A crankcase ventilation system anti-icing control method, device and storage medium

Abstract

The present invention relates to the field of engine technology, and specifically provides a crankcase ventilation system anti-icing control method, device and storage medium, the method comprising: collecting vehicle speed information and ambient temperature information, obtaining an icing / thawing factor corresponding to the vehicle speed information and ambient temperature information based on a pre-stored first relationship table; collecting intake manifold pressure information, and obtaining an icing / thawing equivalent corresponding to the pressure information and the icing / thawing factor based on a pre-stored second relationship table; determining an estimated value of the icing amount / thawing amount based on the icing / thawing equivalent; obtaining a maximum torque value of the engine corresponding to the estimated value of the icing amount / thawing amount based on a pre-stored third relationship table; allocating the torque of the engine and the motor based on the maximum torque value, so that the icing trend of the corresponding intake manifold is no longer aggravated. The present application takes into account both icing and thawing conditions, obtains the current icing amount, and thus takes corresponding torque limiting and other measures to prevent the icing of the crankshaft pipeline from aggravating.

Description

Technical Field

[0001] The present invention belongs to the technical field of crankcase control, and in particular relates to an anti-icing control method, device and storage medium for a crankcase ventilation system. Background Art

[0002] National VI models generally use a crankcase forced ventilation system (Positive Crankcase Ventilation, PCV), which introduces the mixture in the crankcase into the intake system. According to the principle of the PCV system, when the engine is under heavy load, the crankcase ventilation airflow enters the combustion chamber through the intake pipe after the air filter. When hybrid vehicles are driving at high speed in extremely cold environments, the engine becomes the main power provider. The mixture in its crankcase contains a large amount of water vapor, which is easy to freeze and clog at the interface with the intake pipe when encountering extremely cold environments. Ice causes the crankcase pressure to increase, causing problems such as oil spraying from the engine compartment and the oil dipstick rushing out, so anti-icing measures need to be taken.

[0003] There are currently two ways to deal with the problem of crankcase ventilation system anti-icing in the market: (1) installing a heating device or insulation material, and having corresponding logic for controlling heating; (2) using a control system to determine the icing conditions and timing to determine whether there is icing, and after determining that there is icing, taking the method of shifting gears and speeding up to slow down the icing. The above two methods solve the icing problem to a certain extent, but method (1) will increase vehicle costs and consume electricity, and method (2) cannot grasp the current icing or thawing conditions in real time, and the use of shifting gears also makes the vehicle lose power and economy.

[0004] Patent application number: CN110541741A "Crankcase ventilation system and heating method thereof", the two ends of the crankcase ventilation pipe are respectively connected to the engine and the engine intake pipe, at least one side of the crankcase ventilation pipe is provided with a pressure detection device and a heating device, the output end of the pressure detection device is connected to the input end of the vehicle's on-board diagnostic system, and the trigger end of the heating device is connected to the output end of the vehicle's on-board diagnostic system. By detecting the pressure in the crankcase ventilation pipe, the start and stop of the heating device are controlled according to the pressure value to ensure that the heating device starts when ice forms and does not start when ice does not form. This method increases the cost of the vehicle and also consumes the vehicle's electrical energy during the heating process.

[0005] Patent application number: CN102691548B, name: System and method for preventing icing in active crankcase ventilation system. The patent mainly includes an icing condition detection module and an icing prevention module. When the ambient temperature is less than a predetermined temperature within a first predetermined period, the icing condition detection module detects the icing condition of the engine's forced crankcase ventilation system. When the icing condition is detected, the icing prevention module increases the engine speed by shifting gears within a second predetermined period to prevent icing. This method makes it difficult to grasp the current icing or thawing conditions, and the vehicle also loses power and economy by shifting gears to increase speed. Summary of the invention

[0006] The purpose of the present invention is to provide a crankcase ventilation system anti-icing control method, device and storage medium to solve the problem of anti-icing energy consumption of the crankshaft ventilation system of existing hybrid vehicles.

[0007] In order to achieve the above technical objectives, the technical solution adopted by the present invention is as follows:

[0008] In a first aspect, the present application provides a crankcase ventilation system anti-icing control method, comprising the following steps:

[0009] S101, collecting vehicle speed information and ambient temperature information, and obtaining an icing / thawing factor corresponding to the vehicle speed information and the ambient temperature information based on a pre-stored first relationship table;

[0010] S102, collecting intake manifold pressure information, and obtaining an icing / deicing equivalent corresponding to the pressure information and the icing / deicing factor based on a pre-stored second relationship table;

[0011] S103, determining an estimated value of an amount of freezing / melting based on the freezing / melting equivalent;

[0012] S104, based on a pre-stored third relationship table, obtaining a maximum torque value of the engine corresponding to the estimated value of the amount of ice formation / melting;

[0013] S105: Distribute the torque of the engine and the motor based on the maximum torque value so that the icing tendency of the corresponding intake manifold is no longer aggravated.

[0014] In combination with the first aspect, in some optional embodiments, before step S101, the method also includes: obtaining a first relationship table between the freezing / thawing factor and the vehicle speed information, and the ambient temperature information based on an experimental calibration method; obtaining a second relationship table between the freezing / thawing equivalent and the freezing / thawing factor, and the intake manifold pressure information based on an experimental calibration method; and obtaining a third relationship table between the estimated freezing amount / thawing amount and the engine torque limitation coefficient based on an experimental calibration method.

[0015] In combination with the first aspect, in some optional embodiments, the process of obtaining the estimated value of the amount of freezing / melting is: obtaining the unit amount of freezing / melting from the freezing / melting equivalent in combination with the operating cycle; and obtaining the estimated value of the amount of freezing / melting by integrating the unit amount of freezing / melting.

[0016] In combination with the first aspect, in some optional implementations, when obtaining the freezing / thawing unit amount, it also includes correcting the freezing / thawing unit amount based on an actual conversion coefficient.

[0017] In combination with the first aspect, in some optional embodiments, the integration at least includes integration suspension, integration clearing and anti-integral saturation processes, wherein the integration suspension corresponds to the estimated value of the freezing equivalent / de-icing equivalent reaching a minimum value, the integration clearing corresponds to the freezing amount reaching a minimum value or the defrosting amount being a preset maximum freezing amount, and the anti-integral saturation corresponds to the freezing amount being the preset maximum freezing amount or the defrosting amount reaching a minimum value.

[0018] In combination with the first aspect, in some optional embodiments, when the estimated value of the amount of ice formation / de-icing reaches a threshold value, the engine torque limitation coefficient decreases as the amount of ice formation increases or decreases as the amount of ice defrosting decreases; when the estimated value of the amount of ice formation / de-icing does not reach a threshold value, the engine torque limitation coefficient remains unchanged, wherein the sum of the amount of ice formation and the amount of ice defrosting corresponds to the preset maximum amount of ice formation.

[0019] In a second aspect, the present application provides a crankcase ventilation system anti-icing control device, comprising the following units:

[0020] A first processing unit collects vehicle speed information and ambient temperature information, and obtains an icing / deicing factor corresponding to the vehicle speed information and the ambient temperature information based on a pre-stored first relationship table;

[0021] The second processing unit collects intake manifold pressure information and obtains an icing / deicing equivalent corresponding to the pressure information and the icing / deicing factor based on a pre-stored second relationship table;

[0022] A third processing unit determines an estimated value of an ice formation amount / ice melting amount based on the ice formation / ice melting equivalent;

[0023] A fourth processing unit, based on a pre-stored third relationship table, obtains a maximum torque value of the engine corresponding to the estimated value of the amount of ice formation / melting;

[0024] The regulating unit distributes the torque of the engine and the motor based on the maximum torque value so that the icing tendency of the corresponding intake manifold is no longer aggravated.

[0025] In a third aspect, the present application provides a computer storage medium, characterized in that a computer program is stored in the computer storage medium, and when the computer program is run on a computer, the crankcase ventilation system anti-icing control method as described above can be executed.

[0026] The invention adopting the above technical solution has the following advantages:

[0027] The present application can take both icing and defrosting conditions into consideration without increasing costs, calculate the current amount of icing by an integral method, and take corresponding torque limiting and other measures to prevent the intensification of icing in the tortuous pipeline, and ensure that the vehicle's dynamics are not affected by reasonable torque distribution of the PCU. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The present invention can be further illustrated by the non-limiting examples given in the accompanying drawings;

[0029] Figure 1 is a flow chart of the control method provided by an embodiment of the present application;

[0030] Figure 2 is a calculation flow chart of the control method provided in the embodiment of the present application;

[0031] Figure 3 It is a relationship table of icing and deicing factors provided in the embodiment of the present application;

[0032] Figure 4 It is an ice formation and de-icing equivalent relationship table provided in the embodiment of the present application;

[0033] Figure 5 is a torque limit coefficient relationship table provided in an embodiment of the present application;

[0034] Figure 6 It is a schematic diagram of a control device in an embodiment of the present application.

[0035] The main component symbols are described as follows:

[0036] 10: first processing unit; 20: second processing unit; 30: third processing unit; 40: fourth processing unit; 50: adjustment unit. DETAILED DESCRIPTION

[0037] The present invention will be described in detail below in conjunction with the accompanying drawings and specific embodiments. It should be noted that in the drawings or descriptions of the specification, similar or identical parts use the same figure numbers, and the implementation methods not shown or described in the drawings are forms known to ordinary technicians in the relevant technical field. In addition, the directional terms mentioned in the embodiments, such as "upper", "lower", "top", "bottom", "left", "right", "front", "back", etc., are only referenced to the directions of the drawings and are not used to limit the scope of protection of the present invention.

[0038] like Figure 1 As shown, the crankcase ventilation system anti-icing control method of the present invention comprises the following steps:

[0039] S101, collecting vehicle speed information and ambient temperature information, and obtaining an icing / thawing factor corresponding to the vehicle speed information and the ambient temperature information based on a pre-stored first relationship table;

[0040] S102, collecting intake manifold pressure information, and obtaining an icing / deicing equivalent corresponding to the pressure information and the icing / deicing factor based on a pre-stored second relationship table;

[0041] S103, determining an estimated value of an amount of freezing / melting based on the freezing / melting equivalent;

[0042] S104, based on a pre-stored third relationship table, obtaining a maximum torque value of the engine corresponding to the estimated value of the amount of ice formation / melting;

[0043] S105: Distribute the torque of the engine and the motor based on the maximum torque value so that the icing tendency of the corresponding intake manifold is no longer aggravated.

[0044] Before performing the anti-icing control of the crankcase ventilation system, it is necessary to obtain the first relationship table (such as the relationship between the icing / deicing factor and the vehicle speed information and the ambient temperature information) by experimental calibration. Figure 3 ); a second relationship table of the icing / deicing equivalent, the icing / deicing factor, and the intake manifold pressure information (such as Figure 4 ); A third relationship table of the estimated value of the amount of ice / melting and the engine torque limit coefficient (such as Figure 5 ). Then, the corresponding target value is output through the obtained information comparison relationship (described in detail later).

[0045] Combined with Figure 2 In step S101, vehicle speed information and ambient temperature information are collected, and an icing / thawing factor corresponding to the vehicle speed information and the ambient temperature information is obtained based on a pre-stored first relationship table. The vehicle speed and ambient temperature are the two main factors that affect icing or thawing, such as Figure 3 , the table is looked up to calculate the freezing or thawing factor, which reflects the freezing or thawing rate under the same crankcase airflow. A filtering algorithm is added in the calculation process of obtaining the freezing / thawing factor, and then the freezing / thawing factor is obtained through experimental calibration. Specifically, the freezing / thawing factor, that is, the freezing rate or thawing rate under the same crankcase ventilation airflow, can be calculated by controlling the vehicle speed information and the ambient temperature information as variables, collecting the freezing amount / thawing amount in the crankcase ventilation system and combining the action time.

[0046] exist Figure 3 In general, the higher the vehicle speed and the lower the ambient temperature, the faster the ice formation speed, and the initial maximum value is 1; the lower the vehicle speed and the higher the ambient temperature, the faster the ice melting speed, and the initial maximum value is -1. The cabin temperature ice melting should also be considered. For ease of description, it can be divided into the following areas:

[0047] S201 is the icing area. It is divided by ambient temperature and vehicle speed. When the ambient temperature is lower than a certain value and the vehicle speed is higher than a certain value, icing will occur, and the icing will accelerate as the vehicle speed increases. The obtained factor is a positive value, indicating that it is in an icing state.

[0048] S202 is the de-icing area. It is divided by ambient temperature and vehicle speed. On the one hand, the increase of ambient temperature is conducive to de-icing. On the other hand, the decrease of vehicle speed can increase the cabin temperature and also de-icing. The obtained factor is a negative value, which proves that it is in the de-icing state.

[0049] S203 is the parking defrosting area. When the vehicle speed is around 0, the cabin temperature rises and the defrosting can be performed at any ambient temperature. It can be considered that when the vehicle speed is 0, the defrosting rate can reach the maximum, but once there is a speed, cold air will enter the cabin and the defrosting rate will slow down.

[0050] In step S102, the intake manifold pressure information is collected, and based on the pre-stored second relationship table, the freezing / thawing equivalent corresponding to the pressure information and the freezing / thawing factor is obtained. The freezing or thawing equivalent is calculated by looking up the freezing / thawing factor and the intake manifold pressure table, which reflects the freezing equivalent or thawing equivalent generated by the detent airflow under various factors under different engine loads per unit time. The equivalent can be calculated by measuring the amount of freezing for a certain period of time under various freezing factors / thawing factors and various intake manifold pressures. The freezing equivalent and thawing equivalent are the changes in the amount of freezing / thawing. Figure 4 , is a graph showing the relationship between the freezing / thawing equivalent and the intake manifold pressure gauge provided in the embodiment of the present application. For ease of description, it can be divided into the following areas:

[0051] S301 is the non-increasing area of ​​ice. When the intake manifold pressure is lower than a certain value, according to the PCV principle, the airflow changes direction and no longer flows to the intake pipe after the air filter. Therefore, even in the ice state, the amount of ice will be in a stopped state and will not increase. When it reaches the defrosting state, the amount of ice will decrease.

[0052] S302 is the normal ice-melting area. When the intake manifold pressure is the same, the greater the ice-melting factor, the greater the ice amount, and the smaller the ice-melting factor, the greater the ice-melting amount; when the ice-melting factor is the same, the greater the intake manifold pressure, the greater the air flow, so the ice amount or ice-melting amount will increase.

[0053] In step S103, an estimated value of the amount of ice / melting is determined based on the ice / melting equivalent. Specifically, the ice equivalent / melting equivalent is divided by the actual conversion coefficient and then divided by the system operation cycle, and the amount of ice / melting per unit time, that is, the unit amount of ice / unit amount of ice melting, can be obtained. The actual conversion coefficient is used to correct and calibrate the calculation process, which is not limited to single-valued variables, but can also be a coefficient table obtained by looking up a table with environmental factors. The operation cycle is the time period of the EMS operation strategy software, which can be 10ms or 100ms, etc. The unit amount of ice / unit amount of ice melting is integrated to obtain an estimated value of the current amount of ice / melting. Control algorithms such as integral pause, integral clearing and anti-integral saturation are added here to control the integral process. The integral pause corresponds to the estimated value of the freezing equivalent / deicing equivalent reaching a minimum value of 0. At this time, no ice or deicing continues in the crankcase ventilation pipe; the integral clearing corresponds to the freezing amount reaching a minimum value of 0 or the deicing amount reaching a preset maximum freezing amount. At this time, all ice in the crankcase ventilation pipe has been melted and there is no freezing phenomenon; the anti-integral saturation corresponds to the freezing amount being the preset maximum freezing amount or the deicing amount reaching a minimum value of 0. At this time, the crankcase ventilation pipe is completely blocked by ice, no airflow passes through, and the freezing process reaches the maximum and no longer continues. In the present application, the preset maximum freezing amount of the crankcase ventilation pipe is set to the freezing amount when the ventilation pipe is completely blocked, resulting in interruption of airflow. At this time, the freezing amount reaches the maximum and no longer increases. The preset maximum ice amount is equal to the preset maximum ice amount. It is worth noting that for the ventilation pipe, the freezing amount plus the deicing amount is equal to the preset maximum freezing amount, which is equal to the preset maximum ice amount. When obtaining the estimated value of the amount of ice, since the amount of ice cannot be less than 0, nor can it grow infinitely, the integral value is subject to maximum and minimum limits to avoid unnecessary calculation processes.

[0054] In step S104, based on the pre-stored third relationship table, the maximum torque value of the engine corresponding to the estimated value of the ice amount / melting amount is obtained. Finally, the torque limit coefficient and the torque limit flag are obtained by looking up the obtained ice amount in the table. The coefficient is multiplied by the engine target torque to obtain the maximum torque that the engine can currently generate. The ECU sends the torque limit flag and the maximum torque value of the engine to the PCU. Figure 5 , which is a torque limit coefficient table provided for this embodiment. When the amount of ice reaches a certain value, torque must be limited to prevent problems caused by aggravated ice formation. After the torque is limited, the intake manifold pressure decreases until the ice formation stops, the current amount of ice remains stable, and the final torque limit coefficient stabilizes at a certain value. Until the ice-melting area, the current amount of ice is decreasing, the torque limit coefficient becomes larger, and the engine torque gradually recovers until the current amount of ice is less than a certain value, and the torque is fully restored and no longer restricted. The safe ice amount can be flexibly set, and the torque limit will start when the ice amount exceeds a certain value. This allows it to adapt to different vehicle models or crankcase models.

[0055] In step S105, the torque of the engine and the motor is allocated based on the maximum torque value so that the icing tendency of the corresponding intake manifold is no longer aggravated. The PCU receives the torque limit flag and the maximum torque of the engine sent by the EMS, and reallocates the torque of the engine and the motor to ensure that the vehicle power is not affected.

[0056] The embodiment of the present application also provides a crankcase ventilation system anti-icing control device, the device includes at least one software function module stored in a storage module in the form of software or firmware or in an operating system (OS) solidified in a control device. The adjustment unit is used to execute the executable module stored in the storage module, such as the software function module and computer program module included in the crankcase ventilation system anti-icing control device.

[0057] like Figure 6 The device includes a first processing unit 10, a second processing unit 20, a third processing unit 30, a fourth processing unit 40 and an adjustment unit 50. The functions of each unit may be as follows:

[0058] The first processing unit 10 collects vehicle speed information and ambient temperature information, and obtains an icing / deicing factor corresponding to the vehicle speed information and the ambient temperature information based on a pre-stored first relationship table;

[0059] The second processing unit 20 collects intake manifold pressure information, and obtains an icing / deicing equivalent corresponding to the pressure information and the icing / deicing factor based on a pre-stored second relationship table;

[0060] A third processing unit 30 determines an estimated value of an ice formation amount / ice melting amount based on the ice formation / ice melting equivalent;

[0061] The fourth processing unit 40 acquires the maximum torque value of the engine corresponding to the estimated value of the ice formation amount / de-icing amount based on the pre-stored third relationship table;

[0062] The regulating unit 50 distributes the torque of the engine and the motor based on the maximum torque value so that the icing tendency of the corresponding intake manifold is no longer aggravated.

[0063] In this embodiment, the storage module can be, but not limited to, a random access memory, a read-only memory, a programmable read-only memory, an erasable programmable read-only memory, an electrically erasable programmable read-only memory, etc. In this embodiment, the storage module can be used to store the relationship table that each processing unit needs to call, etc. Of course, the storage module can also be used to store a program, and the processing module executes the program after receiving the execution instruction. The calculation process of the icing / melting factor, the icing / melting equivalent, and the icing quantification / ice amount can refer to the above-mentioned crankcase ventilation system anti-icing control method, which will not be repeated here.

[0064] An embodiment of the present application also provides a computer storage medium, in which a computer program is stored. When the computer program is run on a computer, the computer executes the crankcase ventilation system anti-icing control method as described in the above embodiment.

[0065] Through the description of the above implementation methods, technical personnel in this field can clearly understand that the present application can be implemented by hardware, and can also be implemented by means of software plus a necessary general hardware platform. Based on such an understanding, the technical solution of the present application can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (which can be a CD-ROM, a USB flash drive, a mobile hard disk, etc.), including a number of instructions for enabling a computer device (which can be a personal computer, an electronic device, or a network device, etc.) to execute the methods described in each implementation scenario of the present application.

[0066] In summary, the present application provides a crankcase ventilation system anti-icing control method, device and storage medium, the method includes: collecting vehicle speed information and ambient temperature information, obtaining the freezing / thawing factor corresponding to the vehicle speed information and ambient temperature information based on the pre-stored first relationship table; collecting intake manifold pressure information, and obtaining the freezing / thawing equivalent corresponding to the pressure information and the freezing / thawing factor based on the pre-stored second relationship table; determining the estimated value of the freezing amount / thawing amount based on the freezing / thawing equivalent; obtaining the maximum torque value of the engine corresponding to the estimated value of the freezing amount / thawing amount based on the pre-stored third relationship table; allocating the torque of the engine and the motor based on the maximum torque value, so that the freezing trend of the corresponding intake manifold is no longer aggravated. The present application can take into account the freezing and thawing conditions at the same time without increasing the cost, calculate the current freezing amount by the integral method, and take corresponding torque limiting measures to prevent the freezing of the crankshaft pipeline from aggravating, and ensure that the vehicle dynamics is not affected by the reasonable torque distribution of the PCU.

[0067] In the embodiments provided in the present application, it should be understood that the disclosed device, system and method can also be implemented in other ways. The above-described device, system and method embodiments are merely schematic, for example, the flowchart and block diagram in the accompanying drawings show the possible architecture, function and operation of the system, method and computer program product according to the multiple embodiments of the present application. In this regard, each box in the flowchart or block diagram can represent a part of a module, a program segment or a code, and a part of the module, program segment or code contains one or more executable instructions for implementing the specified logical function. It should also be noted that each box in the block diagram and / or the flowchart, and the combination of the boxes in the block diagram and / or the flowchart can be implemented by a dedicated hardware-based system that performs the specified function or action, or can be implemented by a combination of dedicated hardware and computer instructions. In addition, each functional module in each embodiment of the present application can be integrated together to form an independent part, or each module can exist separately, or two or more modules can be integrated to form an independent part.

[0068] The above is a detailed introduction to a crankcase ventilation system anti-icing control method, device and storage medium provided by the present invention. The description of the specific embodiment is only used to help understand the method and core idea of ​​the present invention. It should be pointed out that for ordinary technicians in this technical field, without departing from the principle of the present invention, several improvements and modifications can be made to the present invention, and these improvements and modifications also fall within the scope of protection of the claims of the present invention.

Claims

1. A crankcase ventilation system anti-icing control method, characterized in that: The following steps are involved: S101, collecting vehicle speed information and ambient temperature information, and obtaining an icing / thawing factor corresponding to the vehicle speed information and the ambient temperature information based on a pre-stored first relationship table; S102, collecting intake manifold pressure information, and obtaining an icing / deicing equivalent corresponding to the pressure information and the icing / deicing factor based on a pre-stored second relationship table; S103, determining an estimated value of an amount of freezing / melting based on the freezing / melting equivalent; S104, based on a pre-stored third relationship table, obtaining a maximum torque value of the engine corresponding to the estimated value of the amount of ice formation / melting; S105: Distribute the torque of the engine and the motor based on the maximum torque value so that the icing tendency of the corresponding intake manifold is no longer aggravated.

2. The crankcase ventilation system anti-icing control method according to claim 1, characterized in that: Before step S101, the method also includes: obtaining a first relationship table between the freezing / thawing factor and the vehicle speed information and the ambient temperature information based on an experimental calibration method; obtaining a second relationship table between the freezing / thawing equivalent and the freezing / thawing factor and the intake manifold pressure information based on an experimental calibration method; and obtaining a third relationship table between the estimated freezing amount / thawing amount and the engine torque limitation coefficient based on an experimental calibration method.

3. The crankcase ventilation system anti-icing control method according to claim 1, characterized in that: The process of obtaining the estimated value of the freezing amount / melting amount is as follows: obtaining the freezing / melting unit amount by combining the freezing / melting equivalent with the operation cycle; and obtaining the estimated value of the freezing amount / melting amount by integrating the freezing / melting unit amount.

4. The crankcase ventilation system anti-icing control method according to claim 3, characterized in that: When obtaining the freezing / thawing unit amount, the method further includes correcting the freezing / thawing unit amount based on an actual conversion coefficient.

5. The crankcase ventilation system anti-icing control method according to claim 4, characterized in that: The integration at least includes integration suspension, integration clearing and anti-integral saturation processes, wherein the integration suspension corresponds to the estimated value of the freezing equivalent / de-icing equivalent reaching a minimum value, the integration clearing corresponds to the freezing amount reaching a minimum value or the de-icing amount being a preset maximum freezing amount, and the anti-integral saturation corresponds to the freezing amount being the preset maximum freezing amount or the de-icing amount reaching a minimum value.

6. The crankcase ventilation system anti-icing control method according to claim 2, characterized in that: When the estimated value of the amount of ice formation / de-icing reaches a threshold value, the engine torque limit coefficient decreases as the amount of ice formation increases or decreases as the amount of de-icing decreases; when the estimated value of the amount of ice formation / de-icing does not reach a threshold value, the engine torque limit coefficient remains unchanged, wherein the sum of the amount of ice formation and the amount of de-icing corresponds to the preset maximum amount of ice formation.

7. A crankcase ventilation system anti-icing control device, characterized in that: The following units are included: A first processing unit collects vehicle speed information and ambient temperature information, and obtains an icing / deicing factor corresponding to the vehicle speed information and the ambient temperature information based on a pre-stored first relationship table; The second processing unit collects intake manifold pressure information and obtains an icing / deicing equivalent corresponding to the pressure information and the icing / deicing factor based on a pre-stored second relationship table; A third processing unit determines an estimated value of an amount of freezing / melting based on the freezing / melting equivalent; A fourth processing unit, based on a pre-stored third relationship table, obtains a maximum torque value of the engine corresponding to the estimated value of the amount of ice formation / melting; The regulating unit distributes the torque of the engine and the motor based on the maximum torque value so that the icing tendency of the corresponding intake manifold is no longer aggravated.

8. A computer storage medium, characterized in that The computer storage medium stores a computer program, and when the computer program is run on a computer, the crankcase ventilation system anti-icing control method according to any one of claims 1 to 6 can be executed.

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