Engine speed determination methods, devices and vehicles

Abstract

This application provides a method, apparatus, and vehicle for determining engine speed. The method includes: determining a first limit correction coefficient based on vehicle status data; determining a second limit correction coefficient based on vehicle driving environment data, vehicle status data, vehicle driving data, and the first limit correction coefficient; correcting the required speed based on the first speed limit and the first limit correction coefficient to determine a first corrected required speed; correcting the second speed limit based on the second limit correction coefficient to determine a speed correction limit; and determining the minimum value between the speed correction limit and the first corrected required speed as a first target speed. By using multiple data such as vehicle driving environment data, vehicle status data, and vehicle driving data to correct the required engine speed, the engine is more efficient when rotating at the first target speed, which helps to reduce vehicle energy consumption.

Description

Technical Field

[0001] This application belongs to the field of vehicle technology, and in particular relates to a method, device and vehicle for determining engine speed. Background Technology

[0002] Currently, traditional energy sources such as oil are non-renewable and do not align with the concept of sustainable development. Therefore, countries worldwide are increasingly emphasizing the development of new energy vehicles, particularly in the automotive industry. Hybrid vehicles are one of the mainstream directions in the current automotive industry. By adding a hybrid system, combining traditional fuel power with electric power, vehicle performance is improved, overall comfort is enhanced, and the user experience is strengthened.

[0003] In series drive mode, hybrid vehicles use an engine to drive a generator to produce electricity, charge the battery, and propel the vehicle. Currently, in series drive mode, the engine speed is typically determined by the vehicle's needs, taking fewer factors into account, which is detrimental to reducing overall vehicle energy consumption. Summary of the Invention

[0004] This application provides an engine speed determination method, device, and vehicle, which can solve the problem that when a hybrid vehicle is in series drive mode, the engine speed is usually determined based on the vehicle's needs, which takes fewer factors into consideration and is not conducive to reducing the overall vehicle energy consumption.

[0005] In a first aspect, embodiments of this application provide a method for determining engine speed, including:

[0006] When the vehicle is in series drive mode, the first limit correction coefficient is determined based on the vehicle's status data;

[0007] The second limit correction coefficient is determined based on the vehicle's driving environment data, vehicle status data, vehicle driving data, and the first limit correction coefficient.

[0008] Based on the first speed limit and the first limit correction coefficient, the required speed is corrected to determine the first corrected required speed; the required speed is the engine speed that satisfies the vehicle's driving environment data and the vehicle's state data; the first speed limit is the maximum engine speed that satisfies the vehicle's state data.

[0009] Based on the second limit correction coefficient, the second speed limit is corrected to determine the speed correction limit; the second speed limit is the maximum engine speed corresponding to the vehicle's driving data.

[0010] The minimum value between the speed correction limit and the first correction required speed is determined as the first target speed.

[0011] In one possible implementation of the first aspect, the vehicle's status data includes the temperature of the engine coolant and the remaining charge of the battery;

[0012] The step of determining the first limit correction coefficient based on the vehicle's status data includes:

[0013] The first limit correction factor is determined based on the temperature of the engine coolant and the remaining charge of the battery.

[0014] In one possible implementation of the first aspect, the vehicle's state parameters further include the battery temperature and the engine's power generation requirements, and the vehicle's driving environment data includes atmospheric pressure.

[0015] The step of correcting the required speed based on the first speed limit and the first limit correction coefficient to determine the first corrected required speed includes:

[0016] The first speed limit is determined based on the remaining charge of the battery, the temperature of the battery, and the temperature of the engine coolant;

[0017] The required rotational speed is determined based on the atmospheric pressure and the engine's power generation requirements.

[0018] The minimum value between the first speed limit and the required speed is determined as the first corrected speed;

[0019] Calculate the product of the first corrected speed and the first limit correction coefficient to determine the first corrected required speed.

[0020] In one possible implementation of the first aspect, the vehicle's state data includes the temperature of the engine coolant, the remaining charge of the battery, the battery temperature, the available discharge power of the battery, and the vehicle's driving mode; the vehicle's driving data includes the vehicle's driving speed and the opening of the accelerator pedal; and the vehicle's driving environment data includes atmospheric pressure and road gradient.

[0021] The step of determining the second limit correction coefficient based on vehicle driving environment data, vehicle status data, vehicle driving data, and the first limit correction coefficient includes:

[0022] The first correction coefficient is determined based on the remaining charge of the battery, the temperature of the battery, the available discharge power of the battery, the driving mode of the vehicle, the driving speed of the vehicle, the opening of the accelerator pedal, the atmospheric pressure, the road slope, and the first limit correction coefficient.

[0023] A second correction factor is determined based on the vehicle's speed.

[0024] The minimum value between the first correction coefficient and the second correction coefficient is determined as the second limit correction coefficient.

[0025] In one possible implementation of the first aspect, the step of correcting the second speed limit based on the second limit correction coefficient to determine the speed correction limit includes:

[0026] The second speed limit is determined based on the vehicle's speed and the accelerator pedal opening.

[0027] Calculate the product of the second limit correction factor and the second speed limit to determine the speed correction limit.

[0028] In one possible implementation of the first aspect, the vehicle's driving data includes the vehicle's driving speed, and the vehicle's status data includes the engine's intake air temperature and the battery's remaining charge.

[0029] The engine speed determination method further includes:

[0030] The compensation speed is determined based on the engine's intake air temperature and the vehicle's driving speed;

[0031] Determine the compensation coefficient based on the remaining charge of the battery;

[0032] Calculate the product of the compensation speed and the compensation coefficient to determine the compensation correction speed;

[0033] The second target speed is determined by calculating the sum of the compensated speed and the first target speed.

[0034] In one possible implementation of the first aspect, the engine speed determination method further includes:

[0035] When the vehicle is not idling and the engine catalyst is in a heated state, the minimum value between the second target speed and the third speed limit is determined as the third target speed; the third speed limit is the maximum engine speed corresponding to the engine catalyst being in a heated state.

[0036] When the vehicle is not idling and the engine catalyst is not heated, the second target speed is used as the third target speed.

[0037] In one possible implementation of the first aspect, the engine speed determination method further includes:

[0038] When the vehicle is in series drive mode or pure electric drive mode, if the vehicle switches to direct drive mode, the requested speed of the transmission control unit is used as the third target speed.

[0039] Secondly, embodiments of this application provide an engine speed determination device, comprising:

[0040] The first correction coefficient determination module is used to determine the first limit correction coefficient based on the vehicle's state data when the vehicle is in series drive mode.

[0041] The second correction coefficient determination module is used to determine the second limit correction coefficient based on the vehicle's driving environment data, vehicle status data, vehicle driving data, and the first limit correction coefficient.

[0042] The first correction module is used to correct the required speed based on a first speed limit and a first limit correction coefficient to determine a first corrected required speed; the required speed is the engine speed that satisfies the vehicle's driving environment data and the vehicle's state data; the first speed limit is the maximum engine speed that satisfies the vehicle's state data.

[0043] The second correction module is used to correct the second speed limit based on the second limit correction coefficient to determine the speed correction limit; the second speed limit is the maximum engine speed corresponding to the driving data of the vehicle.

[0044] The first target speed determination module is used to determine the minimum value between the speed correction limit and the first correction requirement speed as the first target speed.

[0045] Thirdly, embodiments of this application provide a vehicle including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the method described in any one of the first aspects.

[0046] Fourthly, embodiments of this application provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the method described in any one of the first aspects.

[0047] Fifthly, embodiments of this application provide a computer program product that, when run on a vehicle, causes the vehicle to perform the method described in any one of the first aspects above.

[0048] The beneficial effects of the embodiments of this application compared with the prior art are:

[0049] When the vehicle is in series drive mode, firstly, a first limit correction coefficient is determined based on the vehicle's state data. Then, a second limit correction coefficient is determined based on the vehicle's driving environment data, vehicle state data, vehicle driving data, and the first limit correction coefficient. Next, based on the first speed limit and the first limit correction coefficient, the required speed is corrected to determine the first corrected required speed; the required speed is the engine speed corresponding to the vehicle's driving environment data and vehicle state data; the first speed limit is the maximum engine speed corresponding to the vehicle's state data. Then, based on the second limit correction coefficient, the second speed limit is corrected to determine the speed correction limit; the second speed limit is the maximum engine speed corresponding to the vehicle's driving data. Finally, the minimum value between the speed correction limit and the first corrected required speed is determined as the first target speed. The engine speed is then adjusted to the first target speed.

[0050] Therefore, the engine speed determination method provided in this application uses various data such as vehicle driving environment data, vehicle state data, and vehicle driving data to correct the engine's required speed. The resulting target speed is more in line with the current state of the vehicle. When the engine rotates at the first target speed, it is more efficient, which helps to reduce the vehicle's energy consumption. It also helps to improve the vehicle's driving stability and reduce vehicle noise and vibration.

[0051] It is understood that the beneficial effects of the second to fifth aspects mentioned above can be found in the relevant descriptions in the first aspect mentioned above, and will not be repeated here. Attached Figure Description

[0052] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0053] Figure 1 A flowchart illustrating an embodiment of the engine speed determination method provided in this application;

[0054] Figure 2 A flowchart illustrating an engine speed determination method provided in another embodiment of this application;

[0055] Figure 3 A flowchart illustrating an engine speed determination method provided in another embodiment of this application;

[0056] Figure 4 A flowchart illustrating an engine speed determination method provided in another embodiment of this application;

[0057] Figure 5 This is a schematic diagram of the engine speed determination device provided in the embodiments of this application;

[0058] Figure 6 This is a schematic diagram of the vehicle structure provided in the embodiments of this application. Detailed Implementation

[0059] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0060] It should be understood that, when used in this application specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or a collection thereof.

[0061] It should also be understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0062] As used in this application specification and the appended claims, the term "if" may be interpreted, depending on the context, as "when," "once," "in response to determination," or "in response to detection." Similarly, the phrase "if determined" or "if [the described condition or event] is detected" may be interpreted, depending on the context, as "once determined," "in response to determination," "once [the described condition or event] is detected," or "in response to detection of [the described condition or event]."

[0063] Furthermore, in the description of this application and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0064] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0065] Figure 1 A flowchart illustrating an embodiment of the engine speed determination method provided in this application is shown. See also... Figure 1 As shown, the engine speed determination method includes steps S101 to S105.

[0066] Step S101: When the vehicle is in series drive mode, determine the first limit correction coefficient based on the vehicle's state data.

[0067] Specifically, vehicle status data includes engine coolant temperature and battery remaining charge, both of which affect engine speed. Designers can pre-determine multiple sets of corresponding engine coolant temperature, battery remaining charge, and engine limit correction coefficients based on vehicle data or through testing. Then, they can associate and store the engine coolant temperature, battery remaining charge, and engine limit correction coefficients in each set.

[0068] Once the engine coolant temperature and the remaining battery charge are determined, a first limit correction factor is determined based on these parameters.

[0069] Step S102: Determine the second limit correction coefficient based on the vehicle's driving environment data, vehicle status data, vehicle driving data, and the first limit correction coefficient.

[0070] Specifically, vehicle status data includes engine coolant temperature, remaining battery charge, battery temperature, available battery discharge capacity, and vehicle driving mode. Vehicle driving data includes vehicle speed and accelerator pedal opening. Vehicle driving environment data includes atmospheric pressure and road gradient.

[0071] In some embodiments, such as Figure 2 As shown, step S102 may include steps S1021 to S1023.

[0072] Step S1021: Determine the first correction coefficient based on the remaining battery charge, battery temperature, battery available discharge power, vehicle driving mode, vehicle speed, accelerator pedal opening, atmospheric pressure, road slope, and first limit correction coefficient.

[0073] Specifically, factors affecting engine speed include the battery's remaining charge, battery temperature, available discharge power, vehicle driving mode, vehicle speed, accelerator pedal opening, atmospheric pressure, and road gradient. Designers can pre-determine the correspondence between the battery's available discharge power and a first coefficient, atmospheric pressure and a second coefficient, the remaining charge and temperature and a third coefficient, vehicle speed and road gradient and a fourth coefficient, and the available discharge power and a fifth coefficient, based on vehicle parameters or through testing. These correspondences are then stored. Once the battery's available discharge power is determined, the first coefficient can be determined. Once atmospheric pressure is determined, the second coefficient can be determined. Once the battery's remaining charge and temperature are determined, the third coefficient can be determined. Once vehicle speed and road gradient are determined, the fourth coefficient can be determined. Finally, once the battery's available discharge power is determined, the fifth coefficient can be determined.

[0074] Then, the product of the first coefficient, the second coefficient, the third coefficient, the fourth coefficient, the fifth coefficient, and the first limit correction coefficient is calculated to obtain the first correction coefficient.

[0075] Step S1022: Determine the second correction coefficient based on the vehicle's speed.

[0076] Specifically, designers can pre-determine the correspondence between the vehicle's speed and the second correction factor based on vehicle parameters or through testing, and store this correspondence. Once the vehicle's speed is obtained, the second correction factor can be determined accordingly.

[0077] Step S1023: The minimum value of the first correction coefficient and the second correction coefficient is determined as the second limit correction coefficient.

[0078] Specifically, the minimum value between the first correction factor and the second correction factor is selected as the second limit correction factor. If the first correction factor is less than the second correction factor, the first correction factor is used as the second limit correction factor; if the second correction factor is less than the first correction factor, the second correction factor is used as the second limit correction factor.

[0079] Step S103: Based on the first speed limit and the first limit correction coefficient, the required speed is corrected to determine the first corrected required speed; the required speed is the engine speed corresponding to the vehicle's driving environment data and vehicle status data; the first speed limit is the maximum engine speed corresponding to the vehicle's status data.

[0080] Specifically, the required engine speed is the engine speed corresponding to the vehicle's driving environment data and vehicle status data. Once the vehicle's driving environment data and vehicle status data are obtained, the required engine speed can be determined based on these data and parameters. The first speed limit is the maximum engine speed corresponding to the vehicle's status data. Once the vehicle's status data is obtained, this first speed limit can be determined based on that data.

[0081] In some embodiments, such as Figure 3 As shown, step S103 may include steps S1031 to S1034.

[0082] Step S1031: Determine the first speed limit based on the remaining battery charge, battery temperature, and engine coolant temperature.

[0083] Specifically, the vehicle's status parameters include the remaining battery charge, battery temperature, and engine coolant temperature. Once these parameters are obtained, a fourth engine speed limit is determined based on the remaining battery charge and temperature. Then, a first engine speed limit is determined based on the fourth speed limit and the engine coolant temperature. For example, when the engine coolant temperature is greater than 110°C, the determined first engine speed limit is a preset limit (e.g., 6000 r / min); when the engine coolant temperature is less than 105°C, the fourth speed limit is used as the first speed limit.

[0084] Step S1032: Determine the required rotational speed based on atmospheric pressure and the engine's power generation requirements.

[0085] Specifically, the vehicle's state parameters include the engine's power generation requirements, and the vehicle's driving environment data includes atmospheric pressure. Once the atmospheric pressure and the engine's power generation requirements are obtained, the required engine speed is determined based on these parameters.

[0086] Step S1033: The minimum value between the first speed limit and the required speed is determined as the first corrected speed.

[0087] Specifically, after determining the first speed limit and the required speed, the minimum value between the first speed limit and the required speed is selected to achieve a correction of the required speed, thus determining the first correction speed.

[0088] Step S1034: Calculate the product of the first corrected speed and the first limit correction coefficient to determine the first corrected required speed.

[0089] Specifically, the product of the first corrected speed and the first limit correction coefficient is calculated, and the first corrected speed is further corrected to obtain the first corrected required speed.

[0090] Step S104: Based on the second limit correction coefficient, the second speed limit is corrected to determine the speed correction limit; the second speed limit is the maximum engine speed corresponding to the vehicle's driving data.

[0091] Specifically, vehicle driving data includes vehicle speed and accelerator pedal opening, both of which affect engine speed. Designers can pre-determine the correspondence between vehicle speed, accelerator pedal opening, and the second engine speed limit based on vehicle data or through testing, and store this correspondence. Once the vehicle speed and accelerator pedal opening are obtained, the second engine speed limit can be determined based on these parameters.

[0092] After determining the second limit correction factor and the second speed limit, calculate the product of the second limit correction factor and the second speed limit to determine the speed correction limit.

[0093] Step S105: The minimum value between the speed correction limit and the first correction required speed is determined as the first target speed.

[0094] Specifically, after determining the speed correction limit and the first correction required speed, the minimum value between the speed correction limit and the first correction required speed is determined as the first target speed. Then, the engine is controlled to rotate at the first target speed to drive the vehicle or charge the battery. Because the determination of the first target speed takes into account data such as the engine coolant temperature, the remaining battery charge, the battery temperature, the battery's available discharge power, the vehicle's driving mode, the vehicle's speed, the accelerator pedal opening, atmospheric pressure, road gradient, the engine's intake air temperature, and the engine's power generation requirements, the required engine speed is corrected. The resulting first target speed is more in line with the vehicle's current state. The engine is more efficient when rotating at the first target speed, which helps reduce the vehicle's energy consumption. It also helps improve the vehicle's driving stability and reduce vehicle noise and vibration.

[0095] Once the first target speed is determined, it can be further modified based on the vehicle's driving data and state parameters to obtain a second target speed. This second target speed is more in line with the vehicle's current state, making the engine more efficient when it rotates at the second target speed. This helps reduce the vehicle's energy consumption, improves the vehicle's driving stability, and reduces vehicle noise and vibration.

[0096] In some embodiments, such as Figure 4 As shown, the engine speed determination method further includes steps S106 to S109.

[0097] Step S106: Determine the compensation speed based on the engine intake air temperature and the vehicle speed.

[0098] Specifically, vehicle driving data includes vehicle speed, and vehicle status data includes engine intake air temperature. Designers can pre-determine the correspondence between engine intake air temperature, vehicle speed, and compensation speed based on vehicle data or through testing, and store this correspondence. Once the engine intake air temperature and vehicle speed are obtained, the compensation speed is determined based on these parameters.

[0099] Step S107: Determine the compensation coefficient based on the remaining battery power.

[0100] Specifically, vehicle status data includes the remaining battery charge. Designers can pre-determine the correspondence between the remaining battery charge and the compensation coefficient based on vehicle data or through testing, and store this correspondence. Once the remaining battery charge is obtained, the compensation coefficient is determined based on that charge.

[0101] Step S108: Calculate the product of the compensation speed and the compensation coefficient to determine the compensation correction speed.

[0102] Specifically, after determining the compensation speed and compensation coefficient, the product of the compensation speed and compensation coefficient is calculated to determine the compensation correction speed.

[0103] Step S109: Calculate the sum of the compensated speed and the first target speed to determine the second target speed.

[0104] Specifically, the second target speed is determined by summing the compensated speed and the first target speed. By using engine intake air temperature, vehicle speed, and remaining battery charge to correct the first target speed, the resulting second target speed is more consistent with the vehicle's current state. The engine is more efficient when running at the second target speed, which helps reduce vehicle energy consumption, improves vehicle ride stability, and reduces vehicle noise and vibration.

[0105] In some embodiments, after determining the second target speed, the second target speed can be further corrected based on the vehicle's operating status data and the engine catalyst's operating status data to obtain a third target speed. This makes the third target speed more consistent with the vehicle's current state, and the engine is more efficient when rotating at the third target speed, which helps reduce the vehicle's energy consumption. It also helps improve the vehicle's driving stability and reduce vehicle noise and vibration.

[0106] For example, when the vehicle is not idling and the engine catalyst is heated, the minimum value between the second target speed and the third speed limit is determined as the third target speed.

[0107] Specifically, the third speed limit is the maximum engine speed corresponding to the engine catalyst heating state. Designers can determine the maximum engine speed corresponding to the engine catalyst heating state in advance based on vehicle data or through testing, that is, determine the third speed limit.

[0108] When the vehicle is not idling and the engine catalyst is heated, the second target speed needs to be corrected using the third speed limit. The minimum value between the second target speed and the third speed limit is determined as the third target speed.

[0109] When the vehicle is not idling and the engine catalyst is not heated, there is no need to correct the second target speed; the second target speed is used as the third target speed.

[0110] Once the third target speed is determined, the engine speed is adjusted to the third target speed to drive the vehicle or charge the battery. Since the third target speed is obtained by correcting the second target speed using vehicle operating data and engine catalytic converter operating data, the third target speed is more consistent with the vehicle's current state. The engine is more efficient when running at the third target speed, which helps reduce vehicle energy consumption, improves vehicle ride smoothness, and reduces vehicle noise and vibration.

[0111] In some embodiments, the engine speed determination method further includes: when the vehicle is in series drive mode or pure electric drive mode, if the vehicle switches to direct drive mode, the requested speed of the transmission control unit is used as the third target speed.

[0112] Specifically, the operating modes of hybrid vehicles include series drive mode, pure electric drive mode, and direct drive mode (engine directly drives the vehicle). When the vehicle is in series drive mode or pure electric drive mode, as the vehicle speed increases, the vehicle will switch to direct drive mode. During this process, the speed requested by the transmission control unit (TCU) is used as the third target speed of the engine. At this time, the engine is controlled to rotate at the speed requested by the transmission control unit so that the vehicle can switch operating modes.

[0113] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0114] Figure 5 A schematic diagram of the engine speed determination device provided in an embodiment of this application is shown. See also... Figure 5 As shown, the engine speed determination device includes:

[0115] The first correction coefficient determination module 51 is used to determine the first limit correction coefficient based on the vehicle's state data when the vehicle is in series drive mode.

[0116] The second correction coefficient determination module 52 is used to determine the second limit correction coefficient based on the vehicle's driving environment data, vehicle status data, and vehicle driving data.

[0117] The first correction module 53 is used to correct the required speed based on the first speed limit and the first limit correction coefficient to determine the first corrected required speed; the required speed is the engine speed that satisfies the vehicle's driving environment data and the vehicle's state data; the first speed limit is the maximum engine speed that satisfies the vehicle's state data.

[0118] The second correction module 54 is used to correct the second speed limit based on the second limit correction coefficient to determine the speed correction limit; the second speed limit is the maximum speed of the engine corresponding to the driving data of the vehicle.

[0119] The first target speed determination module 55 is used to determine the minimum value between the speed correction limit and the first correction requirement speed as the first target speed.

[0120] In some embodiments, the vehicle status data includes the temperature of the engine coolant and the remaining charge of the battery;

[0121] The first correction coefficient determination module 51 is also used for:

[0122] The first limit correction factor is determined based on the temperature of the engine coolant and the remaining charge of the battery.

[0123] In some embodiments, the vehicle's state parameters also include the battery temperature and the engine's power generation requirements, and the vehicle's driving environment data includes atmospheric pressure.

[0124] The first correction module 53 is also used for:

[0125] The first speed limit is determined based on the remaining charge of the battery, the temperature of the battery, and the temperature of the engine coolant;

[0126] The required rotational speed is determined based on the atmospheric pressure and the engine's power generation requirements.

[0127] The minimum value between the first speed limit and the required speed is determined as the first corrected speed;

[0128] Calculate the product of the first corrected speed and the first limit correction coefficient to determine the first corrected required speed.

[0129] In some embodiments, the vehicle status data includes the temperature of the engine coolant, the remaining charge of the battery, the battery temperature, the available discharge power of the battery, and the vehicle's driving mode; the vehicle driving data includes the vehicle's driving speed and the accelerator pedal opening; and the vehicle's driving environment data includes atmospheric pressure and road gradient.

[0130] The second correction coefficient determination module 52 is also used for:

[0131] The first correction coefficient is determined based on the remaining charge of the battery, the temperature of the battery, the available discharge power of the battery, the driving mode of the vehicle, the driving speed of the vehicle, the opening of the accelerator pedal, the atmospheric pressure, the road slope, and the first limit correction coefficient.

[0132] A second correction factor is determined based on the vehicle's speed.

[0133] The minimum value between the first correction coefficient and the second correction coefficient is determined as the second limit correction coefficient.

[0134] In some embodiments, the second correction module 54 is further configured to:

[0135] The second speed limit is determined based on the vehicle's speed and the accelerator pedal opening.

[0136] Calculate the product of the second limit correction factor and the second speed limit to determine the speed correction limit.

[0137] In some embodiments, the vehicle's driving data includes the vehicle's speed, and the vehicle's status data includes the engine's intake air temperature and the battery's remaining charge.

[0138] The engine speed determination device also includes:

[0139] The compensation speed determination module is used to determine the compensation speed based on the intake air temperature of the engine and the driving speed of the vehicle.

[0140] The compensation coefficient determination module is used to determine the compensation coefficient based on the remaining power of the battery;

[0141] The compensation correction speed determination module is used to calculate the product of the compensation speed and the compensation coefficient to determine the compensation correction speed;

[0142] The second target speed determination module is used to calculate the sum of the compensated correction speed and the first target speed to determine the second target speed.

[0143] In some embodiments, the engine speed determining device further includes:

[0144] The third target speed determination module is used to determine the minimum value between the second target speed and the third speed limit as the third target speed when the vehicle is in a non-idling state and the engine catalyst is in a heated state; the third speed limit is the maximum engine speed corresponding to the engine being in the heated state.

[0145] The fourth target speed determination module is used to take the second target speed as the third target speed when the vehicle is in a non-idling state and the engine catalyst is in a non-heating state.

[0146] In some embodiments, the engine speed determining device further includes:

[0147] The fifth target speed determination module is used to determine the third target speed when the vehicle is in series drive mode or pure electric drive mode and the vehicle switches to direct drive mode, using the speed requested by the transmission control unit as the third target speed.

[0148] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0149] Figure 6 This is a structural schematic diagram of a vehicle provided in an embodiment of this application. Figure 6 As shown, the vehicle 6 in this embodiment may include: at least one processor 60 ( Figure 6 Only one processor 60, a memory 61, and a computer program 62 stored in the memory 61 and executable on the at least one processor 60 are shown. When the processor 60 executes the computer program 62, it implements the steps of any of the above method embodiments, for example... Figure 1 Steps S101 to S105 in the illustrated embodiment. Alternatively, when the processor 60 executes the computer program 62, it implements the functions of each module / unit in the above-described device embodiments, for example... Figure 5 The functions of modules 51 to 55 are shown.

[0150] For example, the computer program 62 may be divided into one or more modules / units, which are stored in the memory 61 and executed by the processor 60 to complete this application. The one or more modules / units may be a series of computer program 62 instruction segments capable of performing a specific function, which describe the execution process of the computer program 62 in the vehicle 6.

[0151] This application also provides a computer-readable storage medium storing a computer program 62, which, when executed by a processor 60, implements the steps described in the various method embodiments above.

[0152] This application provides a computer program product that, when run on a vehicle, enables the vehicle to perform the steps described in the various method embodiments above.

[0153] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments of this application can be implemented by a computer program 62 instructing related hardware. The computer program 62 can be stored in a computer-readable storage medium, and when executed by the processor 60, it can implement the steps of the various method embodiments described above. The computer program 62 includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include at least: any entity or device capable of carrying computer program code to a terminal, a recording medium, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium. Examples include USB flash drives, portable hard drives, magnetic disks, or optical disks. In some jurisdictions, according to legislation and patent practice, computer-readable media cannot be electrical carrier signals or telecommunication signals.

[0154] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0155] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0156] In the embodiments provided in this application, it should be understood that the disclosed apparatus / network devices and methods can be implemented in other ways. For example, the apparatus / network device embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0157] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0158] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A method for determining engine speed, characterized in that, include: When the hybrid vehicle is in series drive mode, the first limit correction factor is determined based on the engine coolant temperature and the remaining battery charge. The first correction coefficient is determined based on the remaining charge of the battery, the temperature of the battery, the available discharge power of the battery, the driving mode of the vehicle, the driving speed of the vehicle, the accelerator pedal opening, atmospheric pressure, road slope, and the first limit correction coefficient. A second correction factor is determined based on the vehicle's speed. The minimum value between the first correction coefficient and the second correction coefficient is determined as the second limit correction coefficient; Based on the first speed limit and the first limit correction coefficient, the required speed is corrected to determine the first corrected required speed. The required speed is the engine speed that meets the atmospheric pressure and the engine's power generation requirements; the first speed limit is the maximum engine speed that meets the remaining battery charge, battery temperature, and engine coolant temperature. Based on the second limit correction coefficient, the second speed limit is corrected to determine the speed correction limit; The second speed limit is the maximum engine speed corresponding to the vehicle's driving speed and the opening of the accelerator pedal; The minimum value between the speed correction limit and the first correction required speed is determined as the first target speed, and the engine is controlled to rotate at the first target speed.

2. The engine speed determination method according to claim 1, characterized in that, The step of correcting the required speed based on the first speed limit and the first limit correction coefficient to determine the first corrected required speed includes: The first speed limit is determined based on the remaining charge of the battery, the temperature of the battery, and the temperature of the engine coolant; The required rotational speed is determined based on the atmospheric pressure and the engine's power generation requirements. The minimum value between the first speed limit and the required speed is determined as the first corrected speed; Calculate the product of the first corrected speed and the first limit correction coefficient to determine the first corrected required speed.

3. The engine speed determination method according to claim 2, characterized in that, The step of correcting the second speed limit based on the second limit correction coefficient to determine the speed correction limit includes: The second speed limit is determined based on the vehicle's speed and the accelerator pedal opening. Calculate the product of the second limit correction factor and the second speed limit to determine the speed correction limit.

4. The engine speed determination method according to any one of claims 1-3, characterized in that, The engine speed determination method further includes: The compensation speed is determined based on the engine's intake air temperature and the vehicle's driving speed; Determine the compensation coefficient based on the remaining charge of the battery; Calculate the product of the compensation speed and the compensation coefficient to determine the compensation correction speed; The second target speed is determined by calculating the sum of the compensated speed and the first target speed.

5. The engine speed determination method according to claim 4, characterized in that, The engine speed determination method further includes: When the vehicle is not idling and the engine catalyst is in a heated state, the minimum value between the second target speed and the third speed limit is determined as the third target speed; the third speed limit is the maximum engine speed corresponding to the engine catalyst being in a heated state. When the vehicle is not idling and the engine catalyst is not heated, the second target speed is used as the third target speed.

6. The engine speed determination method according to claim 5, characterized in that, The engine speed determination method further includes: When the vehicle is in series drive mode or pure electric drive mode, if the vehicle switches to direct drive mode, the requested speed of the transmission control unit is used as the third target speed.

7. An engine speed determining device, characterized in that, include: The first correction coefficient determination module is used to determine a first limit correction coefficient based on the engine coolant temperature and the remaining battery charge when the hybrid vehicle is in series drive mode. The second correction coefficient determination module is used to determine the first correction coefficient based on the remaining charge of the battery, the temperature of the battery, the available discharge power of the battery, the driving mode of the vehicle, the driving speed of the vehicle, the opening of the accelerator pedal, the atmospheric pressure, the road slope and the first limit correction coefficient. A second correction factor is determined based on the vehicle's speed. The minimum value between the first correction coefficient and the second correction coefficient is determined as the second limit correction coefficient; The first correction module is used to correct the required speed based on the first speed limit and the first limit correction coefficient, and to determine the first corrected required speed. The required speed is the engine speed that meets the atmospheric pressure and the engine's power generation requirements; the first speed limit is the maximum engine speed that meets the remaining battery charge, battery temperature, and engine coolant temperature. The second correction module is used to correct the second speed limit based on the second limit correction coefficient to determine the speed correction limit. The second speed limit is the maximum engine speed corresponding to the vehicle's driving speed and the opening of the accelerator pedal; The first target speed determination module is used to determine the minimum value between the speed correction limit and the first correction required speed as the first target speed, and control the engine to rotate at the first target speed.

8. A vehicle comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the method as described in any one of claims 1 to 6.

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