery in the new energy power system. Specifically, the on-board terminal can obtain the generator's generating temperature based on a temperature sensor installed on the generator. The on-board terminal can also obtain the generator's generating speed. The on-board terminal can look up a negative torque conversion table based on the generator's current generating temperature and generating speed to determine the generator's current negative torque capability. The on-board terminal can also look up a charging capability conversion table based on the battery temperature and remaining charge of the new energy power system to determine the charging capability of the on-board battery in the new energy power system.

[0035] After determining the negative torque capability and charging capability, the vehicle terminal can determine whether the negative torque capability is less than a first threshold and whether the charging capability is less than a second threshold. If the vehicle terminal determines that the negative torque capability is less than the first threshold and / or the charging capability is less than the second threshold, the vehicle terminal can consult a first initial torque table based on the vehicle's current base speed and total power demand to determine the second torque value for the current vehicle terminal state. If the vehicle terminal determines that the negative torque capability is greater than or equal to the first threshold and the charging capability is greater than or equal to the second threshold, the vehicle terminal can consult a second initial torque table based on the vehicle's current base speed and total power demand to determine the second torque value for the current vehicle terminal state.

[0036] After determining the second torque value, the vehicle terminal can consult the third constraint coefficient conversion table based on the air pressure value in the current vehicle environment to determine the third constraint coefficient for the current vehicle state. The vehicle terminal can use the product of the second torque value and the third constraint coefficient as the third torque value. After determining the third torque value, the vehicle terminal can constrain the third torque value based on the upper limit of torque in the current vehicle state to determine the base torque value for the current vehicle state based on the third torque value and the upper limit of torque. The specific method for the vehicle terminal to determine the upper limit of torque can be understood by referring to the relevant content in the fourth embodiment described below. When understanding, the reader can replace the fourth torque value in the fourth embodiment below with the third torque value and the target torque value with the base torque value, referring to the content in the fourth embodiment described below for understanding.

[0037] In one possible implementation, the on-board terminal can respond to a start command initiated by the driver and calculate the vehicle's total power demand based on the driver's power requirement, charging power requirement, and accessory power consumption. Specifically, the vehicle's total power demand can be equal to the sum of the driver's power requirement, charging power requirement, and accessory power consumption. The accessory power consumption can be the sum of the power required by all power-consuming components in the vehicle.

[0038] After the vehicle starts, the onboard terminal can obtain the actual accelerator pedal opening value through an opening sensor installed on the accelerator pedal, and determine the requested torque corresponding to the actual opening value through a requested torque conversion table. This requested torque conversion table can store multiple different opening values ​​and their corresponding requested torques. The onboard terminal can also obtain the motor speed through a speed sensor installed on the drive motor. After determining the requested torque, the onboard terminal can input the motor speed and requested torque into a pre-set power demand calculation formula to calculate the driver's power demand in the current state. The power demand calculation formula is as follows:

[0039] in, It can indicate the driver's power requirement. It can indicate the motor speed. This can indicate a request for torque.

[0040] After the vehicle starts, the onboard terminal can also obtain the remaining and target battery levels in the new energy system. The remaining battery level refers to the remaining charge of the high-voltage battery in the new energy system. The target battery level can be set by the driver in the instrument panel according to their needs. Alternatively, the onboard terminal can determine the target battery level by consulting a target battery conversion table based on the vehicle's current driving mode and the ambient temperature. Driving modes may include, but are not limited to, energy-saving mode, sport mode, and normal mode. The driver can set the current driving mode in the instrument panel according to their needs.

[0041] In one possible implementation, the vehicle's new energy powertrain system and gasoline powertrain system can be connected in a third operating mode. This third operating mode can be a series-parallel operation mode, allowing the vehicle to freely switch between the first and second operating modes. For vehicles in the third operating mode, the driver can select the desired operating mode from the first and second operating modes according to their needs. When the driver needs to switch operating modes, they can initiate a mode-switching command to the onboard terminal. The onboard terminal can respond to the driver's mode-switching command and switch the vehicle's operating mode according to the desired operating mode specified in the command.

[0042] S202. Based on the first energy information and engine information, determine the target output value of the engine; the parameter correction values ​​include the target speed value and the target torque value.

[0043] In this embodiment, after acquiring the first energy information, the vehicle-mounted terminal can determine the engine's target output value based on the first energy information and engine information under the current vehicle state. Specifically, the vehicle-mounted terminal can determine the speed adjustment value based on the first energy information and engine information. The vehicle-mounted terminal can determine the engine's target speed value by summing the base speed value and the speed adjustment value under the current vehicle state. After determining the corrected target speed value, the vehicle-mounted terminal can determine the engine's target torque value based on the target speed value, the first energy information, and the engine information.

[0044] S203, Control engine operation based on target output value.

[0045] In this embodiment, after determining the target output value of the engine, the vehicle-mounted terminal can adjust the engine parameters according to the parameter correction value. After determining the target speed and target torque values, the vehicle-mounted terminal can generate adjustment commands based on the determined engine parameters. The vehicle-mounted terminal can send the adjustment commands containing the engine parameters to the fuel system via the Controller Area Network (CAN) to control the engine in the fuel system to output torque according to the target torque value and output speed according to the target speed value.

[0046] Reference Figure 3 This diagram illustrates a control schematic of an engine according to an embodiment of this application. Figure 3 The horizontal axis in the diagram represents the engine's output speed, and the vertical axis represents the engine's output torque. Point A represents the coordinate point corresponding to the base torque value and base speed value before adjustment. Point B represents the coordinate point after adjusting the base speed value according to the speed adjustment value. Point C represents the coordinate point after adjusting the base speed value according to the speed adjustment value and the base torque value according to the torque adjustment value.

[0047] like Figure 3As shown, when the vehicle is in a normal temperature environment, i.e., the engine's intake air temperature is normal, point A can be located within the engine's normal temperature high-efficiency zone. When the vehicle is in a high temperature environment, i.e., the engine's intake air temperature is higher, the engine's high-efficiency zone can shift from the normal temperature high-efficiency zone to the high temperature high-efficiency zone, meaning the engine's optimal operating range changes. At this time, the on-board terminal can calculate the target speed value based on the acquired first energy information and engine information, and control the engine's output speed according to the target speed value. Since the engine's output torque also changes when the engine output speed changes, after speed correction, the engine parameters can move from point A to point B. However, since the torque value corresponding to point B is not corrected by the on-board terminal based on engine information, point B is still outside the high temperature high-efficiency zone.

[0048] At this point, the vehicle terminal can calculate the target torque value based on the corrected target speed, the first energy information, and the engine information, and control the engine's output torque accordingly. After torque correction, the engine parameters can move from point B to point C. Since the target torque value is calculated based on the target speed, the first energy information, and the engine information, point C after torque correction can be located within the high-temperature, high-efficiency zone. Therefore, through the method provided in this embodiment, the vehicle terminal can calculate the target torque value and the target speed value by combining the first energy information and the engine information when the intake air temperature rises, so that the engine parameters always fall within the optimal operating range, thereby ensuring engine thermal efficiency and reducing engine fuel consumption and exhaust emissions.

[0049] In this embodiment, for a vehicle operating in the first mode, when the engine information of the fuel-powered system meets the adjustment conditions, the on-board terminal can determine the target torque and target speed values ​​of the engine based on the engine information and the first energy information, respectively. Since the optimal operating range of the engine changes, both the optimal operating torque and optimal operating speed will change. Therefore, the method provided in this embodiment can ensure that the corrected target torque and target speed values ​​fall within the optimal operating range. This means the method ensures that the engine always operates within its optimal operating range, thereby guaranteeing engine thermal efficiency. Furthermore, since the above parameter correction values ​​are determined in conjunction with the first energy information of the new energy power system, the method provided in this embodiment can reduce engine energy consumption and emissions under extreme operating conditions, and improve engine thermal efficiency, while ensuring the vehicle's energy retention performance.

[0050] Figure 4 A flowchart illustrating a specific implementation of an engine control method S202 according to a second embodiment of this application is shown. See also... Figure 4 Compared to Figure 1In the embodiment provided, engine control method S202 includes: S401~S403, which are detailed below: S401. Input the intake air temperature and vehicle speed into the speed adjustment algorithm to determine the first speed value.

[0051] In this embodiment, the parameter correction value calculated by the vehicle terminal may include the target speed value. The vehicle terminal can correct the base speed value of the vehicle under the current state based on the target speed value to ensure that the engine operates within its optimal operating range. The engine information acquired by the vehicle terminal may include the engine's intake air temperature. When the new energy system in the vehicle is an electric power system, the first energy information acquired by the vehicle terminal may include the remaining charge and expected remaining charge of the vehicle battery in the new energy power system. The expected remaining charge of the new energy power system can be set by the driver in the instrument panel according to their needs. The expected remaining charge of the new energy power system can be obtained by the vehicle terminal by querying a remaining charge conversion table based on the vehicle's current driving mode and the ambient temperature of the vehicle's surroundings. The ambient temperature of the vehicle's surroundings can be obtained by the vehicle terminal through an ambient temperature sensor installed on the vehicle. The remaining charge conversion table can be set by the developers based on actual experimental data. The remaining charge conversion table may include multiple different driving modes and ambient temperatures, as well as the expected remaining charge corresponding to each driving mode and ambient temperature.

[0052] After determining that the engine meets the adjustment conditions, the on-board terminal can obtain the vehicle's current speed through the vehicle speed sensor. After obtaining the speed, the on-board terminal can input the obtained intake air temperature and speed into a pre-set speed adjustment algorithm to determine the first speed value corresponding to the intake air temperature and speed. Specifically, the speed adjustment algorithm in the on-board terminal may include an initial speed conversion table. The initial speed conversion table may contain multiple different intake air temperatures and speeds, as well as the corresponding first speed values ​​for each intake air temperature and speed. The on-board terminal can query the initial speed conversion table based on the obtained intake air temperature and speed to determine the first speed value. The first speed value in the initial speed conversion table may include a speed correction direction and a speed correction amount; that is, the first speed value can be positive or negative. When the first speed value is positive, the speed correction direction corresponding to the first speed value can be the direction of speed increase; when the first speed value is negative, the speed correction direction corresponding to the first speed value can be the direction of speed decrease.

[0053] S402. Input the remaining power and the expected remaining power into the first adjustment coefficient algorithm to determine the speed adjustment coefficient.

[0054] In this embodiment, after determining the first rotational speed value, the vehicle terminal can input the remaining battery power and the expected remaining battery power into a first adjustment coefficient algorithm pre-set by the developers. This algorithm determines the rotational speed adjustment coefficient corresponding to the remaining battery power and the expected remaining battery power. Specifically, the first adjustment coefficient algorithm in the vehicle terminal may include a first correction coefficient conversion table. After obtaining the remaining battery power and the expected remaining battery power, the vehicle terminal can use the difference between them as the battery power difference in the current vehicle state. The vehicle terminal can then query the first coefficient conversion table based on the battery power difference in the current vehicle state to determine the rotational speed adjustment coefficient corresponding to the battery power difference in the current state. The first correction coefficient conversion table may contain multiple different battery power differences and their respective rotational speed adjustment coefficients.

[0055] S402. Determine the target speed value based on the first speed value and the speed adjustment coefficient.

[0056] In this embodiment, after determining the first speed value and the speed adjustment coefficient, the vehicle terminal can determine the target speed value based on the first speed value and the speed adjustment coefficient. Specifically, the vehicle terminal can use the product of the first speed value and the speed adjustment coefficient as the speed adjustment value. The terminal device can obtain the base speed value of the engine under the current state and determine the target speed value of the engine by summing the speed adjustment value and the base speed value.

[0057] In one possible implementation, after determining the speed adjustment value, the vehicle terminal can obtain the base speed value of the engine under its current state. The vehicle terminal can use the sum of the speed adjustment value and the base speed value as the fourth speed value. After calculating the fourth speed value, the vehicle terminal can apply NVH constraints to the fourth speed value based on the speed adjustment value and the actual accelerator pedal opening value under the current vehicle state to determine the target engine speed value. The specific method for the vehicle terminal to apply NVH constraints to the fourth speed value can be understood by referring to the relevant content in the fifth embodiment described below, and will not be repeated here.

[0058] In this embodiment, since the first speed value is determined based on the intake air temperature and driving speed, and the engine's optimal operating range depends on the engine's intake air temperature, the method provided in this embodiment can ensure that the corrected target speed value is within the engine's optimal operating range, thereby improving the engine's thermal efficiency under extreme conditions. Furthermore, since the on-board terminal can correct the first speed value based on the remaining battery power and the desired remaining battery power, the method provided in this embodiment can improve the engine's thermal efficiency under extreme conditions while ensuring the vehicle's battery retention performance.

[0059] Figure 5A flowchart illustrating a specific implementation of an engine control method S202 according to a third embodiment of this application is shown. See also... Figure 5 The remaining power is compared to Figure 2 In the embodiment provided, engine control method S202 includes: S501~S504, which are detailed below: S501. Input the intake air temperature and the target engine speed into the torque correction algorithm to determine the first torque value.

[0060] In this embodiment, the parameter correction value calculated by the vehicle-mounted terminal may include the target torque value. After adjusting the engine's base speed value according to the speed adjustment value to obtain the target speed value, the vehicle-mounted terminal can correct the engine's base torque value according to the target speed value and engine information to ensure the engine operates within its optimal operating range. The engine information acquired by the vehicle-mounted terminal may include the engine's intake air temperature. The first energy information acquired by the vehicle-mounted terminal may include the remaining charge and expected remaining charge of the vehicle's battery in the new energy power system. After calculating the engine's target speed value based on the target speed correction value and the base speed value, the vehicle-mounted terminal can input the engine's intake air temperature and target speed value into a torque correction algorithm pre-set by the developers to determine the first torque value through the torque correction algorithm.

[0061] In one possible implementation, the torque correction algorithm may include an initial torque conversion table. The on-board terminal can query the initial torque conversion table based on the acquired intake air temperature and target speed values ​​to determine the first torque value corresponding to each intake air temperature and target speed value. The initial torque conversion table may contain multiple different intake air temperature and target speed values, and the first torque value corresponding to each intake air temperature and target speed value. The first torque value in the initial torque conversion table may include a torque correction direction and a torque correction amount; that is, the first torque value in the initial torque conversion table can be positive or negative. When the first torque value is positive, the torque correction direction corresponding to the first torque value can be the torque increase direction; when the first torque value is negative, the torque correction direction corresponding to the first torque value can be the torque decrease direction.

[0062] S502. Input the remaining power into the second adjustment coefficient algorithm to determine the first torque adjustment coefficient.

[0063] In this embodiment, after obtaining the first torque value, the vehicle terminal can input the remaining battery power of the new energy power system into the second adjustment coefficient algorithm to determine the first torque adjustment coefficient. Specifically, the second adjustment coefficient algorithm may include a second correction coefficient conversion table. The second correction coefficient conversion table may contain multiple different remaining battery powers and the first torque adjustment coefficient corresponding to each remaining battery power. The vehicle terminal can determine the first torque adjustment coefficient corresponding to the remaining battery power by querying the second correction coefficient conversion table.

[0064] S503. Input the power difference and total power demand into the third adjustment coefficient algorithm to determine the second torque adjustment coefficient; the power difference is the difference between the remaining power and the expected remaining power.

[0065] In this embodiment, after determining the first torque adjustment coefficient, the vehicle terminal can determine the power difference based on the remaining power and the expected remaining power of the new energy power system. Specifically, the vehicle terminal can use the difference between the remaining power and the expected remaining power as the power difference in the current state of the vehicle. After determining the power difference, the vehicle terminal can input the obtained power difference and the total power demand into the third adjustment coefficient algorithm to determine the second torque adjustment coefficient. The calculation method for the total power demand is the same as that in the first embodiment of this application; for detailed calculation methods, please refer to the content in the first embodiment of this application, which will not be repeated here. The third adjustment coefficient algorithm may include a third correction coefficient conversion table. The third correction coefficient conversion table may contain multiple different power differences and total power demands, as well as the second torque adjustment coefficient corresponding to each power difference and total power demand. The vehicle terminal can determine the second torque adjustment coefficient corresponding to the power difference and total power demand by querying the third correction coefficient conversion table.

[0066] S504. Determine the target torque value based on the first torque value, the first torque adjustment coefficient, and the second torque adjustment coefficient.

[0067] In this embodiment, after determining the first torque value, the first torque adjustment coefficient, and the second torque adjustment coefficient, the vehicle terminal can determine the target torque value of the engine based on these parameters. Specifically, the vehicle terminal can use the product of the first torque value, the first torque adjustment coefficient, and the second torque adjustment coefficient as the torque adjustment value. After determining the target torque adjustment value correction value, the vehicle terminal can determine the target torque value as the sum of the target torque value and the base torque value of the engine under its current state. In one possible implementation, after determining the torque adjustment value, the vehicle terminal can determine the fourth torque value as the sum of the torque adjustment value and the base torque value of the engine under the current state. After determining the fourth torque value, the vehicle terminal can constrain the fourth torque value according to the upper limit of torque under the current state of the vehicle to determine the target torque value. Specifically, after determining the fourth torque value, the vehicle terminal can determine whether the currently calculated fourth torque value is greater than the upper limit of torque under the current state of the vehicle. If the vehicle terminal determines that the fourth torque value is greater than the upper limit of torque, the vehicle terminal can determine the upper limit of torque as the target torque value of the engine. If the vehicle terminal determines that the fourth torque value is less than or equal to the upper limit of torque, the vehicle terminal can determine the fourth torque value as the target torque value of the engine. The method by which the vehicle terminal determines the upper limit of torque can be understood with reference to the relevant content of the fourth embodiment described below, and will not be repeated here.

[0068] In this embodiment, after determining the target speed, the vehicle terminal can determine the target torque value of the engine based on the target speed, engine information, and first energy information, and further correct the engine's output torque based on the target torque value. Therefore, the method provided in this embodiment can ensure that the corrected engine parameters are within the engine's optimal operating range. This method ensures that the corrected target speed is within the engine's optimal operating range, thereby improving the engine's thermal efficiency under extreme conditions. Furthermore, since the vehicle terminal can correct the first torque value based on the battery difference and total power demand, the method provided in this embodiment can improve the engine's thermal efficiency under extreme conditions while meeting the vehicle's total power demand, ensuring the vehicle's battery retention performance.

[0069] Figure 6 This diagram illustrates a detailed implementation flowchart of an engine control method prior to step S203, as provided in the fourth embodiment of this application. See also... Figure 6 Compared to Figure 2 In the embodiment provided, the engine control method includes steps S601 to S603 before step S203, which are detailed below: S601. If the intake air temperature of the engine is greater than or equal to the first temperature threshold, the opening threshold is determined based on the driving mode of the vehicle in its current state.

[0070] In this embodiment, after calculating the target torque value of the engine, the vehicle terminal can obtain the engine's intake air temperature. The vehicle terminal can determine whether the currently obtained intake air temperature is greater than or equal to a first temperature threshold preset by the developers. If the vehicle terminal determines that the intake air temperature is greater than or equal to the first temperature threshold, the vehicle terminal can determine the opening threshold according to the driving mode and make further judgments based on the opening threshold. Specifically, the vehicle terminal can query a threshold conversion table according to the driving mode of the current vehicle state to determine the opening threshold corresponding to the driving mode. The threshold conversion table may contain multiple different driving modes and the opening thresholds corresponding to each driving mode. The vehicle's driving mode may include, but is not limited to, energy-saving mode, sport mode, and normal mode. The driving mode of the current vehicle state can be set by the driver on the instrument panel according to their own needs.

[0071] If the vehicle terminal determines that the intake air temperature is lower than the first temperature threshold, it can determine that the current vehicle condition does not meet the torque limit conditions. The vehicle terminal can then use the pre-set rated upper limit value as the engine's torque upper limit value. This pre-set rated upper limit value can be the maximum torque value that the engine itself can achieve. After determining the torque upper limit value, the vehicle terminal can determine the fourth torque value as the sum of the target torque value and the engine's current base torque value. The vehicle terminal can then determine whether the calculated fourth torque value is greater than the torque upper limit value under the current vehicle condition. If the vehicle terminal determines that the fourth torque value is greater than the torque upper limit value, it can determine the torque upper limit value as the engine's target torque value. If the vehicle terminal determines that the fourth torque value is less than or equal to the torque upper limit value, it can determine the fourth torque value as the engine's target torque value.

[0072] S602. If the actual opening value of the accelerator pedal at any moment is less than the opening threshold, the actual output speed of the engine and the difference in battery power at any moment are input into the torque threshold algorithm to determine the upper limit of torque; the difference in battery power is the difference between the vehicle's remaining battery power and the expected remaining battery power.

[0073] In this embodiment, after obtaining the opening threshold corresponding to the driving mode, the vehicle terminal can obtain the actual opening value of the accelerator pedal in its current state. The vehicle terminal can determine whether the currently obtained actual opening value is less than the opening threshold corresponding to the driving mode. If the vehicle terminal determines that the actual opening value of the accelerator pedal is less than the opening threshold at any given time, the vehicle terminal can activate the enable flag. The enable flag can be used to indicate whether the vehicle is in a high-temperature limiting state. When the enable flag is activated, it indicates that the vehicle is in a high-temperature limiting state, and the vehicle terminal can calculate the upper limit of torque based on the engine's actual output speed and the difference in battery charge. The vehicle terminal can constrain the engine's output torque based on the calculated upper limit of torque to limit the engine's output torque within the upper limit of torque during normal vehicle operation. When the enable flag is not activated, it indicates that the vehicle is not in a high-temperature limiting state, and the vehicle terminal can constrain the engine's output torque based on the engine's rated upper limit to limit the engine's output torque within the rated upper limit of torque during normal vehicle operation.

[0074] The vehicle-mounted terminal can obtain the actual output speed of the engine at that moment, and use the difference between the remaining power of the new energy system and the expected remaining power as the power difference in the current state of the vehicle. The vehicle-mounted terminal can input the obtained power difference and the actual output speed into a torque threshold algorithm pre-set by the developers to determine the upper limit of torque. The vehicle-mounted terminal can constrain the target torque value according to the upper limit of torque to ensure that the target torque value does not exceed the upper limit of torque. The specific method by which the vehicle-mounted terminal constrains the target torque value according to the upper limit of torque is the same as that in S601 of this embodiment, and will not be repeated here.

[0075] In one possible implementation, the torque threshold algorithm may include a torque threshold conversion table. This table may include multiple different battery level differences and actual output speeds, as well as the upper limit torque value corresponding to each battery level difference and actual output speed. The onboard terminal can query the torque threshold conversion table based on the obtained battery level difference and actual output speed to determine the upper limit torque value for the vehicle's current state.

[0076] S603. If the actual opening value is greater than or equal to the opening threshold, the preset rated upper limit value shall be used as the torque upper limit value.

[0077] In this embodiment, if the vehicle terminal determines that the currently acquired actual opening value is greater than or equal to the opening threshold, the vehicle terminal can use the preset rated upper limit value as the torque upper limit value. The vehicle terminal can constrain the output torque of the engine based on the engine's rated upper limit value to limit the engine's output torque within the rated upper limit value during normal vehicle operation. The specific method by which the vehicle terminal constrains the target torque value based on the torque upper limit value is the same as that in S601 of this embodiment, and will not be repeated here.

[0078] In this embodiment, when the intake air temperature is greater than a first temperature threshold and the actual accelerator pedal opening value is less than the opening threshold corresponding to the driving mode, the on-board terminal can calculate the upper limit of torque based on the engine's actual output speed and the difference in battery power, and constrain the target torque value based on the upper limit of torque. Therefore, the method provided in this embodiment can constrain the target torque value without affecting the vehicle's high-power operating conditions, thus avoiding an excessively large corrected target torque value. Therefore, the method provided in this embodiment can improve the engine's availability under extreme operating conditions.

[0079] Figure 7 This diagram illustrates a detailed implementation flowchart of an engine control method prior to step S203, as provided in the fifth embodiment of this application. See also... Figure 7 Compared to Figure 2 In the embodiment provided, the engine control method includes steps S701-S702 before step S203, which are detailed below: S701. Input the vehicle's current driving speed and the actual opening value of the accelerator pedal into the constraint value algorithm to determine the initial upper limit value.

[0080] In this embodiment, the vehicle-mounted terminal can input the vehicle's current driving speed and the actual accelerator pedal opening value into a constraint value algorithm pre-set by the developers to determine the initial upper limit value. Specifically, the constraint value algorithm in the vehicle-mounted terminal can be a constraint value conversion table. The constraint value conversion table can store multiple different driving speeds and actual opening values, as well as the initial upper limit value corresponding to each driving speed and actual opening value. The initial upper limit value corresponding to each driving speed and actual opening value in the constraint value conversion table can be set by the developers based on specific experimental data.

[0081] S702. Determine the upper limit of rotational speed based on the initial upper limit value and at least one constraint coefficient.

[0082] In this embodiment, after determining the initial upper limit value, the vehicle-mounted terminal can determine the upper limit value of the engine speed based on the initial upper limit value and at least one constraint coefficient. Specifically, the vehicle-mounted terminal can determine the upper limit value of the engine speed by multiplying the initial upper limit value and multiple constraint coefficients. After calculating the upper limit value of the engine speed, the terminal device can constrain the engine output speed according to the upper limit value under normal driving conditions of the vehicle, so as to limit the engine output speed within the upper limit value.

[0083] After calculating the upper limit of engine speed, the vehicle terminal can determine the fourth engine speed value by summing the base engine speed value and the target engine speed correction value under the current vehicle condition. After calculating the upper limit and the fourth engine speed value, the vehicle terminal can determine whether the fourth engine speed value is greater than or equal to the upper limit. If the vehicle terminal determines that the fourth engine speed value is greater than or equal to the upper limit, it can determine the upper limit as the engine's target engine speed value. If the vehicle terminal determines that the fourth engine speed value is less than the upper limit, it can determine the fourth engine speed value as the engine's target engine speed value.

[0084] In one possible implementation, the constraint coefficients in the vehicle terminal may include a first constraint coefficient, a second constraint coefficient, a third constraint coefficient, a fourth constraint coefficient, a fifth constraint coefficient, and a sixth constraint coefficient. The vehicle terminal can consult a first constraint coefficient conversion table based on the remaining battery power and coolant temperature of the vehicle in its current state to determine the first constraint coefficient for that state. The vehicle terminal can also consult a second constraint coefficient conversion table based on the driving mode of the vehicle in its current state to determine the second constraint coefficient.

[0085] The vehicle-mounted terminal can consult the third constraint coefficient conversion table based on the air pressure value in the current environment of the vehicle to determine the third constraint coefficient for the current vehicle state. The vehicle-mounted terminal can consult the fourth constraint coefficient conversion table based on the remaining battery power and the battery temperature value of the new energy power system to determine the fourth constraint coefficient for the current vehicle state. Specifically, the vehicle-mounted terminal can obtain multiple initial temperature values ​​of the vehicle battery from multiple temperature sensors installed at different locations in the new energy power system.

[0086] The vehicle-mounted terminal can determine the battery temperature of the new energy power system by selecting the minimum value from multiple initial temperature values, and then determine the fourth constraint coefficient based on this battery temperature value. The vehicle-mounted terminal can then consult a fifth constraint coefficient conversion table based on the vehicle's current speed and the slope of the current environment to determine the fifth constraint coefficient for the current vehicle state. Specifically, the slope of the current environment can be obtained by the vehicle-mounted terminal through a slope sensor installed on the vehicle. The vehicle-mounted terminal can then consult a sixth constraint coefficient conversion table based on the rated available power of the new energy power system to determine the sixth constraint coefficient for the current vehicle state. Specifically, this rated available power can be the rated available discharge power of the vehicle battery. The specific data in each of the above constraint coefficient conversion tables can be set by the developers based on actual experimental data.

[0087] In this embodiment, after calculating the target speed correction value, the on-board terminal can apply NVH constraints to the target speed value based on the actual accelerator pedal opening and the vehicle's speed. Therefore, the method provided in this embodiment ensures that the corrected target speed value meets the NVH constraints, meaning that the engine's noise, vibration, and acoustic roughness are within a comfortable range for the human body during operation. Thus, the method provided in this embodiment can improve both engine thermal efficiency and user experience.

[0088] It should be noted that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0089] Reference Figure 8 The diagram illustrates a control device for an engine according to an embodiment of this application, which may specifically include an information acquisition module 801, a correction value determination module 802, and an adjustment module 803, wherein: The information acquisition module 801 is used to acquire the first energy information of the vehicle if the engine information acquired in the first operating mode of the vehicle meets the preset adjustment conditions; the power source in the first operating mode includes the power source provided by the new energy power system and the power source provided by the fuel power system; the first energy information is the energy information corresponding to the new energy power system. The correction value determination module 802 is used to determine the target output value of the engine based on the first energy information and the engine information; the target output value includes a target speed value and a target torque value; The adjustment module 803 is used to control the engine operation based on the target output value.

[0090] The correction value determination module can also be used to input the intake air temperature and the vehicle's driving speed into the speed adjustment algorithm to determine a first speed value; input the remaining battery power and the expected remaining battery power into the first adjustment coefficient algorithm to determine a speed adjustment coefficient; and determine the target speed value based on the first speed value and the speed adjustment coefficient.

[0091] The correction value determination module can also be used to input the intake air temperature and the target engine speed into the torque adjustment algorithm to determine a first torque value; input the remaining battery power into the second adjustment coefficient algorithm to determine a first torque adjustment coefficient; input the battery power difference and the total power demand into the third adjustment coefficient algorithm to determine a second torque adjustment coefficient; the battery power difference is the difference between the remaining battery power and the expected remaining battery power; and determine the target torque value based on the first torque value, the first torque adjustment coefficient, and the second torque adjustment coefficient.

[0092] The adjustment module can also be used to determine an opening threshold based on the driving mode of the vehicle's current state if the engine's intake air temperature is greater than or equal to a first temperature threshold; if the actual opening value of the accelerator pedal at any moment is less than the opening threshold, the actual output speed of the engine at that moment and the difference in battery charge are input into the torque threshold algorithm to determine the upper limit of torque; the difference in battery charge is the difference between the vehicle's remaining battery charge and the expected remaining battery charge; if the actual opening value is greater than or equal to the opening threshold, the preset rated upper limit value is used as the upper limit of torque.

[0093] The adjustment module can also be used to input the vehicle's current driving speed and the actual opening value of the accelerator pedal into the constraint value algorithm to determine the initial upper limit value; and to determine the upper limit value of the rotational speed based on the initial upper limit value and at least one constraint coefficient.

[0094] The constraint coefficients in the adjustment module include a first constraint coefficient, a second constraint coefficient, a third constraint coefficient, a fourth constraint coefficient, a fifth constraint coefficient, and a sixth constraint coefficient. The first constraint coefficient is determined by the remaining battery power of the new energy power system and the engine coolant temperature. The second constraint coefficient is determined by the driving mode of the vehicle in its current state. The third constraint coefficient is determined by the air pressure of the vehicle in its current environment. The fourth constraint coefficient is determined by the remaining battery power and the battery temperature of the new energy power system. The fifth constraint coefficient is determined by the vehicle's current driving speed and the slope of the vehicle in its current environment. The sixth constraint coefficient is determined by the rated available power of the new energy power system.

[0095] The information acquisition module can also be used to acquire the remaining power and expected remaining power of the new energy power system when the intake air temperature is greater than or equal to a preset second temperature threshold while the vehicle is in motion.

[0096] As the apparatus embodiments are basically similar to the method embodiments, they are described in a relatively simple manner. For relevant details, please refer to the description in the method embodiment section.

[0097] Reference Figure 9 The diagram illustrates a vehicle-mounted terminal according to an embodiment of this application. Figure 9 As shown, the vehicle-mounted terminal 900 in this embodiment includes: a processor 910, a memory 920, and a computer program 921 stored in the memory 920 and executable on the processor 910. When the processor 910 executes the computer program 921, it implements the steps of the various embodiments of the engine control method described above, for example... Figure 2 The steps S201 to S203 are shown. Alternatively, when the processor 910 executes the computer program 921, it implements the functions of each module / unit in the above-described device embodiments, for example... Figure 8 The functions of modules 801 to 803 are shown.

[0098] For example, the computer program 921 can be divided into one or more modules / units, which are stored in the memory 920 and executed by the processor 910 to complete this application. The one or more modules / units can be a series of computer program instruction segments capable of performing specific functions, which can be used to describe the execution process of the computer program 921 in the vehicle terminal 900. For example, the computer program 921 can be divided into an information acquisition module, a correction value determination module, and an adjustment module, with the specific functions of each module as follows: The information acquisition module is used to acquire the first energy information of the vehicle if the engine information acquired in the first operating mode of the vehicle meets the preset adjustment conditions; the power source in the first operating mode includes the power source provided by the new energy power system and the power source provided by the fuel power system; the first energy information is the energy information corresponding to the new energy power system. The correction value determination module is used to determine the target output value of the engine based on the first energy information and the engine information; the target output value includes a target speed value and a target torque value; An adjustment module is used to control the engine operation based on the target output value.

[0099] The vehicle-mounted terminal 900 may be the vehicle-mounted terminal in the foregoing embodiments. The vehicle-mounted terminal 900 may include, but is not limited to, a processor 910 and a memory 920. Those skilled in the art will understand that... Figure 9 This is merely one example of the vehicle terminal 900 and does not constitute a limitation on the vehicle terminal 900. It may include more or fewer components than shown, or combine certain components, or different components. For example, the vehicle terminal 900 may also include input / output devices, network access devices, buses, etc.

[0100] The processor 910 can be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0101] The memory 920 can be an internal storage unit of the vehicle terminal 900, such as a hard drive or memory of the vehicle terminal 900. The memory 920 can also be an external storage device of the vehicle terminal 900, such as a plug-in hard drive, smart media card (SMC), secure digital card (SD), flash card, etc., equipped on the vehicle terminal 900. Furthermore, the memory 920 can include both internal storage units and external storage devices of the vehicle terminal 900. The memory 920 is used to store the computer program 921 and other programs and data required by the vehicle terminal 900. The memory 920 can also be used to temporarily store data that has been output or will be output.

[0102] This application also discloses an in-vehicle terminal, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the engine control method as described in the foregoing embodiments.

[0103] This application also discloses a computer-readable storage medium storing a computer program that, when executed by a processor, implements the engine control method described in the foregoing embodiments.

[0104] This application also discloses a computer program product that, when run on a computer, causes the computer to execute the engine control method described in the foregoing embodiments.

[0105] The embodiments described above are only used to illustrate the technical solutions of this application, and are not intended to limit it. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A control method of an engine characterized by comprising: include: If the engine information obtained in the vehicle's first operating mode meets the preset adjustment conditions, then the vehicle's first energy information is obtained. The power source in the first operating mode includes a power source provided by a new energy power system and a power source provided by a fuel power system; the first energy information is the energy information corresponding to the new energy power system; the new energy power system is an electric power system. Based on the first energy information and the engine information, the target output value of the engine is determined; The target output value includes the target speed value and the target torque value; The engine information includes the engine's intake air temperature; the first energy information includes the remaining power and expected remaining power of the new energy power system. The step of determining the target output value of the engine based on the first energy information and the engine information includes: The intake air temperature and the vehicle speed are input into the speed adjustment algorithm to determine the first speed value; The remaining power and the expected remaining power are input into the first adjustment coefficient algorithm to determine the speed adjustment coefficient; The speed adjustment value is determined based on the first speed value and the speed adjustment coefficient; The sum of the base speed value and the speed adjustment value under the current vehicle condition is determined as the target speed value of the engine. The engine operation is controlled based on the target output value; Wherein, if the engine information obtained in the vehicle's first operating mode meets the preset adjustment conditions, then the first energy information of the vehicle is obtained, including: When the vehicle is in motion, if the intake air temperature is greater than or equal to a preset second temperature threshold, the remaining power and expected remaining power of the new energy power system are obtained.

2. The method of claim 1, wherein, The engine information includes the engine's intake air temperature; the first energy information includes the remaining power and expected remaining power of the new energy power system. The step of determining the target output value of the engine based on the first energy information and the engine information includes: The intake air temperature and the target engine speed are input into the torque adjustment algorithm to determine the first torque value; The remaining battery power is input into the second adjustment coefficient algorithm to determine the first torque adjustment coefficient; The power difference and total power demand are input into the third adjustment coefficient algorithm to determine the second torque adjustment coefficient; the power difference is the difference between the remaining power and the expected remaining power. Based on the first torque value, the first torque adjustment coefficient, and the second torque adjustment coefficient, the torque adjustment value is determined, and the sum of the target torque value and the base torque value under the current engine condition is determined as the target torque value.

3. The method according to claim 1 or 2, characterized in that, Before controlling the engine based on the target output value, the following steps are included: If the intake air temperature of the engine is greater than or equal to a first temperature threshold, then the accelerator pedal opening threshold is determined based on the driving mode of the vehicle in its current state. If the actual accelerator pedal opening value at any given moment is less than the opening threshold, then the actual output speed of the engine and the difference in battery charge at that moment are input into the torque threshold algorithm to determine the upper limit of torque; the difference in battery charge is the difference between the vehicle's remaining battery charge and the expected remaining battery charge. If the actual opening value is greater than or equal to the opening threshold, then the preset rated upper limit value is used as the torque upper limit value.

4. The method according to claim 1 or 2, characterized in that, Before controlling the engine based on the target output value, the following steps are included: The vehicle's current speed and the actual accelerator pedal opening value are input into the constraint value algorithm to determine the initial upper limit value; The upper limit value of the rotational speed is determined based on the initial upper limit value and at least one constraint coefficient.

5. The method of claim 4, wherein, The constraint coefficients include a first constraint coefficient, a second constraint coefficient, a third constraint coefficient, a fourth constraint coefficient, a fifth constraint coefficient, and a sixth constraint coefficient; the first constraint coefficient is determined by the remaining battery power of the new energy power system and the engine coolant temperature; the second constraint coefficient is determined by the driving mode of the vehicle in its current state; the third constraint coefficient is determined by the air pressure of the vehicle in its current environment; the fourth constraint coefficient is determined by the remaining battery power and the battery temperature of the new energy power system; the fifth constraint coefficient is determined by the vehicle's current driving speed and the slope of the vehicle in its current environment; and the sixth constraint coefficient is determined by the rated available power of the new energy power system.

6. A control device of an engine characterized by comprising: include: The information acquisition module is used to acquire the vehicle's first energy information if the engine information acquired in the vehicle's first operating mode meets the preset adjustment conditions. The power source in the first operating mode includes a power source provided by a new energy power system and a power source provided by a fuel power system; the first energy information is the energy information corresponding to the new energy power system; the new energy power system is an electric power system. The correction value determination module is used to determine the target output value of the engine based on the first energy information and the engine information; The target output value includes the target speed value and the target torque value; The engine information includes the engine's intake air temperature; the first energy information includes the remaining power and expected remaining power of the new energy power system. The step of determining the target output value of the engine based on the first energy information and the engine information includes: The intake air temperature and the vehicle speed are input into the speed adjustment algorithm to determine the first speed value; The remaining power and the expected remaining power are input into the first adjustment coefficient algorithm to determine the speed adjustment coefficient; The speed adjustment value is determined based on the first speed value and the speed adjustment coefficient; The sum of the base speed value and the speed adjustment value under the current vehicle condition is determined as the target speed value of the engine. An adjustment module is used to control the engine operation based on the target output value; Wherein, if the engine information obtained in the vehicle's first operating mode meets the preset adjustment conditions, then the first energy information of the vehicle is obtained, including: When the vehicle is in motion, if the intake air temperature is greater than or equal to a preset second temperature threshold, the remaining power and expected remaining power of the new energy power system are obtained.

7. A vehicle characterized by comprising: It includes a new energy power system, a fuel power system, and an on-board terminal; the first signal output port of the new energy power system and the second signal output port of the fuel power system are respectively connected to the first signal input port of the on-board terminal; the third signal output port of the on-board terminal is connected to the second signal output port of the fuel power system. The new energy power system is used to provide a power source for the vehicle and send the first energy information of the new energy power system to the vehicle terminal; The vehicle terminal is used to acquire engine information and the first energy information in the first operating mode of the vehicle, and to execute the engine control method as described in any one of claims 1-5 according to the engine information and the first energy information; the power source in the first operating mode includes a power source provided by a new energy power system and a power source provided by a fuel power system. The fuel-powered system is used to provide a power source to the vehicle; it is also used to send engine information to the vehicle terminal and adjust the engine according to the instructions sent by the vehicle terminal.

8. An in-vehicle terminal comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the engine control method as described in any one of claims 1-5.

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