Hybrid vehicle park mode ignition angle control method and device

Abstract

This invention discloses a method for controlling the ignition angle of a hybrid vehicle under parking conditions, comprising the following steps: when the vehicle is operating, acquiring vehicle information and determining whether the current operating condition is a low-temperature parking condition or a high-temperature parking condition; if the current operating condition is a low-temperature parking condition, a first strategy is adopted to lock the ignition angle to maintain system stability; if the current operating condition is a high-temperature parking condition, a second strategy is adopted to correct the ignition angle to reduce knocking. This invention also discloses an ignition angle control device for hybrid vehicles under parking conditions, comprising a first judgment module, a first control module, and a second control module. In low-temperature parking conditions, when the PCU's required torque fluctuates frequently, this invention stabilizes the ECU's output torque by locking the ignition angle to maintain system stability; in high-temperature parking conditions, it corrects the ignition angle to eliminate the effects of knocking.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and in particular to a method and device for controlling the ignition angle of a hybrid vehicle in parking conditions. Background Technology

[0002] After a cold start in a hybrid vehicle, the charging and discharging capacity of the large battery is limited. The PCU (Power Control Unit) is prone to high-frequency fluctuations in the torque demand of the PCU due to its own control strategy. At this time, the ECU (Electronic Control Unit) responds to the torque demand of the PCU, which can easily cause fluctuations in the output torque of the ECU, thus affecting the stability of the entire system. The above problems generally occur when the vehicle is parked.

[0003] During driving conditions, slight knocking can help improve engine power and fuel economy. However, current hybrid vehicles use the same ignition angle output MAP (meter) for both parking and driving conditions, which can cause knocking even when parking. Since the ambient noise is relatively low when parking, even slight knocking can produce noticeable noise, resulting in poor NVH (noise, vibration, and harshness) performance and a reduced user experience. Summary of the Invention

[0004] In view of the shortcomings of the prior art, the technical problem to be solved by the present invention is to provide a method and device for controlling the ignition angle of a hybrid vehicle in parking conditions that can maintain system stability in low-temperature parking conditions and reduce knocking in high-temperature parking conditions.

[0005] To solve the above-mentioned technical problems, one technical solution adopted by the present invention is: to provide a method for controlling the ignition angle of a hybrid vehicle in parking conditions, comprising the following steps:

[0006] When the vehicle is in operation, acquire vehicle information to determine whether the current operating condition is a low-temperature parking condition or a high-temperature parking condition.

[0007] If the current operating condition is a low-temperature parking condition, the first strategy is adopted to lock the ignition angle to maintain system stability;

[0008] If the current operating condition is a high-temperature parking condition, the second strategy is used to adjust the ignition angle to reduce knocking.

[0009] Furthermore, the vehicle information includes battery temperature, engine starter coolant temperature, vehicle speed, engine speed, ambient temperature, and intake air temperature.

[0010] In the process of determining whether the current operating condition is a low-temperature parking condition or a high-temperature parking condition:

[0011] Determine whether the current operating condition is a low-temperature parking condition based on the large battery temperature, engine starter coolant temperature, vehicle speed, and engine speed.

[0012] Determine whether the current operating condition is a high-temperature parking condition based on vehicle speed, engine speed, ambient temperature, and intake air temperature.

[0013] Furthermore, the method for determining whether the current operating condition is a low-temperature parking condition based on the battery temperature, engine starter coolant temperature, vehicle speed, and engine speed is as follows:

[0014] Determine whether the following conditions are met simultaneously: the large battery temperature is less than the first temperature threshold, the engine starter coolant temperature is less than the second temperature threshold, the vehicle speed is less than the speed threshold, and the engine speed is less than the speed threshold. If all of the above conditions are met, the current operating condition is a low-temperature parking condition.

[0015] Furthermore, the method for determining whether the current operating condition is a high-temperature parking condition based on vehicle speed, engine speed, ambient temperature, and intake air temperature is as follows:

[0016] Determine whether the following conditions are met simultaneously: vehicle speed is less than the speed threshold, engine speed is less than the speed threshold, ambient temperature is greater than the third temperature threshold, and intake air temperature is greater than the fourth temperature threshold. If all the above conditions are met, the current operating condition is a high-temperature parking condition.

[0017] Furthermore, the step of locking the ignition angle using the first strategy to maintain system stability includes the following sub-steps:

[0018] Determine if the PCU's required torque fluctuates at high frequencies;

[0019] If the torque demanded by the PCU fluctuates frequently, the ignition angle output by the ECU will be temporarily locked, and the counter will record the number of lockouts N1 and increment it by 1.

[0020] When the lock-in time reaches the preset first threshold, determine whether the high-frequency fluctuation of the PCU demand torque still exists;

[0021] If the high-frequency fluctuation of PCU demand torque still exists, then determine whether the number of lockouts N1 is less than or equal to the second threshold.

[0022] If the number of lockouts N1 is less than or equal to the second threshold, the ignition angle output by the ECU is temporarily locked, and the counter records the number of lockouts N1 incremented by 1 until the high-frequency fluctuation of the PCU's required torque disappears or the number of lockouts N1 is greater than the second threshold.

[0023] Furthermore, the method for determining high-frequency fluctuations in PCU demand torque is as follows:

[0024] Calculate the fluctuation value ΔT of the PCU demand torque within time t1. If the fluctuation value ΔT of the PCU demand torque is greater than the third threshold, it is considered that high-frequency fluctuation has occurred.

[0025] The fluctuation value ΔT of the PCU demand torque is obtained by the following formula:

[0026] ΔT=|T max -T min (I)

[0027] In equation (1), T max T represents the maximum torque required by the PCU. min This represents the minimum torque required by the PCU.

[0028] Furthermore, the step of using the second strategy to correct the ignition angle to reduce knock includes the following sub-steps:

[0029] After detecting the detonation, the detonation frequency f is calculated;

[0030] When the knock frequency f is greater than or equal to the fourth threshold, the ignition push angle ΔIg is output by referring to the parking ignition angle correction table based on the knock frequency f and the intake air temperature.

[0031] Adjust the ignition angle according to the ignition push angle;

[0032] When the knock frequency f is less than the fourth threshold, knock control ends; otherwise, the ignition angle is corrected by looking up the parking ignition angle correction table based on the knock frequency f and the intake air temperature and outputting the ignition push angle ΔIg.

[0033] Furthermore, the detonation frequency f is obtained by the following formula:

[0034]

[0035] In Equation (II), N2 represents the number of detonation events, and t2 represents the detonation recognition time.

[0036] The formula for correcting the ignition angle based on the ignition angle is as follows:

[0037] Ig' = Ig + ΔIg (III)

[0038] In Equation (III), Ig represents the ignition angle before correction, Ig' represents the ignition angle after correction, and ΔIg represents the ignition push angle.

[0039] To solve the above-mentioned technical problems, another technical solution adopted by the present invention is: to provide an ignition angle control device for a hybrid vehicle in parking condition, comprising:

[0040] The first judgment module is used to determine whether the current operating condition is a low temperature parking condition or a high temperature parking condition based on the acquired vehicle information when the vehicle is working.

[0041] The first control module is used to lock the ignition angle to maintain system stability when the first judgment module determines that the current operating condition is a low temperature parking condition.

[0042] The second control module is used to correct the ignition angle to reduce knocking when the first judgment module determines that the current operating condition is a high-temperature parking condition.

[0043] Furthermore, the first determination module includes:

[0044] The first judgment submodule is used to determine whether the current operating condition is a low-temperature parking condition based on the large battery temperature, engine starter coolant temperature, vehicle speed and engine speed.

[0045] The second judgment submodule is used to determine whether the current operating condition is a high-temperature parking condition based on vehicle speed, engine speed, ambient temperature and intake air temperature.

[0046] The ignition angle control method and device for hybrid vehicles in parking conditions of the present invention have at least the following beneficial effects: When the PCU demand torque fluctuates frequently under low-temperature parking conditions, locking the ignition angle stabilizes the ECU output torque, which helps the PCU torque distribution reach a stable state more quickly, eliminates the impact of high-frequency fluctuations in PCU demand torque, and maintains system stability; Under high-temperature parking conditions, adjusting the ignition angle reduces knocking and eliminates the impact of knocking. The adjustment of the ignition angle in parking conditions also serves to distinguish the ignition angle between parking and driving conditions, thus maintaining the engine's power and economy during driving and solving the impact of knocking on NVH during parking conditions. Attached Figure Description

[0047] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0048] Figure 1 This is a flowchart of one embodiment of the ignition angle control method for hybrid vehicles under parking conditions according to the present invention.

[0049] Figure 2 for Figure 1 The flowchart for step S2.

[0050] Figure 3 for Figure 1 The flowchart for step S3.

[0051] Figure 4 This is a structural block diagram of the ignition angle control device for hybrid vehicles under parking conditions according to the present invention. Detailed Implementation

[0052] The invention will now be further described with reference to the accompanying drawings.

[0053] Please see Figure 1This is a flowchart of one embodiment of the ignition angle control method for hybrid vehicles in parking conditions according to the present invention. This embodiment specifically includes the following steps:

[0054] S1. When the vehicle is in operation, obtain vehicle information and determine whether the current operating condition is a low temperature parking condition or a high temperature parking condition.

[0055] Specifically, the vehicle information includes the battery temperature, engine coolant temperature, vehicle speed, engine speed, ambient temperature, and intake air temperature. Based on the battery temperature, engine coolant temperature, vehicle speed, and engine speed, the system determines whether the current operating condition is a low-temperature parking condition. Specifically, it checks whether the following conditions are simultaneously met: battery temperature below a first temperature threshold, engine coolant temperature below a second temperature threshold, vehicle speed below a speed threshold, and engine speed below a speed threshold. If all these conditions are met, the current operating condition is a low-temperature parking condition. Based on the vehicle speed, engine speed, ambient temperature, and intake air temperature, the system determines whether the current operating condition is a high-temperature parking condition. Specifically, it checks whether the following conditions are simultaneously met: vehicle speed below a speed threshold, engine speed below a speed threshold, ambient temperature above a third temperature threshold, and intake air temperature above a fourth temperature threshold. If all these conditions are met, the current operating condition is a high-temperature parking condition. This solution only considers these two conditions; other conditions are not processed.

[0056] S2. If the current operating condition is a low-temperature parking condition, the first strategy is adopted to lock the ignition angle to maintain system stability.

[0057] In low-temperature parking conditions, there is a situation where the car is cold-started. At this time, due to the limited charging and discharging capacity of the large battery, the PCU's own control strategy is prone to high-frequency fluctuations in the torque demanded by the PCU. The ECU's response to the PCU's torque demand can easily lead to fluctuations in the ECU's output torque, thereby affecting the stability of the entire engine control system. Since torque is affected by the ignition angle, the larger the ignition angle, the greater the torque. Therefore, when the PCU's torque demand fluctuates at high frequency, the ignition angle can be locked to keep it constant, so as to stabilize the ECU's output torque, eliminate the impact of the high-frequency fluctuations in the PCU's torque demand, and maintain system stability.

[0058] Please see Figure 2 Here is a flowchart for step S2, which includes the following sub-steps:

[0059] S21. Determine whether the PCU's required torque fluctuates at high frequency.

[0060] Specifically, the method for determining high-frequency fluctuations in PCU demand torque is as follows: calculate the fluctuation value ΔT of PCU demand torque within time t1. If the fluctuation value ΔT of PCU demand torque is greater than the third threshold, it is considered that high-frequency fluctuations have occurred.

[0061] The formula for calculating the fluctuation value ΔT of the PCU demand torque is as follows:

[0062] ΔT=|T max -T min |

[0063] Among them, T max T represents the maximum torque required by the PCU. min This represents the minimum value of the PCU's required torque. The difference between the maximum and minimum values ​​of the PCU's required torque over a period of time is sufficient to indicate the level of fluctuation in the PCU's required torque during that period.

[0064] S22. If the torque demanded by the PCU fluctuates at a high frequency, the ignition angle output by the ECU will be temporarily locked, and the counter will record the number of lockouts N1 and increment by 1.

[0065] S23. When the locking time reaches the preset first threshold, determine whether the high-frequency fluctuation of the PCU demand torque still exists.

[0066] S24. If the high-frequency fluctuation of the PCU demand torque still exists, determine whether the number of lockouts N1 is less than or equal to the second threshold.

[0067] The reason for limiting the number of times the ignition angle can be locked is that if the high-frequency fluctuation of the PCU's required torque still exists after a certain number of locks, it means that continuing to lock the ignition angle cannot solve the problem of the high-frequency fluctuation of the PCU's required torque. In this case, the lock must be terminated and other solutions must be considered, such as modifying the PCU's own logic.

[0068] S25. If the number of locks N1 is less than or equal to the second threshold, then temporarily lock the ignition angle output by the ECU. The counter records the step of incrementing the number of locks N1 by 1 until the high-frequency fluctuation of the PCU demand torque disappears or the number of locks N1 is greater than the second threshold.

[0069] Specifically, if the high-frequency fluctuation of the PCU demand torque still exists, it is determined that the number of locking times N1 is less than or equal to the second threshold, indicating that the ignition angle needs to be locked again. At this time, steps S22-S24 are repeated until the high-frequency fluctuation of the PCU demand torque disappears or the number of locking times N1 is greater than the second threshold, and then the control of the ignition angle using the first strategy ends.

[0070] S3. If the current operating condition is a high-temperature parking condition, the second strategy is used to correct the ignition angle to reduce knocking.

[0071] Because hybrid vehicles use the same ignition output MAP for both parking and driving conditions, knocking will occur in parking conditions just like in driving conditions. Since the overall vehicle noise is relatively low in parking conditions, even slight knocking noise is quite noticeable, resulting in poor NVH performance and reduced user experience. Furthermore, the impact of knocking in low-temperature parking conditions is negligible, so this case only needs to consider knocking in high-temperature parking conditions.

[0072] When the engine draws in a mixture of fuel vapor and air, before the compression stroke reaches the designed ignition position, various factors beyond control cause the fuel mixture to ignite and burn spontaneously. At this time, the huge impact force generated by combustion is opposite to the direction of piston movement, causing engine vibration. Therefore, the cause of knocking is premature combustion in the engine. Correspondingly, delaying the ignition angle can reduce knocking.

[0073] Please see Figure 3 Here is a flowchart for step S3, which includes the following sub-steps:

[0074] S31. After detecting detonation, calculate the detonation frequency f.

[0075] The formula for calculating the detonation frequency f is as follows:

[0076]

[0077] Where N2 represents the number of detonations and t2 represents the detonation detection time.

[0078] S32. When the knock frequency f is greater than or equal to the fourth threshold, the ignition push angle ΔIg is output from the parking ignition angle correction table based on the knock frequency f and the intake air temperature.

[0079] S33. Adjust the ignition angle according to the ignition push angle.

[0080] Specifically, the formula for correcting the ignition angle based on the ignition angle is:

[0081] Ig'=Ig+ΔIg

[0082] Where Ig represents the ignition angle before correction, Ig' represents the ignition angle after correction, and ΔIg represents the ignition delay angle. The angle through which the crankshaft rotates from the moment of ignition until the piston reaches the top dead center of the compression stroke is called the ignition angle. The ignition delay angle is the angle that is delayed, and it is a negative value.

[0083] S34. When the knock frequency f is less than the fourth threshold, the knock control ends; otherwise, the ignition angle is corrected by checking the parking ignition angle correction table based on the knock frequency f and the intake air temperature and outputting the ignition push angle ΔIg.

[0084] When the detonation frequency f is less than the fourth threshold, the effect of detonation can be ignored, so detonation control can be terminated. If the detonation frequency f is greater than or equal to the fourth threshold, detonation needs to be reduced further, that is, steps S32-S33 are repeated until the detonation frequency f is less than the fourth threshold and the effect of detonation is eliminated, then detonation control is terminated.

[0085] Please see Figure 4 This is a structural block diagram of the ignition angle control device for parking conditions of a hybrid vehicle according to the present invention. The ignition angle control device for parking conditions of this hybrid vehicle includes:

[0086] The first judgment module 110 is used to determine whether the current operating condition is a low-temperature parking condition or a high-temperature parking condition based on the acquired vehicle information when the vehicle is working.

[0087] The vehicle information includes battery temperature, engine starter coolant temperature, vehicle speed, engine speed, ambient temperature, and intake air temperature.

[0088] In this embodiment, the first determination module 110 includes the following sub-modules:

[0089] The first judgment submodule 111 is used to determine whether the current operating condition is a low-temperature parking condition based on the large battery temperature, engine starter coolant temperature, vehicle speed and engine speed.

[0090] The second judgment submodule 112 is used to determine whether the current operating condition is a high-temperature parking condition based on vehicle speed, engine speed, ambient temperature and intake air temperature.

[0091] The first control module 120 is used to lock the ignition angle to maintain system stability when the first judgment module 110 determines that the current operating condition is a low temperature parking condition.

[0092] In this embodiment, the first control module 120 includes the following sub-modules:

[0093] The high-frequency fluctuation identification module 121 is used to identify high-frequency fluctuations in PCU demand torque.

[0094] The ignition angle locking module 122 is used to temporarily lock the ignition angle output by the ECU when the high-frequency fluctuation identification module 121 detects high-frequency fluctuations, and the counter records the number of locks N1 and increments by 1.

[0095] The third judgment submodule 123 is used to determine whether the time for which the ignition angle locking module 122 locks the ignition angle has reached the preset first threshold.

[0096] The fourth judgment submodule 124 is used to determine whether the number of locks N1 is less than or equal to the second threshold.

[0097] The second control module 130 is used to correct the ignition angle using a second strategy to reduce knocking when the first judgment module 110 determines that the current operating condition is a high-temperature parking condition.

[0098] In this embodiment, the second control module 130 includes the following sub-modules:

[0099] The detonation identification module 131 is used to identify detonation, calculate the detonation frequency f, and determine whether the detonation frequency f is greater than or equal to the fourth threshold.

[0100] The knock control module 132 is used to output the ignition push angle ΔIg based on the knock frequency f and the intake air temperature by looking up the parking ignition angle correction table when the knock frequency f is greater than or equal to the fourth threshold, and to correct the ignition angle based on the ignition push angle.

[0101] This invention addresses the issue of high-frequency fluctuations in PCU torque demand under low-temperature parking conditions by locking the ignition angle to stabilize ECU output torque. This helps the PCU torque distribution reach a stable state more quickly, eliminating the impact of high-frequency fluctuations in PCU torque demand and maintaining system stability. Under high-temperature parking conditions, the invention reduces knocking by correcting the ignition angle, thus eliminating its impact. The correction of the ignition angle under parking conditions also serves to differentiate between parking and driving conditions, maintaining the engine's power and economy during driving while resolving the impact of knocking on NVH (noise, vibration, and harshness) during parking.

[0102] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A hybrid vehicle stationary operating condition ignition angle control method characterized by, The method comprises the following steps: acquiring vehicle information when the vehicle is working, and determining whether the current working condition is a low-temperature parking working condition or a high-temperature parking working condition; if the current working condition is the low-temperature parking working condition, adopting a first strategy to lock the ignition angle to maintain system stability; the step comprises the following sub-steps: if the current working condition is the high-temperature parking working condition, adopting a second strategy to correct the ignition angle to reduce knocking; in the step of adopting the first strategy to lock the ignition angle to maintain system stability, the step comprises the following sub-steps: determining whether the PCU demand torque fluctuates at a high frequency; If the PCU demand torque fluctuates at high frequency, the ignition angle output by the ECU is temporarily locked, and the counter records the number of lockings Increment 1; when the locking time reaches a preset first threshold, determining whether the PCU demand torque fluctuates at the high frequency still; If the high-frequency fluctuation of the PCU demand torque still exists, it is determined whether the locking times are less than or equal to the second threshold value. Number of locks If the value is less than or equal to the second threshold, the ignition angle output by the ECU is temporarily locked, and the counter records the number of times the lock is applied. The incrementing step continues until the high-frequency fluctuations in PCU demand torque disappear or the number of times is locked. It is greater than the second threshold.

2. The hybrid vehicle stationary operating condition ignition angle control method according to claim 1, characterized by: the vehicle information comprises a large battery temperature, an engine starting water temperature, a vehicle speed, an engine speed, an ambient temperature and an intake temperature; in the step of determining whether the current working condition is the low-temperature parking working condition or the high-temperature parking working condition, the method comprises the following steps: determining whether the current working condition is the low-temperature parking working condition based on the large battery temperature, the engine starting water temperature, the vehicle speed and the engine speed; determining whether the current working condition is the high-temperature parking working condition based on the vehicle speed, the engine speed, the ambient temperature and the intake temperature.

3. The hybrid vehicle stationary operating condition ignition angle control method according to claim 2, characterized by, The method for determining whether the current working condition is the low-temperature parking working condition based on the large battery temperature, the engine starting water temperature, the vehicle speed and the engine speed comprises the following steps: determining whether the large battery temperature is less than a first temperature threshold, the engine starting water temperature is less than a second temperature threshold, the vehicle speed is less than a speed threshold and the engine speed is less than a speed threshold simultaneously; if the above conditions are met simultaneously, the current working condition is the low-temperature parking working condition.

4. The hybrid vehicle stationary operating condition ignition angle control method according to claim 2, characterized by, The method for determining whether the current working condition is the high-temperature parking working condition based on the vehicle speed, the engine speed, the ambient temperature and the intake temperature comprises the following steps: determining whether the vehicle speed is less than a speed threshold, the engine speed is less than a speed threshold, the ambient temperature is greater than a third temperature threshold and the intake temperature is greater than a fourth temperature threshold simultaneously; if the above conditions are met simultaneously, the current working condition is the high-temperature parking working condition.

5. The hybrid vehicle stationary operating condition ignition angle control method according to claim 1, characterized by, The method for determining whether the PCU demand torque fluctuates at the high frequency comprises the following steps: Calculation time fluctuation value of the PCU demand torque , if the fluctuation value of the PCU demand torque is greater than the third threshold value, it is considered that high-frequency fluctuation occurs; The fluctuation value of the PCU demand torque This is obtained by the following equation: (I) In formula (1), represents a maximum value of the PCU demand torque, represents a minimum value of the PCU demand torque.

6. The hybrid vehicle stationary operating condition ignition angle control method according to claim 1, characterized by, in the step of adopting the second strategy to correct the ignition angle to reduce knocking, the step comprises the following sub-steps: identify the knock, calculate the knock frequency ; When the knock frequency is greater than or equal to a fourth threshold value, a spark advance correction table for the parking position is referred to in accordance with the knock frequency and the intake air temperature to output a spark advance angle ; correcting the ignition angle according to an ignition push angle; When the detonation frequency When the value is less than the fourth threshold, detonation control ends; otherwise, it continues based on the detonation frequency. Check the parking ignition angle correction table for intake air temperature and output the ignition push angle. This leads to the adjustment of the ignition angle.

7. The hybrid vehicle stationary operating condition ignition angle control method according to claim 6, characterized by, the knock frequency is obtained by the following equation: (two) In formula (II), represents the number of knock, represents the knock identification time; the formula for correcting the ignition angle is: (three) In formula (three), represents the ignition angle before correction, represents the ignition angle after correction, represents the ignition angle.

8. A hybrid vehicle stationary operation ignition angle control device characterized by comprising: The method for implementing the hybrid vehicle parking working condition ignition angle control method comprises the following steps: a first determination module is configured to determine, based on the acquired vehicle information, whether the current working condition is a low-temperature parking working condition or a high-temperature parking working condition when the vehicle is working; a first control module is configured to adopt a first strategy to lock the ignition angle to maintain system stability when the first determination module determines that the current working condition is the low-temperature parking working condition; a second control module is configured to adopt a second strategy to correct the ignition angle to reduce knocking when the first determination module determines that the current working condition is the high-temperature parking working condition.

9. The hybrid vehicle stationary operating condition ignition angle control device according to claim 8, characterized by: The vehicle information comprises a large battery temperature, an engine starting water temperature, a vehicle speed, an engine speed, an ambient temperature and an intake temperature. The first determination module comprises the following steps: a first determination sub-module is configured to determine whether the current working condition is the low-temperature parking working condition based on the large battery temperature, the engine starting water temperature, the vehicle speed and the engine speed; a second determination sub-module is configured to determine whether the current working condition is the high-temperature parking working condition based on the vehicle speed, the engine speed, the ambient temperature and the intake temperature. The second judging submodule is used for judging whether the current working condition is the high-temperature parking working condition based on the vehicle speed, the engine speed, the ambient temperature and the intake temperature.

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