Crankcase ventilation system icing control method, device, electronic equipment and vehicle

Abstract

The present invention provides a crankcase ventilation system icing control method, device, electronic equipment and vehicle, and relates to the field of vehicle technology. First, the real-time icing amount of the crankcase ventilation system is calculated. Then, when the real-time icing amount is greater than or equal to a first threshold, a target drive control strategy is executed to reduce the real-time icing amount by adjusting the engine piston blowby amount. Finally, when the real-time icing amount is less than or equal to a second threshold, the target drive control strategy is exited. In the present invention, different drive control strategies are executed according to different icing amounts, so that the engine blowby amount is operated from a high area to a low area, thereby reducing the icing rate of the crankcase ventilation system, greatly reducing the probability of engine failure due to icing of the crankcase ventilation system, and then causing an accident, thereby ensuring the travel safety of passengers to the greatest extent.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a crankcase ventilation system icing control method, device, electronic equipment and vehicle. Background Art

[0002] During engine operation, high-pressure gases in the cylinders can blowby into the crankcase through the clearance between the piston assembly and the cylinder bore, causing crankcase pressure to rise. The crankcase ventilation system regulates crankcase pressure by directing the crankcase mixture through a connecting pipe to the appropriate location in the intake manifold, returning it to the cylinder for recombustion, thereby reducing crankcase pressure. In winter, in low temperatures, this crankcase blowby gas freezes, reducing or even failing the crankcase ventilation system's regulatory capacity. This causes a sharp rise in crankcase pressure, and in severe cases, can cause the crankshaft oil seal to dislodge, leaking oil and rendering the engine inoperable.

[0003] In the related art, it is impossible to monitor the degree of icing of the crankcase ventilation system in real time, and it is also impossible to perform corresponding control and processing on the icing failure of the crankcase ventilation system. Summary of the Invention

[0004] Embodiments of the present invention provide a crankcase ventilation system icing control method, device, electronic equipment, and vehicle, aiming to solve or partially solve the problems existing in the background technology.

[0005] In order to solve the above-mentioned technical problems, the present invention is achieved as follows:

[0006] In a first aspect, an embodiment of the present invention provides a method for controlling icing of a crankcase ventilation system, the method comprising:

[0007] Calculates real-time ice accumulation in the crankcase ventilation system;

[0008] When the real-time ice amount is greater than or equal to a first threshold, executing a target drive control strategy to reduce the real-time ice amount by adjusting the engine piston blowby amount;

[0009] When the real-time ice amount is less than or equal to a second threshold, the target drive control strategy is exited.

[0010] Optionally, the step of calculating the real-time ice amount of the crankcase ventilation system includes:

[0011] Obtaining operating environment parameters of the vehicle and operating condition parameters of the engine, and determining the operating state of the crankcase ventilation system according to the operating environment parameters and the operating condition parameters;

[0012] determining a corresponding icing rate according to an operating state of the crankcase ventilation system;

[0013] A real-time ice amount of the crankcase ventilation system is obtained by cumulatively adding and summing the ice rate and the operating time of the operating state.

[0014] Optionally, the step of determining a corresponding icing rate according to an operating state of the crankcase ventilation system includes:

[0015] Using the operating state of the crankcase ventilation system as an index, traversing a pre-calibrated icing rate lookup table, and determining an initial icing rate corresponding to the operating state of the crankcase ventilation system in combination with an interpolation algorithm;

[0016] The initial freezing rate is corrected according to a predetermined correction function to obtain a target freezing rate.

[0017] Optionally, when the real-time ice amount is greater than or equal to a first threshold, the step of executing the target drive control strategy includes:

[0018] Obtaining the required power of the vehicle and the maximum output power of the drive motor, and comparing the required power of the vehicle and the maximum output power of the drive motor;

[0019] When the required power of the vehicle is less than or equal to the maximum output power of the drive motor, executing a first level drive control strategy;

[0020] When the required power of the vehicle is greater than the maximum output power of the drive motor, a second level drive control strategy is executed.

[0021] Optionally, the step of executing the first level drive control strategy includes:

[0022] Get the current SOC value of the vehicle's power battery;

[0023] When the current SOC value is greater than or equal to a third threshold, using the drive motor as the sole power source to execute a first drive mode;

[0024] When the current SOC value is less than a third threshold, the engine is used as an auxiliary power source, the drive motor is used as a main power source, and the engine speed is reduced at the same time to execute the second driving mode.

[0025] Optionally, the step of executing the second level drive control strategy includes:

[0026] The drive motor and the engine are both used as main power sources, and the torque of the engine is reduced at the same time to implement a third drive mode.

[0027] In a second aspect, an embodiment of the present invention provides an icing control device for a crankcase ventilation system, the device comprising:

[0028] a calculation module for calculating the real-time ice accumulation amount of the crankcase ventilation system;

[0029] a first execution module, configured to execute a target drive control strategy when the real-time ice amount is greater than or equal to a first threshold, so as to reduce the real-time ice amount by adjusting the engine piston blowby amount;

[0030] The second execution module is configured to exit the target drive control strategy when the real-time ice amount is less than or equal to a second threshold.

[0031] Optionally, the calculation module includes:

[0032] a crankcase ventilation system operating state determination submodule, configured to obtain vehicle operating environment parameters and engine operating state parameters, and determine the crankcase ventilation system operating state based on the operating environment parameters and the operating state parameters;

[0033] an icing rate determination submodule, configured to determine a corresponding icing rate according to an operating state of the crankcase ventilation system;

[0034] The icing amount calculation submodule is used to perform cumulative summation based on the icing rate and the operating time of the operating state to obtain the real-time icing amount of the crankcase ventilation system.

[0035] Optionally, the icing rate determination submodule includes:

[0036] a search unit, configured to use the operating state of the crankcase ventilation system as an index, traverse a pre-calibrated icing rate lookup table, and determine an initial icing rate corresponding to the operating state of the crankcase ventilation system in combination with an interpolation algorithm;

[0037] The correction unit is used to correct the initial freezing rate according to a predetermined correction function to obtain a target freezing rate.

[0038] Optionally, the first execution module includes:

[0039] an acquisition submodule, configured to acquire the required power of the vehicle and the maximum output power of the drive motor, and compare the required power of the vehicle with the maximum output power of the drive motor;

[0040] a first execution submodule, configured to execute a first level drive control strategy when the required power of the vehicle is less than or equal to the maximum output power of the drive motor;

[0041] The second execution submodule is configured to execute a second level driving control strategy when the required power of the vehicle is greater than the maximum output power of the driving motor.

[0042] Optionally, the first execution submodule includes:

[0043] An SOC acquisition unit is used to obtain the current SOC value of the vehicle's power battery;

[0044] a first driving unit, configured to use the driving motor as a sole power source to execute a first driving mode when the current SOC value is greater than or equal to a third threshold;

[0045] The second driving unit is used to use the engine as an auxiliary power source and the drive motor as a main power source when the current SOC value is less than a third threshold, and simultaneously reduce the speed of the engine to execute a second driving mode.

[0046] Optionally, the second execution submodule includes:

[0047] The second driving unit is configured to use both the driving motor and the engine as main power sources and simultaneously reduce the torque of the engine to execute a third driving mode.

[0048] According to a third aspect of an embodiment of the present invention, an electronic device is provided, including:

[0049] at least one processor; and a memory communicatively connected to the at least one processor; wherein,

[0050] The memory stores instructions that can be executed by at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can perform the method steps proposed in the first aspect of the embodiment of the present invention.

[0051] A fourth aspect of an embodiment of the present invention provides a vehicle, the vehicle including a processor, and the processor is configured to implement the method steps provided in the first aspect of the embodiment of the present invention when executing.

[0052] Embodiments of the present invention offer the following advantages: First, the real-time ice accumulation in the crankcase ventilation system is calculated. Then, when the real-time ice accumulation is greater than or equal to a first threshold, a targeted drive control strategy is implemented to reduce the real-time ice accumulation by adjusting the engine piston blowby volume. Finally, when the real-time ice accumulation is less than or equal to a second threshold, the targeted drive control strategy is exited. In the present invention, different drive control strategies are implemented based on different ice accumulation amounts, shifting the engine blowby volume from a high range to a low range. This reduces the ice accumulation rate in the crankcase ventilation system, significantly reducing the probability of engine failure and subsequent accidents caused by ice accumulation in the crankcase ventilation system, and maximizing passenger safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0054] Figure 1 is a flowchart of the steps of a crankcase ventilation system icing control method according to an embodiment of the present invention;

[0055] Figure 2 1 is a schematic diagram of a module of a crankcase ventilation system icing control device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0056] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0057] In the relevant technology, the normal operation of the engine is based on the normal operation of the crankcase ventilation system. However, in existing vehicles, unless a relevant icing sensor is installed, the degree of icing in the crankcase ventilation system cannot be obtained. Therefore, only when the engine fails can it be known that the crankcase ventilation system has been frozen. After knowing that the crankcase ventilation system has been frozen, unless a heating device is installed, it is impossible to start processing the crankcase ventilation system icing failure, and the only option is to wait for the crankcase ventilation system to slowly melt.

[0058] Therefore, how to timely understand the freezing condition of the crankcase ventilation system without setting up relevant freezing sensors and heating devices, and suppress the freezing rate and amount of the crankcase ventilation system through changes in the vehicle itself, thereby reducing the harm caused by freezing, is the technical barrier to be solved by this application.

[0059] In this application, the inventors discovered that the amount of engine piston blowby is positively correlated with the engine speed and the engine torque, that is, the greater the engine speed and the engine torque, the greater the corresponding engine piston blowby, and the greater the engine piston blowby, the easier it is for the crankcase ventilation system to freeze and the faster the freezing rate.

[0060] Based on this, the inventor proposed the inventive concept of this application: executing different drive control strategies according to different amounts of ice, thereby realizing the engine's blowby volume running from a high area to a low area, thereby reducing the ice rate of the crankcase ventilation system.

[0061] An embodiment of the present invention provides a crankcase ventilation system icing control method, which is applied to vehicles with a DHT architecture. The DHT architecture can achieve optimal operation in multiple modes. In this architecture, an engine, a generator, and a drive motor are included. The engine is mechanically connected to the clutch respectively, and the engine is mechanically connected to the generator through a gear set. The generator converts the engine's mechanical energy into electrical energy and stores it in the vehicle battery. The vehicle battery provides electrical energy to the drive motor, and the drive motor transmits power to the wheels through a two-stage gear set.

[0062] See also Figure 1 , Figure 1 A flowchart showing the steps of a crankcase ventilation system icing control method according to an embodiment of the present application is shown, which is applied to a vehicle ECU control system. The method includes:

[0063] S101: Calculating the real-time ice amount of the crankcase ventilation system.

[0064] In this embodiment, relevant parameters are obtained based on sensors preset in the vehicle, and the real-time ice amount of the crankcase ventilation system is calculated based on the parameters obtained by the sensors. The real-time ice amount of the crankcase ventilation system can be understood as the ice amount of the crankcase ventilation system during the current data collection period. The specific steps may be:

[0065] S101-1: Obtain operating environment parameters of the entire vehicle and operating condition parameters of the engine, and determine the operating state of the crankcase ventilation system according to the operating environment parameters and the operating condition parameters.

[0066] In this embodiment, the operating environment parameters of the whole vehicle include the operating temperature parameters of the whole vehicle and the operating humidity parameters of the whole vehicle, which are obtained through the vehicle's preset ambient temperature sensor and ambient humidity sensor. The operating condition parameters include the engine's output torque, the engine's speed, and the engine's intake manifold pressure, which are obtained through the engine's output torque sensor, the engine's speed sensor, and the engine's intake manifold pressure sensor. Then, based on the specific ranges of the operating temperature parameters, the vehicle's operating humidity parameters, the engine's output torque, the engine's speed, and the engine's intake manifold pressure values, the corresponding operating condition is determined.

[0067] As an example, if the operating temperature parameters, vehicle operating humidity parameters, engine output torque, engine speed, and engine intake manifold pressure values ​​collected during the current collection period are all within the numerical range corresponding to operating condition A, then it is determined that the operating condition corresponding to the crankcase ventilation system in the current collection period is state A.

[0068] S101 - 2 : Determine a corresponding freezing rate according to the operating state of the crankcase ventilation system.

[0069] In this embodiment, to determine the operating state of the crankcase ventilation system, it is necessary to determine the freezing rate of the crankcase ventilation system under the operating state, that is, the freezing volume I of the crankcase ventilation system per unit time. The specific steps are as follows:

[0070] S101-2-1: Using the operating state of the crankcase ventilation system as an index, traverse a pre-calibrated freezing rate lookup table, and determine an initial freezing rate corresponding to the operating state of the crankcase ventilation system using an interpolation algorithm.

[0071] In this embodiment, multiple calibrations are performed through preliminary testing to obtain corresponding freezing rates for different operating conditions. These freezing rates are then combined to generate a freezing rate lookup table. The freezing rate lookup table is then traversed, using the operating condition as an index, to determine whether a matching operating condition exists. If so, the corresponding freezing rate is directly determined as the initial freezing rate for the crankcase ventilation system for the current acquisition period. If not, the adjacent operating conditions of the crankcase ventilation system are identified in the freezing rate lookup table. Based on these adjacent operating conditions, an interpolation algorithm is used to calculate the initial freezing rate for the crankcase ventilation system for the current acquisition period.

[0072] S101-2-2: Correct the initial freezing rate according to a predetermined correction function to obtain a target freezing rate.

[0073] In this embodiment, since the use of an interpolation algorithm will result in a large error in the calculated initial freezing rate, the initial freezing rate can be corrected according to a pre-set correction function to obtain a target freezing rate with a smaller error, and the calculated target freezing rate is used as the estimated freezing rate of the crankcase ventilation system in the current acquisition period.

[0074] Another feasible approach is to construct a sample dataset based on a large number of operating environment parameters, engine operating condition parameters, and corresponding icing rates, and train an icing prediction model based on the sample dataset. After obtaining the icing prediction model, feature extraction is performed on the operating environment parameters and engine operating condition parameters for the current acquisition cycle. The feature extraction results are input into the icing prediction model to obtain an estimated icing rate.

[0075] S101 - 3 : performing cumulative summation based on the freezing rate and the operating time of the operating state to obtain a real-time freezing amount of the crankcase ventilation system.

[0076] In this embodiment, after obtaining the freezing rate, the operating time of the operating state is counted. Since the operating environment parameters and the operating condition parameters of the engine are constantly changing, the operating state of the crankcase ventilation system will also change accordingly. Therefore, based on the freezing rate and operating time corresponding to each operating state, the real-time freezing amount of the crankcase ventilation system can be calculated according to Formula 1, that is, the real-time freezing amount of the crankcase ventilation system is the sum of the freezing volume under all operating conditions of the crankcase ventilation system.

[0077] Real-time freezing amount = I1*t1+I2*t2+…+In*tn, where I1 is the freezing rate of the first operating state, t1 is the operating time of the first operating state, In is the freezing rate of the nth operating state, and tn is the operating time of the nth operating state.

[0078] S102: When the real-time ice amount is greater than or equal to a first threshold, executing a target drive control strategy.

[0079] In this embodiment, the crankcase ventilation system ice level is determined based on the relationship between the real-time ice amount and a preset level threshold. When the ice amount is greater than or equal to the first threshold, the crankcase ventilation system ice level is set to level 1. Level 1 indicates that the amount of ice in the crankcase ventilation system is increasing. Therefore, to suppress this increasing trend, a target drive control strategy is implemented to reduce the real-time ice amount by adjusting the engine piston blowby amount.

[0080] The specific steps include:

[0081] S102 - 1 : Obtaining the required power of the vehicle and the maximum output power of the driving motor, and comparing the required power of the vehicle and the maximum output power of the driving motor.

[0082] In this embodiment, the required power of the vehicle is determined by the user by driving the corresponding accelerator pedal and gear device, which represents the user's current power demand. The maximum output power of the drive motor refers to the maximum driving power that the drive motor can provide to the vehicle. If the maximum driving power that the drive motor can provide to the vehicle can meet the user's current power demand, the effect of reducing the real-time ice amount by adjusting the engine piston blowby amount can be achieved by reducing the relevant operating parameters of the engine.

[0083] S102-2: When the required power of the vehicle is less than or equal to the maximum output power of the drive motor, execute a first level drive control strategy.

[0084] In an embodiment, if the required power of the vehicle is less than or equal to the maximum output power of the drive motor, the load on the engine can be reduced by using the drive motor instead of the engine for driving. That is, the first-level drive control strategy is a switching strategy that uses the drive motor as the main power source. The specific steps may be:

[0085] S102-2-1: Obtain the current SOC value of the vehicle's power battery.

[0086] S102-2-2: When the current SOC value is greater than or equal to a third threshold, use the drive motor as the sole power source to execute the first drive mode;

[0087] S102-2-3: When the current SOC value is less than the third threshold value, the engine is used as an auxiliary power source, the drive motor is used as a main power source, and the engine speed is reduced at the same time to execute the second drive mode.

[0088] In the embodiments of S102-2-1 to S102-2-3, the third threshold value refers to the limit at which the vehicle's power battery can normally drive the drive motor. If the SOC value of the power battery is greater than or equal to the third threshold value, it indicates that the current charge level of the vehicle's power battery is healthy and can normally drive the drive motor. Therefore, in this case, the drive motor is used as the sole power source, that is, the vehicle is driven in a pure electric drive mode. In this mode, the engine is shut down and only the vehicle's power battery provides electrical energy to the drive motor, which transmits power to the wheels via a two-stage gear set. If the SOC value of the power battery is less than the third threshold value, it indicates that the current charge level of the vehicle's power battery is unhealthy and needs to be charged. Therefore, in this case, the drive motor is used as the main power source to drive the vehicle, and the vehicle's engine can be used as an auxiliary power source, that is, a portion of the engine's mechanical energy is used to generate electricity, while the engine's speed is reduced to charge the vehicle's power battery, ensuring that the drive motor can operate at maximum power. That is, it is driven in series driving mode. In this mode, the generator runs but is not engaged with the clutch. The generator converts the mechanical energy of the engine into electrical energy, and then the vehicle power battery provides electrical energy to the drive motor, which transmits power to the wheels through a two-stage gear set.

[0089] S102-3: When the required power of the vehicle is greater than the maximum output power of the drive motor, execute the second level drive control strategy.

[0090] In this embodiment, when the vehicle's required power is greater than the maximum output power of the drive motor, it means that the drive motor alone cannot meet the user's power requirement. Therefore, it is necessary to use both the drive motor and the engine as the main power source, i.e., the second-level drive control strategy. The specific steps include:

[0091] S102-3-1: Use both the drive motor and the engine as main power sources, and reduce the torque of the engine at the same time to execute the third drive mode.

[0092] In this embodiment, the engine participates in the power output. At this time, the engine output torque is adjusted to reduce the amount of engine piston blowby. The power of the drive motor and the engine can be dynamically adjusted according to a given output ratio, that is, the drive motor and the engine are both used as the main power source to execute the parallel drive mode.

[0093] S103: When the real-time ice amount is less than or equal to a second threshold, exit the target drive control strategy.

[0094] In this embodiment, when the crankcase ventilation system is less than or equal to the second threshold value, the second threshold value is a value at which the amount of ice will not affect the crankcase ventilation system. The second threshold value can be zero, and this application does not limit this. When the real-time amount of ice is less than or equal to the second threshold value, it means that it is in a process of ice melting. Therefore, there is no need to adjust the engine piston blowby amount, and the target drive control strategy can be exited.

[0095] The embodiment of the present invention also provides a crankcase ventilation system icing control device, referring to Figure 2 , shows a functional module diagram of a crankcase ventilation system icing control device according to the present invention, which may include the following modules:

[0096] A calculation module 201 is used to calculate the real-time ice amount of the crankcase ventilation system;

[0097] a first execution module 202 configured to execute a target drive control strategy to reduce the real-time ice amount by adjusting the engine piston blowby amount when the real-time ice amount is greater than or equal to a first threshold;

[0098] The second execution module 203 is configured to exit the target drive control strategy when the real-time ice amount is less than or equal to a second threshold.

[0099] Optionally, the calculation module 201 includes:

[0100] a crankcase ventilation system operating state determination submodule, configured to obtain vehicle operating environment parameters and engine operating state parameters, and determine the crankcase ventilation system operating state based on the operating environment parameters and the operating state parameters;

[0101] an icing rate determination submodule, configured to determine a corresponding icing rate according to an operating state of the crankcase ventilation system;

[0102] The icing amount calculation submodule is used to perform cumulative summation based on the icing rate and the operating time of the operating state to obtain the real-time icing amount of the crankcase ventilation system.

[0103] Optionally, the icing rate determination submodule includes:

[0104] a search unit, configured to use the operating state of the crankcase ventilation system as an index, traverse a pre-calibrated icing rate lookup table, and determine an initial icing rate corresponding to the operating state of the crankcase ventilation system in combination with an interpolation algorithm;

[0105] The correction unit is used to correct the initial freezing rate according to a predetermined correction function to obtain a target freezing rate.

[0106] Optionally, the first execution module 202 includes:

[0107] an acquisition submodule, configured to acquire the required power of the vehicle and the maximum output power of the drive motor, and compare the required power of the vehicle with the maximum output power of the drive motor;

[0108] a first execution submodule, configured to execute a first level drive control strategy when the required power of the vehicle is less than or equal to the maximum output power of the drive motor;

[0109] The second execution submodule is configured to execute a second level driving control strategy when the required power of the vehicle is greater than the maximum output power of the driving motor.

[0110] Optionally, the first execution submodule includes:

[0111] An SOC acquisition unit is used to obtain the current SOC value of the vehicle's power battery;

[0112] a first driving unit, configured to use the driving motor as a sole power source to execute a first driving mode when the current SOC value is greater than or equal to a third threshold;

[0113] The second driving unit is used to use the engine as an auxiliary power source and the drive motor as a main power source when the current SOC value is less than a third threshold, and simultaneously reduce the speed of the engine to execute a second driving mode.

[0114] Optionally, the second execution submodule includes:

[0115] The second driving unit is configured to use both the driving motor and the engine as main power sources and simultaneously reduce the torque of the engine to execute a third driving mode.

[0116] In another embodiment provided by the present invention, a vehicle is further provided. The vehicle includes a processor, and the processor is used to implement the method proposed in the first aspect of the embodiment of the present invention when executing.

[0117] Based on the same inventive concept, another embodiment of the present invention provides an electronic device, including a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other via the communication bus.

[0118] Memory for storing computer programs;

[0119] The processor is configured to implement the crankcase ventilation system icing control method of the present invention when executing the program stored in the memory.

[0120] The communication bus mentioned in the above terminal can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. The communication bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, only one thick line is used in the figure, but it does not mean that there is only one bus or one type of bus. The communication interface is used for communication between the above terminal and other devices. The memory can include a random access memory (RAM) or a non-volatile memory, such as at least one disk storage. Optionally, the memory can also be at least one storage system located away from the aforementioned processor.

[0121] The above-mentioned processor can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, and discrete hardware components.

[0122] In addition, to achieve the above-mentioned purpose, an embodiment of the present application further proposes a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the crankcase ventilation system icing control method of the embodiment of the present application.

[0123] Those skilled in the art will appreciate that embodiments of the present invention may be provided as methods, systems, or computer program products. Thus, embodiments of the present invention may take the form of entirely hardware embodiments, entirely software embodiments, or embodiments combining software and hardware aspects. Furthermore, embodiments of the present invention may take the form of a computer program product implemented on one or more computer-usable devices (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0124] The embodiments of the present invention are described with reference to the flowcharts and / or block diagrams of the methods, terminal devices (systems), and computer program products according to the embodiments of the present invention. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of the processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing terminal device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing terminal device generate instructions for implementing the process in the flowchart and / or block diagram. Figure 1 a process or multiple processes and / or boxes Figure 1 A system that specifies the functions of a box or boxes.

[0125] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing terminal device to operate in a specific manner, so that the instructions stored in the computer readable memory produce a product including an instruction system, which is implemented in the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0126] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal device so that a series of operating steps are executed on the computer or other programmable terminal device to produce a computer-implemented process, thereby providing instructions for executing on the computer or other programmable terminal device to implement the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0127] Finally, it should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply that there is any such actual relationship or order between these entities or operations. "And / or" means that either one of the two can be selected, or both can be selected. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or terminal device that includes a series of elements includes not only those elements, but also other elements that are not explicitly listed, or also includes elements that are inherent to such process, method, article or terminal device. In the absence of further restrictions, the elements defined by the sentence "including one..." do not exclude the presence of other identical elements in the process, method, article or terminal device that includes the elements.

[0128] The above is a detailed introduction to the crankcase ventilation system icing control method, device, electronic equipment and vehicle provided by the present invention. Specific examples are used herein to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the method of the present invention and its core idea. At the same time, for those skilled in the art, according to the ideas of the present invention, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as a limitation on the present invention.

Claims

1. A crankcase ventilation system icing control method, characterized in that: The method comprises: Calculates real-time ice accumulation in the crankcase ventilation system; When the real-time ice amount is greater than or equal to a first threshold, executing a target drive control strategy to reduce the real-time ice amount by adjusting the engine piston blowby amount; When the real-time ice amount is less than or equal to a second threshold, exiting the target drive control strategy; The step of calculating the real-time ice amount of the crankcase ventilation system includes: Obtaining vehicle operating environment parameters and engine operating condition parameters, and determining a crankcase ventilation system operating state based on the operating environment parameters and the operating condition parameters, the operating environment parameters including vehicle operating temperature parameters and vehicle operating humidity parameters, and the operating condition parameters including engine output torque, engine speed, and engine intake manifold pressure; determining a corresponding icing rate according to an operating state of the crankcase ventilation system; A real-time ice amount of the crankcase ventilation system is obtained by cumulatively adding and summing the ice rate and the operating time of the operating state.

2. The crankcase ventilation system icing control method according to claim 1, characterized in that: The step of determining a corresponding icing rate according to an operating state of the crankcase ventilation system comprises: Using the operating state of the crankcase ventilation system as an index, traversing a pre-calibrated icing rate lookup table, and determining an initial icing rate corresponding to the operating state of the crankcase ventilation system in combination with an interpolation algorithm; The initial freezing rate is corrected according to a predetermined correction function to obtain a target freezing rate.

3. The crankcase ventilation system icing control method according to claim 1, characterized in that: When the real-time ice amount is greater than or equal to a first threshold, the step of executing the target drive control strategy includes: Obtaining the required power of the vehicle and the maximum output power of the drive motor, and comparing the required power of the vehicle and the maximum output power of the drive motor; When the required power of the vehicle is less than or equal to the maximum output power of the drive motor, executing a first level drive control strategy; When the required power of the vehicle is greater than the maximum output power of the drive motor, a second level drive control strategy is executed.

4. The crankcase ventilation system icing control method according to claim 3, characterized in that: The steps of executing the first level drive control strategy include: Get the current SOC value of the vehicle's power battery; When the current SOC value is greater than or equal to a third threshold, using the drive motor as the sole power source to execute a first drive mode; When the current SOC value is less than a third threshold, the engine is used as an auxiliary power source, the drive motor is used as a main power source, and the engine speed is reduced at the same time to execute the second driving mode.

5. The crankcase ventilation system icing control method according to claim 3, characterized in that: The steps of executing the second level drive control strategy include: The drive motor and the engine are both used as main power sources, and the torque of the engine is reduced at the same time to implement a third drive mode.

6. A crankcase ventilation system icing control device, characterized in that: The device comprises: a calculation module for calculating the real-time ice accumulation amount of the crankcase ventilation system; a first execution module, configured to execute a target drive control strategy when the real-time ice amount is greater than or equal to a first threshold, so as to reduce the real-time ice amount by adjusting the engine piston blowby amount; a second execution module, configured to exit the target drive control strategy when the real-time ice amount is less than or equal to a second threshold; a crankcase ventilation system operating state determination submodule, configured to obtain vehicle operating environment parameters and engine operating condition parameters, and determine the crankcase ventilation system operating state based on the operating environment parameters and the operating condition parameters, wherein the operating environment parameters include vehicle operating temperature parameters and vehicle operating humidity parameters, and the operating condition parameters include engine output torque, engine speed, and engine intake manifold pressure; an icing rate determination submodule, configured to determine a corresponding icing rate according to an operating state of the crankcase ventilation system; The icing amount calculation submodule is used to perform cumulative summation based on the icing rate and the operating time of the operating state to obtain the real-time icing amount of the crankcase ventilation system.

7. An electronic device, characterized in that: It includes a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other via the communication bus; Memory for storing computer programs; The processor is configured to implement the crankcase ventilation system icing control method according to any one of claims 1 to 5 when executing a program stored in the memory.

8. A vehicle, characterized in that: The method comprises a processor and a memory, wherein the memory stores machine executable instructions that can be executed by the processor, and the processor is used to execute the machine executable instructions to implement the crankcase ventilation system icing control method according to any one of claims 1 to 5.

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