Engine control method, device, vehicle and storage medium

Abstract

The present invention discloses an engine control method, device, vehicle and storage medium. The engine control method comprises: obtaining a first start-stop parameter of the engine before the engine is started, and determining a first start-stop risk coefficient of the engine according to the first start-stop parameter; controlling the vehicle to enter a hybrid mode according to the first start-stop risk coefficient, and obtaining a second start-stop parameter of the engine after the vehicle enters the hybrid mode; determining a second start-stop risk coefficient of the engine according to the second start-stop parameter, and judging whether to control the engine to stop according to the second start-stop risk coefficient, so as to control the vehicle to switch from the hybrid mode to the pure electric mode after the engine is stopped. The present invention realizes reasonable and accurate switching of hybrid vehicle operation modes, and ensures engine post-processing and overall reliability.

Description

Technical Field

[0001] The present invention relates to the technical field of hybrid electric vehicles, and in particular to an engine control method, device, vehicle and storage medium. Background Art

[0002] The key to hybrid vehicles is the hybrid system, and its performance is directly related to the performance of the hybrid vehicle. The hybrid powertrain can achieve fuel saving by reasonably allocating the working mode of the engine and the motor, but the engine shutdown during pure electric driving will cause the engine post-processing temperature to drop rapidly, causing the engine to enter the thermal management mode, worsening fuel consumption, and there are risks such as excessive emissions, crystallization, and carbon deposition.

[0003] Currently, information such as SOC and road conditions are used as the core decision points for hybrid vehicle mode switching, but the working problems of engine after-treatment are not taken into consideration. If the engine is suddenly started after a long period of engine shutdown, there will be a great risk of causing problems such as excessive emissions in the engine after-treatment system, thermal aging of the after-treatment, and overall machine reliability. Summary of the invention

[0004] The present invention provides an engine control method, device, vehicle and storage medium to solve the problem that various risks of the engine cannot be accurately assessed at present, which may cause reliability problems in the engine after-treatment system.

[0005] According to one aspect of the present invention, there is provided an engine control method, the engine control method comprising:

[0006] Before the engine is started, a first start-stop parameter of the engine is obtained, and a first start-stop risk coefficient of the engine is determined according to the first start-stop parameter;

[0007] controlling the vehicle to enter a hybrid mode according to the first start-stop risk coefficient, and acquiring a second start-stop parameter of the engine after the vehicle enters the hybrid mode;

[0008] A second start-stop risk coefficient of the engine is determined according to the second start-stop parameter, and whether to control the engine to stop is determined according to the second start-stop risk coefficient, so as to control the vehicle to switch from the hybrid mode to the pure electric mode after controlling the engine to stop.

[0009] According to another aspect of the present invention, there is provided an engine control device, the engine control device comprising:

[0010] a first start-stop risk coefficient determination module, configured to obtain a first start-stop parameter of the engine before the engine is started, and determine a first start-stop risk coefficient of the engine according to the first start-stop parameter;

[0011] a second start-stop parameter determination module, configured to control the vehicle to enter a hybrid mode according to the first start-stop risk coefficient, and obtain a second start-stop parameter of the engine after the vehicle enters the hybrid mode;

[0012] The engine control module is used to determine a second start-stop risk coefficient of the engine according to the second start-stop parameter, and judge whether to control the engine to stop according to the second start-stop risk coefficient, so as to control the vehicle to switch from the hybrid mode to the pure electric mode after controlling the engine to stop.

[0013] According to another aspect of the present invention, a vehicle is provided, the vehicle comprising:

[0014] at least one processor; and,

[0015] a memory communicatively connected to the at least one processor; wherein,

[0016] The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the engine control method described in any embodiment of the present invention.

[0017] According to another aspect of the present invention, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the engine control method described in any embodiment of the present invention when executed.

[0018] The technical solution of the embodiment of the present invention is to obtain the first start-stop parameter of the engine before the engine is started, and determine the first start-stop risk coefficient of the engine according to the first start-stop parameter; control the vehicle to enter the hybrid mode according to the first start-stop risk coefficient, and obtain the second start-stop parameter of the engine after the vehicle enters the hybrid mode; determine the second start-stop risk coefficient of the engine according to the second start-stop parameter, and judge whether to control the engine to stop according to the second start-stop risk coefficient, so as to control the vehicle to switch from the hybrid mode to the pure electric mode after the engine is stopped. The present invention solves the problem that the various risks of the engine cannot be accurately assessed at present, which may cause reliability problems in the engine after-treatment system, realizes reasonable and accurate switching of hybrid vehicle operation modes, and ensures the reliability of engine after-treatment and the whole machine.

[0019] It should be understood that the contents described in this section are not intended to identify the key or important features of the embodiments of the present invention, nor are they intended to limit the scope of the present invention. Other features of the present invention will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0021] Figure 1 is a flow chart of an engine control method provided according to Embodiment 1 of the present invention;

[0022] Figure 2 is a flow chart of an engine control method provided according to Embodiment 2 of the present invention;

[0023] Figure 3 is a calculation logic block diagram of a post-processing emission risk coefficient provided according to an embodiment of the present invention;

[0024] Figure 4 is a calculation logic block diagram of a post-processing crystallization risk coefficient provided in accordance with an embodiment of the present invention;

[0025] Figure 5 is a calculation logic block diagram of a supercharger reliability risk coefficient according to an embodiment of the present invention;

[0026] Figure 6 is a calculation logic block diagram of a cold start risk coefficient provided according to an embodiment of the present invention;

[0027] Figure 7 is a calculation logic block diagram of a post-processing reliability risk coefficient provided in an embodiment of the present invention;

[0028] Figure 8 is a calculation logic block diagram of a post-processing regeneration risk coefficient provided in an embodiment of the present invention;

[0029] Fig. 9 is a structural schematic diagram of an engine control device provided according to Embodiment 3 of the present invention;

[0030] Fig.10 It is a schematic diagram of the structure of a vehicle for implementing the engine control method according to an embodiment of the present invention. DETAILED DESCRIPTION

[0031] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0032] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0033] Embodiment 1

[0034] Figure 1 A flowchart of an engine control method is provided for the first embodiment of the present invention. This embodiment is applicable to the hybrid mode switching control of a hybrid vehicle. The engine control method can be executed by an engine control device. The engine control device can be implemented in the form of hardware and / or software. The engine control device can be configured in a hybrid vehicle. Figure 1 As shown, the engine control method includes:

[0035] S110. Obtain a first start-stop parameter of the engine before the engine is started, and determine a first start-stop risk coefficient of the engine according to the first start-stop parameter.

[0036] Among them, the first start-stop parameter is an engine parameter collected before the engine is started when the hybrid vehicle is in pure electric mode or before the engine to be started by the vehicle is started. The first start-stop parameter may include a first actual ammonia storage value, a first after-treatment temperature, a first urea injection amount, a first supercharger speed, a first engine water temperature, a first ambient temperature, a first total running mileage and a first actual carbon loading, that is, the first actual ammonia storage value, the first after-treatment temperature, the first urea injection amount, the first supercharger speed, the first engine water temperature, the first ambient temperature, the first total running mileage and the first actual carbon loading are collected in real time before the engine is started when the hybrid vehicle is in pure electric mode or before the engine to be started by the vehicle is started.

[0037] The pure electric mode of a hybrid vehicle is that the entire vehicle uses an electric motor as the driving source, and the engine does not participate in the driving work.

[0038] It can be known that the first start-stop parameter is an engine parameter collected in real time based on the current engine state. The engine parameters that can be included in the specific first start-stop parameter are flexibly selected according to the engine control risk, that is, the first start-stop parameter can be one or more combinations of the above-mentioned engine parameters. This embodiment does not impose any restrictions on this.

[0039] The first start-stop risk coefficient is an assessment coefficient selected to assess the risks that may occur before the engine of a hybrid vehicle is started when it is in pure electric mode or before the engine of the vehicle is to be started. The risk coefficient included in the specific first start-stop risk coefficient is flexibly selected according to the engine control risk, and this embodiment does not impose any restrictions on this.

[0040] In this embodiment, in order to evaluate the influence of after-treatment emission risk, after-treatment crystallization risk, supercharger reliability risk, cold start risk, after-treatment reliability risk and after-treatment regeneration risk on the engine start-stop decision, the first start-stop risk coefficient may include a first after-treatment emission risk coefficient, a first after-treatment crystallization risk coefficient, a first supercharger reliability risk coefficient, a cold start risk coefficient, a first after-treatment reliability risk coefficient and a first after-treatment regeneration risk coefficient.

[0041] It can be understood that the first start-stop risk coefficient may also include a combination of one or more of the above risk coefficients, and this embodiment does not impose any limitation on this.

[0042] Specifically, the specific methods for determining the first start-stop risk coefficient are: determining the first after-treatment emission risk coefficient of the engine according to the first actual ammonia storage value and the first after-treatment temperature, and determining the first after-treatment crystallization risk coefficient of the engine according to the first urea injection amount and the first after-treatment temperature, and determining the first supercharger reliability risk coefficient of the engine according to the first supercharger speed and the first after-treatment temperature, and determining the cold start risk coefficient of the engine according to the first engine water temperature and the first ambient temperature, and determining the first after-treatment reliability risk coefficient of the engine according to the first total operating mileage and the first after-treatment temperature, and determining the first after-treatment regeneration risk coefficient of the engine according to the first actual carbon load and the first after-treatment temperature.

[0043] On the basis of the above, the first after-treatment emission risk coefficient of the engine is determined according to the first actual ammonia storage value and the first after-treatment temperature, specifically: the corresponding ammonia storage weighting coefficient and temperature weighting coefficient are determined according to the first actual ammonia storage value and the first after-treatment temperature, and the first after-treatment emission risk coefficient of the engine is determined according to the first actual ammonia storage value, the first after-treatment temperature, the ammonia storage weighting coefficient and the temperature weighting coefficient.

[0044] Further, when determining the first start-stop risk coefficient of the engine according to the first start-stop parameter, the corresponding average power correction coefficient is determined according to the average power, and the corresponding ambient temperature correction coefficient is determined according to the first ambient temperature. That is, in this embodiment, the first after-treatment emission risk coefficient of the engine is determined according to the first actual ammonia storage value, the first after-treatment temperature, the ammonia storage weighted coefficient, the temperature weighted coefficient, the average power correction coefficient and the ambient temperature correction coefficient.

[0045] Similarly, the first after-treatment crystallization risk coefficient of the engine is determined according to the first urea injection amount and the first after-treatment temperature, specifically: the corresponding urea weighting coefficient and the temperature weighting coefficient are determined according to the first urea injection amount and the first after-treatment temperature, respectively, and the first after-treatment crystallization risk coefficient of the engine is determined according to the first urea injection amount, the first after-treatment temperature, the urea weighting coefficient and the temperature weighting coefficient.

[0046] Further, when determining the first start-stop risk coefficient of the engine according to the first start-stop parameter, the corresponding exhaust flow correction coefficient is determined according to the exhaust flow value, that is, in this embodiment, the first after-treatment crystallization risk coefficient of the engine is determined according to the first urea injection amount, the first after-treatment temperature, the urea weighting coefficient, the temperature weighting coefficient and the exhaust flow correction coefficient.

[0047] Similarly, the reliability risk coefficient of the first supercharger of the engine is determined according to the first supercharger speed and the first after-processing temperature, specifically: the corresponding speed weighting coefficient and temperature weighting coefficient are determined according to the first supercharger speed and the first after-processing temperature, respectively, and the reliability risk coefficient of the first supercharger of the engine is determined according to the first supercharger speed, the first after-processing temperature, the speed weighting coefficient and the temperature weighting coefficient.

[0048] Similarly, the cold start risk coefficient of the engine is determined according to the first engine water temperature and the first ambient temperature, specifically: the corresponding water temperature weighting coefficient and ambient temperature weighting coefficient are determined according to the first engine water temperature and the first ambient temperature, respectively, and the cold start risk coefficient of the engine is determined according to the first engine water temperature, the first ambient temperature, the water temperature weighting coefficient and the ambient temperature weighting coefficient.

[0049] Further, when determining the first start-stop risk coefficient of the engine according to the first start-stop parameter, the corresponding required torque correction coefficient is determined according to the required torque value, that is, in this embodiment, the cold start risk coefficient of the engine is determined according to the first engine water temperature, the first ambient temperature, the water temperature weighting coefficient, the ambient temperature weighting coefficient and the required torque correction coefficient.

[0050] Similarly, the first after-processing reliability risk coefficient of the engine is determined according to the first total operating mileage and the first after-processing temperature, specifically: the corresponding mileage weighting coefficient and temperature weighting coefficient are respectively determined according to the first total operating mileage and the first after-processing temperature, and the first after-processing reliability risk coefficient of the engine is determined according to the first total operating mileage, the first after-processing temperature, the mileage weighting coefficient and the temperature weighting coefficient.

[0051] Further, when determining the first start-stop risk coefficient of the engine according to the first start-stop parameter, the corresponding average efficiency correction coefficient is determined according to the post-processing average efficiency, that is, in this embodiment, the first post-processing reliability risk coefficient of the engine is determined according to the first total operating mileage, the first post-processing temperature, the mileage weighting coefficient, the temperature weighting coefficient and the average efficiency correction coefficient.

[0052] Similarly, the first after-treatment regeneration risk coefficient of the engine is determined according to the first actual carbon load and the first after-treatment temperature, specifically: the corresponding carbon load weighting coefficient and temperature weighting coefficient are respectively determined according to the first actual carbon load and the first after-treatment temperature, and the first after-treatment regeneration risk coefficient of the engine is determined according to the first actual carbon load, the first after-treatment temperature, the carbon load weighting coefficient and the temperature weighting coefficient.

[0053] S120. Controlling the vehicle to enter a hybrid mode according to the first start-stop risk coefficient, and obtaining a second start-stop parameter of the engine after the vehicle enters the hybrid mode.

[0054] On the basis of the above, if the first after-treatment emission risk coefficient is not higher than the motor-driven emission risk threshold, or the first after-treatment crystallization risk coefficient is not higher than the motor-driven after-treatment crystallization risk threshold, or the first supercharger reliability risk coefficient is not higher than the motor-driven supercharger reliability risk threshold, or the cold start risk coefficient is not higher than the motor-driven cold start risk threshold, or the first after-treatment reliability risk coefficient is not higher than the motor-driven after-treatment reliability risk threshold, or the first after-treatment regeneration risk coefficient is not higher than the motor-driven after-treatment regeneration risk threshold, that is, any one or more combinations of the above risk coefficients are not higher than the corresponding risk threshold, and the vehicle is assessed to have no risk of affecting the engine start, the vehicle is controlled to enter the hybrid mode.

[0055] If the first after-treatment emission risk coefficient is higher than the motor-starting emission risk threshold, and the first after-treatment crystallization risk coefficient is higher than the motor-starting after-treatment crystallization risk threshold, and the first supercharger reliability risk coefficient is higher than the motor-starting supercharger reliability risk threshold, and the cold start risk coefficient is higher than the motor-starting cold start risk threshold, and the first after-treatment reliability risk coefficient is higher than the motor-starting after-treatment reliability risk threshold, and the first after-treatment regeneration risk coefficient is higher than the motor-starting after-treatment regeneration risk threshold, then it is assessed that the engine needs to be in idle state first, and after the engine warm-up is completed, the vehicle can be controlled to enter hybrid mode.

[0056] The hybrid mode of a hybrid vehicle starts the engine of the entire vehicle and uses the engine and the motor as the driving source at the same time.

[0057] The second start-stop parameter is an engine parameter collected after the hybrid vehicle enters the hybrid mode. The second start-stop parameter may include a second actual ammonia storage value, a second after-treatment temperature, a second urea injection amount, a second supercharger speed, a second engine water temperature, a second ambient temperature, a second total operating mileage and a second actual carbon load. The second start-stop risk coefficient includes a second after-treatment emission risk coefficient, a second after-treatment crystallization risk coefficient, a second supercharger reliability risk coefficient, a cold start risk coefficient, a second after-treatment reliability risk coefficient and a second after-treatment regeneration risk coefficient, that is, the second actual ammonia storage value, the second after-treatment temperature, the second urea injection amount, the second supercharger speed, the second engine water temperature, the second ambient temperature, the second total operating mileage and the second actual carbon load are collected in real time after the hybrid vehicle is in the hybrid mode.

[0058] It can be seen that the second start-stop parameter is an engine parameter collected in real time based on the current engine state of the hybrid vehicle after entering the hybrid mode. The specific engine parameters that the second start-stop parameter can include are flexibly selected according to the engine control risk, that is, the second start-stop parameter can be one or more combinations of the above-mentioned engine parameters, and this embodiment does not impose any restrictions on this.

[0059] S130. Determine a second start-stop risk coefficient of the engine according to the second start-stop parameter, and determine whether to control the engine to stop according to the second start-stop risk coefficient, so as to control the vehicle to switch from the hybrid mode to the pure electric mode after the engine is stopped.

[0060] Among them, the second start-stop risk coefficient is an evaluation coefficient selected based on the risks that may occur after the hybrid vehicle enters the hybrid mode. The risk coefficient included in the specific second start-stop risk coefficient is flexibly selected according to the engine control risk, and this embodiment does not impose any restrictions on this.

[0061] In this embodiment, in order to evaluate the influence of after-treatment emission risk, after-treatment crystallization risk, supercharger reliability risk, cold start risk, after-treatment reliability risk and after-treatment regeneration risk on the engine start-stop decision, the second start-stop risk coefficient may include a second after-treatment emission risk coefficient, a second after-treatment crystallization risk coefficient, a second supercharger reliability risk coefficient, a cold start risk coefficient, a second after-treatment reliability risk coefficient and a second after-treatment regeneration risk coefficient.

[0062] It can be understood that the second start-stop risk coefficient may also include a combination of one or more of the above risk coefficients, and this embodiment does not impose any limitation on this.

[0063] Specifically, the specific methods for determining the second start-stop risk coefficient are: determining the second after-treatment emission risk coefficient of the engine according to the second actual ammonia storage value and the second after-treatment temperature, and determining the second after-treatment crystallization risk coefficient of the engine according to the second urea injection amount and the second after-treatment temperature, and determining the second supercharger reliability risk coefficient of the engine according to the second supercharger speed and the second after-treatment temperature, and determining the cold start risk coefficient of the engine according to the second engine water temperature and the second ambient temperature, and determining the second after-treatment reliability risk coefficient of the engine according to the second total operating mileage and the second after-treatment temperature, and determining the second after-treatment regeneration risk coefficient of the engine according to the second actual carbon load and the second after-treatment temperature.

[0064] On the basis of the above, the second after-treatment emission risk coefficient of the engine is determined according to the second actual ammonia storage value and the second after-treatment temperature, specifically: the corresponding ammonia storage weighting coefficient and temperature weighting coefficient are respectively determined according to the second actual ammonia storage value and the second after-treatment temperature, and the second after-treatment emission risk coefficient of the engine is determined according to the second actual ammonia storage value, the second after-treatment temperature, the ammonia storage weighting coefficient and the temperature weighting coefficient.

[0065] Furthermore, when determining the second start-stop risk coefficient of the engine according to the second start-stop parameter, the corresponding average power correction coefficient is determined according to the average power, and the corresponding ambient temperature correction coefficient is determined according to the second ambient temperature. That is, in this embodiment, the second after-treatment emission risk coefficient of the engine is determined according to the second actual ammonia storage value, the second after-treatment temperature, the ammonia storage weighting coefficient, the temperature weighting coefficient, the average power correction coefficient and the ambient temperature correction coefficient.

[0066] Similarly, the second after-treatment crystallization risk coefficient of the engine is determined according to the second urea injection amount and the second after-treatment temperature, specifically: the corresponding urea weighting coefficient and temperature weighting coefficient are respectively determined according to the second urea injection amount and the second after-treatment temperature, and the second after-treatment crystallization risk coefficient of the engine is determined according to the second urea injection amount, the second after-treatment temperature, the urea weighting coefficient and the temperature weighting coefficient.

[0067] Further, when determining the second start-stop risk coefficient of the engine according to the second start-stop parameter, the corresponding exhaust flow correction coefficient is determined according to the exhaust flow value, that is, in this embodiment, the second after-treatment crystallization risk coefficient of the engine is determined according to the second urea injection amount, the second after-treatment temperature, the urea weighting coefficient, the temperature weighting coefficient and the exhaust flow correction coefficient.

[0068] Similarly, the reliability risk coefficient of the second supercharger of the engine is determined according to the second supercharger speed and the second after-processing temperature, specifically: the corresponding speed weighting coefficient and temperature weighting coefficient are respectively determined according to the second supercharger speed and the second after-processing temperature, and the reliability risk coefficient of the second supercharger of the engine is determined according to the second supercharger speed, the second after-processing temperature, the speed weighting coefficient and the temperature weighting coefficient.

[0069] Similarly, the cold start risk coefficient of the engine is determined according to the second engine water temperature and the second ambient temperature, specifically: the corresponding water temperature weighting coefficient and ambient temperature weighting coefficient are respectively determined according to the second engine water temperature and the second ambient temperature, and the cold start risk coefficient of the engine is determined according to the second engine water temperature, the second ambient temperature, the water temperature weighting coefficient and the ambient temperature weighting coefficient.

[0070] Furthermore, when determining the second start-stop risk coefficient of the engine according to the second start-stop parameter, the corresponding required torque correction coefficient is determined according to the required torque value, that is, in this embodiment, the cold start risk coefficient of the engine is determined according to the second engine water temperature, the second ambient temperature, the water temperature weighting coefficient, the ambient temperature weighting coefficient and the required torque correction coefficient.

[0071] Similarly, the second after-processing reliability risk coefficient of the engine is determined according to the second total operating mileage and the second after-processing temperature, specifically: the corresponding mileage weighting coefficient and temperature weighting coefficient are respectively determined according to the second total operating mileage and the second after-processing temperature, and the second after-processing reliability risk coefficient of the engine is determined according to the second total operating mileage, the second after-processing temperature, the mileage weighting coefficient and the temperature weighting coefficient.

[0072] Furthermore, when determining the second start-stop risk coefficient of the engine according to the second start-stop parameter, the corresponding average efficiency correction coefficient is determined according to the post-processing average efficiency, that is, in this embodiment, the second post-processing reliability risk coefficient of the engine is determined according to the second total operating mileage, the second post-processing temperature, the mileage weighting coefficient, the temperature weighting coefficient and the average efficiency correction coefficient.

[0073] Similarly, the second after-treatment regeneration risk coefficient of the engine is determined according to the second actual carbon loading and the second after-treatment temperature, specifically: the corresponding carbon loading weighting coefficient and temperature weighting coefficient are respectively determined according to the second actual carbon loading and the second after-treatment temperature, and the second after-treatment regeneration risk coefficient of the engine is determined according to the second actual carbon loading, the second after-treatment temperature, the carbon loading weighting coefficient and the temperature weighting coefficient.

[0074] In this embodiment, if the second after-treatment emission risk coefficient is higher than the shutdown after-treatment emission risk threshold, and the second after-treatment crystallization risk coefficient is higher than the shutdown after-treatment crystallization risk threshold, and the second supercharger reliability risk coefficient is higher than the shutdown supercharger reliability risk threshold, and the cold start risk coefficient is higher than the shutdown cold start risk threshold, and the second after-treatment reliability risk coefficient is higher than the shutdown after-treatment reliability risk threshold, and the second after-treatment regeneration risk coefficient is higher than the shutdown after-treatment regeneration risk threshold, the engine is controlled to return to the idle state.

[0075] If the second aftertreatment emission risk coefficient is not higher than the shutdown aftertreatment emission risk threshold, and the second aftertreatment crystallization risk coefficient is not higher than the shutdown aftertreatment crystallization risk threshold, and the second supercharger reliability risk coefficient is not higher than the shutdown supercharger reliability risk threshold, and the cold start risk coefficient is not higher than the shutdown cold start risk threshold, and the second aftertreatment reliability risk coefficient is not higher than the shutdown aftertreatment reliability risk threshold, and the second aftertreatment regeneration risk coefficient is not higher than the shutdown aftertreatment regeneration risk threshold, that is, any one or more combinations of the above risk coefficients are not higher than the corresponding risk thresholds, the engine is controlled to shut down.

[0076] The technical solution of the embodiment of the present invention is to obtain the first start-stop parameter of the engine before the engine is started, and determine the first start-stop risk coefficient of the engine according to the first start-stop parameter; control the vehicle to enter the hybrid mode according to the first start-stop risk coefficient, and obtain the second start-stop parameter of the engine after the vehicle enters the hybrid mode; determine the second start-stop risk coefficient of the engine according to the second start-stop parameter, and judge whether to control the engine to stop according to the second start-stop risk coefficient, so as to control the vehicle to switch from the hybrid mode to the pure electric mode after the engine is stopped. The present invention solves the problem that the various risks of the engine cannot be accurately assessed at present, which may cause reliability problems in the engine after-treatment system, realizes reasonable and accurate switching of the operation mode of the hybrid vehicle, and ensures the reliability of the engine after-treatment and the whole machine.

[0077] Embodiment 2

[0078] Figure 2 This is a flow chart of an engine control method provided in the second embodiment of the present invention. Based on the above embodiments, this embodiment evaluates the feasibility of starting and stopping the engine according to the current state of the engine before starting and stopping the engine, and provides an optional implementation method. Figure 2As shown, the engine control method includes:

[0079] S210. Before starting the engine, obtain first start-stop parameters of the engine, where the first start-stop parameters include a first actual ammonia storage value, a first aftertreatment temperature, a first urea injection amount, a first supercharger speed, a first engine water temperature, a first ambient temperature, a first total operating mileage, and a first actual carbon load.

[0080] Among them, the first actual ammonia storage value, the first after-treatment temperature, the first urea injection amount, the first supercharger speed, the first engine water temperature, the first ambient temperature, the first total operating mileage and the first actual carbon loading can all be collected in real time using existing technologies, and this embodiment does not impose any restrictions on this.

[0081] It can be seen that the first actual ammonia storage value, the first after-treatment temperature, the first urea injection amount, the first supercharger speed, the first engine water temperature, the first ambient temperature, the first total operating mileage and the first actual carbon load are parameters selected to consider engine shutdown and switching between the pure electric mode and the hybrid mode of the hybrid powertrain. In order to better evaluate the possible risks of the engine, the first start-stop parameter can also include more engine parameters, and this embodiment does not impose any restrictions on this.

[0082] S220. Determine a first after-treatment emission risk coefficient of the engine according to the first actual ammonia storage value and the first after-treatment temperature, and determine a first after-treatment crystallization risk coefficient of the engine according to the first urea injection amount and the first after-treatment temperature, and determine a first supercharger reliability risk coefficient of the engine according to the first supercharger speed and the first after-treatment temperature, and determine a cold start risk coefficient of the engine according to the first engine water temperature and the first ambient temperature, and determine a first after-treatment reliability risk coefficient of the engine according to the first total operating mileage and the first after-treatment temperature, and determine a first after-treatment regeneration risk coefficient of the engine according to the first actual carbon load and the first after-treatment temperature.

[0083] The aftertreatment emission risk is mainly related to the actual ammonia storage value and the aftertreatment temperature in the aftertreatment. Secondly, the average power required when starting the engine and the ambient temperature may also affect the emission results. Based on this, the actual ammonia storage, aftertreatment temperature, average power and ambient temperature are used as the main basis for evaluating the aftertreatment emission risk. Figure 3As shown, the corresponding ammonia storage weighting coefficient and temperature weighting coefficient are determined according to the first actual ammonia storage value and the first after-treatment temperature, respectively, and the corresponding average power correction coefficient is determined according to the average power, and the corresponding ambient temperature correction coefficient is determined according to the first ambient temperature. Furthermore, after the first actual ammonia storage value is multiplied by the ammonia storage weighting coefficient and the first after-treatment temperature is multiplied by the temperature weighting coefficient, the after-treatment emission risk MAP is searched to obtain the first emission risk basic coefficient, and then the corresponding after-treatment emission risk CUR is searched according to the average power and the first ambient temperature to obtain the average power correction coefficient and the ambient temperature correction coefficient, and the first emission risk basic coefficient is corrected by the average power correction coefficient and the ambient temperature correction coefficient, so as to obtain the first after-treatment emission risk coefficient of the engine.

[0084] Among them, the ammonia storage weighting coefficient and the temperature weighting coefficient are obtained according to the phase of the after-treatment reliability influence, and the after-treatment emission risk MAP and the after-treatment emission risk CUR can be pre-calibrated according to the actual engine risk assessment requirements of the hybrid vehicle, and this embodiment does not impose any restrictions on this.

[0085] The risk of post-treatment crystallization is mainly related to the urea injection amount and post-treatment temperature in the post-treatment. Secondly, the exhaust flow rate when starting the engine may also affect the post-treatment crystallization result. Based on this, the urea injection amount, post-treatment temperature and exhaust flow rate are used as the main assessment basis for the risk of post-treatment crystallization. See Figure 4 As shown, the corresponding urea weighting coefficient and the temperature weighting coefficient are determined according to the first urea injection amount and the first after-treatment temperature, respectively, and the corresponding exhaust flow correction coefficient is determined according to the exhaust flow value. Further, after the first urea injection amount is multiplied by the urea weighting coefficient and the first after-treatment temperature is multiplied by the temperature weighting coefficient, the after-treatment crystallization risk MAP is searched to obtain the first crystallization risk basic coefficient, and then the corresponding after-treatment crystallization risk CUR is searched according to the exhaust flow to obtain the exhaust flow correction coefficient, and the first crystallization risk basic coefficient is corrected by the exhaust flow correction coefficient, so as to obtain the first after-treatment crystallization risk coefficient of the engine.

[0086] The urea weighting coefficient is obtained according to the phase of the after-treatment reliability influence, and the after-treatment crystallization risk MAP and the after-treatment crystallization risk CUR can be pre-calibrated according to the actual engine risk assessment requirements of the hybrid vehicle, and this embodiment does not impose any limitation on this.

[0087] The reliability risk of the supercharger is mainly related to the supercharger speed and post-processing temperature in the post-processing. Based on this, the supercharger speed and post-processing temperature are used as the main basis for assessing the reliability risk of the supercharger. Figure 5As shown, the corresponding speed weighting coefficient and temperature weighting coefficient are determined according to the first supercharger speed and the first post-processing temperature, respectively. Further, after the first supercharger speed is multiplied by the speed weighting coefficient and the first post-processing temperature is multiplied by the temperature weighting coefficient, the supercharger reliability risk MAP is searched to obtain the first supercharger reliability risk coefficient.

[0088] The speed weighting coefficient is obtained according to the phase of the post-processing reliability influence, and the supercharger reliability risk MAP can be pre-calibrated according to the actual engine risk assessment requirements of the hybrid vehicle, and this embodiment does not impose any limitation on this.

[0089] The cold start risk is mainly related to the engine water temperature and ambient temperature during post-processing. Secondly, the required torque value when starting the engine may also affect the cold start result. Based on this, the engine water temperature, ambient temperature, and required torque value are used as the main basis for cold start risk assessment. Figure 6 As shown, the corresponding water temperature weighting coefficient and the ambient temperature weighting coefficient are respectively determined according to the first engine water temperature and the first ambient temperature, and the corresponding required torque correction coefficient is determined according to the required torque value. Furthermore, after the first engine water temperature is multiplied by the water temperature weighting coefficient and the first ambient temperature is multiplied by the ambient temperature weighting coefficient, the cold start risk MAP is searched to obtain the first cold start risk basic coefficient, and then the corresponding cold start risk CUR is searched according to the required torque value to obtain the required torque correction coefficient, and the first cold start risk basic coefficient is corrected with the required torque correction coefficient, thereby obtaining the first cold start risk coefficient of the engine.

[0090] Among them, the water temperature weighting coefficient and the ambient temperature weighting coefficient are obtained according to the equivalence of the cold start impact, and the cold start risk MAP and the cold start risk CUR can be pre-calibrated according to the actual engine risk assessment requirements of the hybrid vehicle, and this embodiment does not impose any limitation on this.

[0091] The reliability risk of post-processing is mainly related to the total mileage and temperature of post-processing during the post-processing. Secondly, the average efficiency of post-processing when starting the engine may also affect the reliability result of post-processing. Based on this, the total mileage, temperature and average efficiency of post-processing are used as the main evaluation basis for the reliability risk of post-processing. Figure 7As shown, the corresponding mileage weighting coefficient and temperature weighting coefficient are determined according to the first total operating mileage and the first post-processing temperature, and the corresponding average efficiency correction coefficient is determined according to the post-processing average efficiency. Furthermore, after the first total operating mileage is multiplied by the mileage weighting coefficient and the first post-processing temperature is multiplied by the temperature weighting coefficient, the post-processing reliability risk MAP is searched to obtain the first post-processing reliability risk basic coefficient, and then the corresponding post-processing reliability risk CUR is searched according to the post-processing average efficiency to obtain the average efficiency correction coefficient, and the first post-processing reliability risk basic coefficient is corrected by the average efficiency correction coefficient, thereby obtaining the first post-processing reliability risk coefficient of the engine.

[0092] The mileage weighting coefficient is obtained according to the phase of the post-processing reliability impact, and the post-processing reliability risk MAP and the post-processing reliability risk CUR can be pre-calibrated according to the actual engine risk assessment requirements of the hybrid vehicle, and this embodiment does not impose any limitation on this.

[0093] The post-treatment regeneration risk is mainly related to the actual carbon load and post-treatment temperature in the post-treatment. Based on this, the actual carbon load and post-treatment temperature are used as the main basis for evaluating the post-treatment regeneration risk. Figure 8 As shown, the corresponding carbon loading weighting coefficient and temperature weighting coefficient are determined according to the first actual carbon loading and the first post-processing temperature, respectively. Furthermore, after the first actual carbon loading is multiplied by the carbon loading weighting coefficient and the first post-processing temperature is multiplied by the temperature weighting coefficient, the post-processing regeneration risk MAP is searched to obtain the first post-processing regeneration risk coefficient.

[0094] The carbon load weighting coefficient is obtained according to the phase of the after-treatment regeneration effect, and the after-treatment regeneration risk MAP can be pre-calibrated according to the actual engine risk assessment requirements of the hybrid vehicle, and this embodiment does not impose any limitation on this.

[0095] S230, determine whether the first after-processing emission risk coefficient is higher than the motor-pulled emission risk threshold, and whether the first after-processing crystallization risk coefficient is higher than the motor-pulled after-processing crystallization risk threshold, and whether the first supercharger reliability risk coefficient is higher than the motor-pulled supercharger reliability risk threshold, and whether the cold start risk coefficient is higher than the motor-pulled cold start risk threshold, and whether the first after-processing reliability risk coefficient is higher than the motor-pulled after-processing reliability risk threshold, and whether the first after-processing regeneration risk coefficient is higher than the motor-pulled after-processing regeneration risk threshold, if so, execute step S231, if not, execute step S233.

[0096] Among them, the motor-starting emission risk threshold, the motor-starting post-processing crystallization risk threshold, the motor-starting supercharger reliability risk threshold, the motor-starting cold start risk threshold, the motor-starting post-processing reliability risk threshold and the motor-starting post-processing regeneration risk threshold can be pre-calibrated according to the actual engine risk assessment requirements of the hybrid vehicle, and this embodiment does not impose any restrictions on this.

[0097] S231. The starter starts the engine, and the engine is in an idling state.

[0098] Specifically, when the first after-treatment emission risk coefficient is higher than the motor-starting emission risk threshold, and the first after-treatment crystallization risk coefficient is higher than the motor-starting after-treatment crystallization risk threshold, and the first supercharger reliability risk coefficient is higher than the motor-starting supercharger reliability risk threshold, and the cold start risk coefficient is higher than the motor-starting cold start risk threshold, and the first after-treatment reliability risk coefficient is higher than the motor-starting after-treatment reliability risk threshold, and the first after-treatment regeneration risk coefficient is higher than the motor-starting after-treatment regeneration risk threshold, the starter starts the engine, the engine is in an idle state, and the engine is idling and warming up.

[0099] S232, control the vehicle to enter the hybrid mode, and execute step S260.

[0100] Specifically, after the engine idling warm-up is completed, the engine automatically increases the speed to the target speed, and the vehicle can be controlled to enter the hybrid mode.

[0101] S233, control the vehicle to enter the hybrid mode, and execute step S260.

[0102] Specifically, if the first after-treatment emission risk coefficient is not higher than the motor-driven emission risk threshold, or the first after-treatment crystallization risk coefficient is not higher than the motor-driven after-treatment crystallization risk threshold, or the first supercharger reliability risk coefficient is not higher than the motor-driven supercharger reliability risk threshold, or the cold start risk coefficient is not higher than the motor-driven cold start risk threshold, or the first after-treatment reliability risk coefficient is not higher than the motor-driven after-treatment reliability risk threshold, or the first after-treatment regeneration risk coefficient is not higher than the motor-driven after-treatment regeneration risk threshold, that is, if any of the above risk coefficients is not higher than the corresponding risk threshold, the engine is started by the motor, and the vehicle is controlled to enter the hybrid mode.

[0103] S240. After the vehicle enters the hybrid mode, obtain second start-stop parameters of the engine, where the second start-stop parameters include a second actual ammonia storage value, a second aftertreatment temperature, a second urea injection amount, a second supercharger speed, a second engine water temperature, a second ambient temperature, a second total operating mileage, and a second actual carbon load.

[0104] Among them, the second actual ammonia storage value, the second after-treatment temperature, the second urea injection amount, the second supercharger speed, the second engine water temperature, the second ambient temperature, the second total operating mileage and the second actual carbon loading can all be collected in real time using existing technologies, and this embodiment does not impose any restrictions on this.

[0105] It can be seen that the second actual ammonia storage value, the second after-treatment temperature, the second urea injection amount, the second supercharger speed, the second engine water temperature, the second ambient temperature, the second total operating mileage and the second actual carbon load are parameters selected considering engine shutdown and switching between the pure electric mode and the hybrid mode of the hybrid powertrain. In order to better evaluate the possible risks of the engine, the second start-stop parameter can also include more engine parameters, and this embodiment does not impose any restrictions on this.

[0106] S250. Determine a second after-treatment emission risk coefficient of the engine according to the second actual ammonia storage value and the second after-treatment temperature, and determine a second after-treatment crystallization risk coefficient of the engine according to the second urea injection amount and the second after-treatment temperature, and determine a second supercharger reliability risk coefficient of the engine according to the second supercharger speed and the second after-treatment temperature, and determine a cold start risk coefficient of the engine according to the second engine water temperature and the second ambient temperature, and determine a second after-treatment reliability risk coefficient of the engine according to the second total operating mileage and the second after-treatment temperature, and determine a second after-treatment regeneration risk coefficient of the engine according to the second actual carbon load and the second after-treatment temperature.

[0107] It can be understood that the calculation logic of the second after-treatment emission risk factor, the second after-treatment crystallization risk factor, the second turbocharger reliability risk factor, the cold start risk factor, the second after-treatment reliability risk factor and the second after-treatment regeneration risk factor is the same as Figures 3 to 8 The calculations of the first after-treatment emission risk coefficient, the first after-treatment crystallization risk coefficient, the first supercharger reliability risk coefficient, the cold start risk coefficient, the first after-treatment reliability risk coefficient and the first after-treatment regeneration risk coefficient are exactly the same and will not be described again in this embodiment.

[0108] S260. Determine whether the second after-treatment emission risk coefficient is higher than the shutdown after-treatment emission risk threshold, and whether the second after-treatment crystallization risk coefficient is higher than the shutdown after-treatment crystallization risk threshold, and whether the second supercharger reliability risk coefficient is higher than the shutdown supercharger reliability risk threshold, and whether the cold start risk coefficient is higher than the shutdown cold start risk threshold, and whether the second after-treatment reliability risk coefficient is higher than the shutdown after-treatment reliability risk threshold, and whether the second after-treatment regeneration risk coefficient is higher than the shutdown after-treatment regeneration risk threshold. If so, execute step S261; if not, execute step S262.

[0109] Among them, the shutdown post-processing emission risk threshold, the shutdown post-processing crystallization risk threshold, the shutdown supercharger reliability risk threshold, the shutdown cold start risk threshold, the shutdown post-processing reliability risk threshold and the shutdown post-processing regeneration risk threshold can be pre-calibrated according to the actual engine risk assessment requirements of the hybrid vehicle, and this embodiment does not impose any restrictions on this.

[0110] S261, control the engine to return to idle state.

[0111] Specifically, if the second after-treatment emission risk coefficient is higher than the shutdown after-treatment emission risk threshold, and the second after-treatment crystallization risk coefficient is higher than the shutdown after-treatment crystallization risk threshold, and the second supercharger reliability risk coefficient is higher than the shutdown supercharger reliability risk threshold, and the cold start risk coefficient is higher than the shutdown cold start risk threshold, and the second after-treatment reliability risk coefficient is higher than the shutdown after-treatment reliability risk threshold, and the second after-treatment regeneration risk coefficient is higher than the shutdown after-treatment regeneration risk threshold, the engine is controlled to return to the idle state.

[0112] S262: Control the engine to stop.

[0113] Specifically, if the second after-treatment emission risk coefficient is not higher than the shutdown after-treatment emission risk threshold, and the second after-treatment crystallization risk coefficient is not higher than the shutdown after-treatment crystallization risk threshold, and the second supercharger reliability risk coefficient is not higher than the shutdown supercharger reliability risk threshold, and the cold start risk coefficient is not higher than the shutdown cold start risk threshold, and the second after-treatment reliability risk coefficient is not higher than the shutdown after-treatment reliability risk threshold, and the second after-treatment regeneration risk coefficient is not higher than the shutdown after-treatment regeneration risk threshold, the engine is controlled to shut down. At this time, after the engine is controlled to shut down, the vehicle is controlled to switch from hybrid mode to pure electric mode.

[0114] The technical solution of the embodiment of the present invention takes the engine reliability risk into consideration during the mode switching process. Under the premise of ensuring the reliability of the engine post-processing and the whole machine, before the engine is started and stopped, the feasibility of engine start-stop is evaluated according to the current state of the engine, and then a decision is made whether the engine can be started and stopped and how to start and stop the engine, thereby preventing frequent start-stop and sudden start-stop from affecting the engine, and preventing the risks of excessive NOx emissions, post-processing aging, supercharger overspeed, etc.

[0115] Embodiment 3

[0116] Fig. 9 This is a schematic diagram of the structure of an engine control device provided by Embodiment 3 of the present invention. Fig. 9 As shown, the engine control device includes:

[0117] A first start-stop risk coefficient determination module 310 is used to obtain a first start-stop parameter of the engine before the engine is started, and determine a first start-stop risk coefficient of the engine according to the first start-stop parameter;

[0118] A second start-stop parameter determination module 320, configured to control the vehicle to enter a hybrid mode according to the first start-stop risk coefficient, and obtain a second start-stop parameter of the engine after the vehicle enters the hybrid mode;

[0119] The engine control module 330 is used to determine a second start-stop risk coefficient of the engine according to the second start-stop parameter, and determine whether to control the engine to stop according to the second start-stop risk coefficient, so as to control the vehicle to switch from the hybrid mode to the pure electric mode after the engine is stopped.

[0120] Optionally, the first start-stop parameter includes a first actual ammonia storage value, a first aftertreatment temperature, a first urea injection amount, a first supercharger speed, a first engine water temperature, a first ambient temperature, a first total running mileage, and a first actual carbon load, and the first start-stop risk coefficient includes a first aftertreatment emission risk coefficient, a first aftertreatment crystallization risk coefficient, a first supercharger reliability risk coefficient, a cold start risk coefficient, a first aftertreatment reliability risk coefficient, and a first aftertreatment regeneration risk coefficient;

[0121] Determining a first start-stop risk coefficient of the engine according to the first start-stop parameter is specifically used for:

[0122] A first after-treatment emission risk coefficient of the engine is determined according to the first actual ammonia storage value and the first after-treatment temperature, and a first after-treatment crystallization risk coefficient of the engine is determined according to the first urea injection amount and the first after-treatment temperature, and a first supercharger reliability risk coefficient of the engine is determined according to the first supercharger speed and the first after-treatment temperature, and a cold start risk coefficient of the engine is determined according to the first engine water temperature and the first ambient temperature, and a first after-treatment reliability risk coefficient of the engine is determined according to the first total operating mileage and the first after-treatment temperature, and a first after-treatment regeneration risk coefficient of the engine is determined according to the first actual carbon load and the first after-treatment temperature.

[0123] Optionally, determining a first after-treatment emission risk coefficient of the engine according to the first actual ammonia storage value and the first after-treatment temperature is specifically used for:

[0124] Determine the corresponding ammonia storage weighting coefficient and temperature weighting coefficient according to the first actual ammonia storage value and the first after-treatment temperature, respectively, and determine the first after-treatment emission risk coefficient of the engine according to the first actual ammonia storage value, the first after-treatment temperature, the ammonia storage weighting coefficient and the temperature weighting coefficient;

[0125] Determining a first aftertreatment crystallization risk coefficient of the engine according to the first urea injection amount and the first aftertreatment temperature is specifically used for:

[0126] Determining corresponding urea weighting coefficients and temperature weighting coefficients according to the first urea injection amount and the first post-treatment temperature, respectively, and determining a first post-treatment crystallization risk coefficient of the engine according to the first urea injection amount, the first post-treatment temperature, the urea weighting coefficient and the temperature weighting coefficient;

[0127] Determining a reliability risk coefficient of a first supercharger of an engine according to a first supercharger speed and a first after-treatment temperature is specifically used for:

[0128] Determining a corresponding speed weighting coefficient and a temperature weighting coefficient according to the first supercharger speed and the first after-treatment temperature, respectively, and determining a reliability risk coefficient of the first supercharger of the engine according to the first supercharger speed, the first after-treatment temperature, the speed weighting coefficient and the temperature weighting coefficient;

[0129] Determining the cold start risk coefficient of the engine according to the first engine water temperature and the first ambient temperature is specifically used for:

[0130] Determine the corresponding water temperature weighting coefficient and the ambient temperature weighting coefficient according to the first engine water temperature and the first ambient temperature, respectively, and determine the engine cold start risk coefficient according to the first engine water temperature, the first ambient temperature, the water temperature weighting coefficient and the ambient temperature weighting coefficient;

[0131] Determining a first aftertreatment reliability risk coefficient of the engine according to the first total running mileage and the first aftertreatment temperature is specifically used for:

[0132] Determining a corresponding mileage weighting coefficient and a temperature weighting coefficient according to the first total running mileage and the first post-processing temperature, respectively, and determining a first post-processing reliability risk coefficient of the engine according to the first total running mileage, the first post-processing temperature, the mileage weighting coefficient and the temperature weighting coefficient;

[0133] Determining a first aftertreatment regeneration risk coefficient of the engine according to the first actual carbon load and the first aftertreatment temperature is specifically used for:

[0134] The corresponding carbon load weighting coefficient and temperature weighting coefficient are determined according to the first actual carbon load and the first aftertreatment temperature, respectively, and the first aftertreatment regeneration risk coefficient of the engine is determined according to the first actual carbon load, the first aftertreatment temperature, the carbon load weighting coefficient and the temperature weighting coefficient.

[0135] Optionally, the engine control device also includes:

[0136] a coefficient acquisition module, configured to determine a corresponding average power correction coefficient according to the average power, determine a corresponding ambient temperature correction coefficient according to the first ambient temperature, determine a corresponding exhaust flow correction coefficient according to the exhaust flow value, determine a corresponding required torque correction coefficient according to the required torque value, and determine a corresponding average efficiency correction coefficient according to the post-processing average efficiency;

[0137] Determining a first after-treatment emission risk coefficient of the engine according to the first actual ammonia storage value, the first after-treatment temperature, the ammonia storage weighting coefficient and the temperature weighting coefficient is specifically used for:

[0138] Determining a first aftertreatment emission risk coefficient of the engine according to the first actual ammonia storage value, the first aftertreatment temperature, the ammonia storage weighting coefficient, the temperature weighting coefficient, the average power correction coefficient and the ambient temperature correction coefficient;

[0139] The first aftertreatment crystallization risk coefficient of the engine is determined according to the first urea injection amount, the first aftertreatment temperature, the urea weighting coefficient and the temperature weighting coefficient, which is specifically used for:

[0140] Determining a first aftertreatment crystallization risk coefficient of the engine according to the first urea injection amount, the first aftertreatment temperature, the urea weighting coefficient, the temperature weighting coefficient and the exhaust flow correction coefficient;

[0141] The cold start risk coefficient of the engine is determined according to the first engine water temperature, the first ambient temperature, the water temperature weighting coefficient and the ambient temperature weighting coefficient, specifically for:

[0142] Determining a cold start risk coefficient of the engine according to the first engine water temperature, the first ambient temperature, the water temperature weighting coefficient, the ambient temperature weighting coefficient and the required torque correction coefficient;

[0143] Determine a first aftertreatment reliability risk coefficient of the engine according to the first total running mileage, the first aftertreatment temperature, the mileage weighting coefficient and the temperature weighting coefficient, specifically for:

[0144] A first aftertreatment reliability risk coefficient of the engine is determined according to the first total operating mileage, the first aftertreatment temperature, the mileage weighting coefficient, the temperature weighting coefficient and the average efficiency correction coefficient.

[0145] Optionally, the first start-stop risk coefficient includes a first after-treatment emission risk coefficient, a first after-treatment crystallization risk coefficient, a first supercharger reliability risk coefficient, a cold start risk coefficient, a first after-treatment reliability risk coefficient, and a first after-treatment regeneration risk coefficient;

[0146] Controlling the vehicle to enter the hybrid mode according to the first start-stop risk coefficient is specifically used for:

[0147] If the first after-treatment emission risk coefficient is not higher than the motor-starting emission risk threshold, or the first after-treatment crystallization risk coefficient is not higher than the motor-starting after-treatment crystallization risk threshold, or the first supercharger reliability risk coefficient is not higher than the motor-starting supercharger reliability risk threshold, or the cold start risk coefficient is not higher than the motor-starting cold start risk threshold, or the first after-treatment reliability risk coefficient is not higher than the motor-starting after-treatment reliability risk threshold, or the first after-treatment regeneration risk coefficient is not higher than the motor-starting after-treatment regeneration risk threshold, the vehicle is controlled to enter the hybrid mode.

[0148] Optionally, the second start-stop parameter includes a second actual ammonia storage value, a second aftertreatment temperature, a second urea injection amount, a second supercharger speed, a second engine water temperature, a second ambient temperature, a second total running mileage, and a second actual carbon load, and the second start-stop risk coefficient includes a second aftertreatment emission risk coefficient, a second aftertreatment crystallization risk coefficient, a second supercharger reliability risk coefficient, a cold start risk coefficient, a second aftertreatment reliability risk coefficient, and a second aftertreatment regeneration risk coefficient;

[0149] Determining a second start-stop risk coefficient of the engine according to the second start-stop parameter is specifically used for:

[0150] A second after-treatment emission risk coefficient of the engine is determined according to the second actual ammonia storage value and the second after-treatment temperature, and a second after-treatment crystallization risk coefficient of the engine is determined according to the second urea injection amount and the second after-treatment temperature, and a second supercharger reliability risk coefficient of the engine is determined according to the second supercharger speed and the second after-treatment temperature, and a cold start risk coefficient of the engine is determined according to the second engine water temperature and the second ambient temperature, and a second after-treatment reliability risk coefficient of the engine is determined according to the second total operating mileage and the second after-treatment temperature, and a second after-treatment regeneration risk coefficient of the engine is determined according to the second actual carbon load and the second after-treatment temperature.

[0151] Optionally, the second start-stop risk coefficient includes a second after-treatment emission risk coefficient, a second after-treatment crystallization risk coefficient, a second supercharger reliability risk coefficient, a cold start risk coefficient, a second after-treatment reliability risk coefficient, and a second after-treatment regeneration risk coefficient;

[0152] Determining whether to control the engine to stop according to the second start-stop risk coefficient is specifically used for:

[0153] If the second aftertreatment emission risk coefficient is higher than the shutdown aftertreatment emission risk threshold, and the second aftertreatment crystallization risk coefficient is higher than the shutdown aftertreatment crystallization risk threshold, and the second supercharger reliability risk coefficient is higher than the shutdown supercharger reliability risk threshold, and the cold start risk coefficient is higher than the shutdown cold start risk threshold, and the second aftertreatment reliability risk coefficient is higher than the shutdown aftertreatment reliability risk threshold, and the second aftertreatment regeneration risk coefficient is higher than the shutdown aftertreatment regeneration risk threshold, then control the engine to return to the idle state;

[0154] If the second aftertreatment emission risk coefficient is not higher than the shutdown aftertreatment emission risk threshold, and the second aftertreatment crystallization risk coefficient is not higher than the shutdown aftertreatment crystallization risk threshold, and the second supercharger reliability risk coefficient is not higher than the shutdown supercharger reliability risk threshold, and the cold start risk coefficient is not higher than the shutdown cold start risk threshold, and the second aftertreatment reliability risk coefficient is not higher than the shutdown aftertreatment reliability risk threshold, and the second aftertreatment regeneration risk coefficient is not higher than the shutdown aftertreatment regeneration risk threshold, the engine is controlled to shut down.

[0155] The engine control device provided in the embodiment of the present invention can execute the engine control method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects for executing the engine control method.

[0156] Embodiment 4

[0157] Fig.10 FIG. 4 is a schematic diagram showing a structure of a vehicle 410 that can be used to implement an embodiment of the present invention. Fig.10 As shown, the vehicle 410 includes at least one processor 411, and a memory connected to the at least one processor 411 in communication, such as a read-only memory (ROM 412), a random access memory (RAM 413), etc., wherein the memory stores a computer program that can be executed by at least one processor, and the processor 411 can perform various appropriate actions and processes according to the computer program stored in the read-only memory (ROM 412) or the computer program loaded from the storage unit 418 to the random access memory (RAM 413). In RAM 413, various programs and data required for the operation of the vehicle 410 can also be stored. The processor 411, ROM 412, and RAM 413 are connected to each other via a bus 414. An I / O (input / output) interface 415 is also connected to the bus 414.

[0158] A number of components in the vehicle 410 are connected to the I / O interface 415, including: an input unit 416, such as a keyboard, a mouse, etc.; an output unit 417, such as various types of displays, speakers, etc.; a storage unit 418, such as a disk, an optical disk, etc.; and a communication unit 419, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 419 allows the vehicle 410 to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0159] The processor 411 may be a variety of general and / or dedicated processing components with processing and computing capabilities. Some examples of the processor 411 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any appropriate processor, controller, microcontroller, etc. The processor 411 executes the various methods and processes described above, such as an engine control method.

[0160] In some embodiments, the engine control method may be implemented as a computer program, which is tangibly contained in a computer-readable storage medium, such as a storage unit 418. In some embodiments, part or all of the computer program may be loaded and / or installed on the vehicle 410 via the ROM 412 and / or the communication unit 419. When the computer program is loaded into the RAM 413 and executed by the processor 411, one or more steps of the engine control method described above may be performed. Alternatively, in other embodiments, the processor 411 may be configured to perform the engine control method in any other suitable manner (e.g., by means of firmware).

[0161] Various implementations of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), load programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various implementations can include: being implemented in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which can be a special purpose or general purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.

[0162] Computer programs for implementing the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, so that when the computer program is executed by the processor, the functions / operations specified in the flow chart and / or block diagram are implemented. The computer program may be executed entirely on the machine, partially on the machine, partially on the machine and partially on a remote machine as a stand-alone software package, or entirely on a remote machine or server.

[0163] In the context of the present invention, a computer-readable storage medium may be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, device, or equipment. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or equipment, or any suitable combination of the foregoing. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0164] To provide interaction with a user, the systems and techniques described herein may be implemented on a vehicle having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user can provide input to the vehicle. Other types of devices may also be used to provide interaction with the user; for example, the feedback provided to the user may be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user may be received in any form (including acoustic input, voice input, or tactile input).

[0165] The systems and techniques described herein may be implemented in a computing system that includes backend components (e.g., as a data server), or a computing system that includes middleware components (e.g., an application server), or a computing system that includes frontend components (e.g., a user computer with a graphical user interface or a web browser through which a user can interact with implementations of the systems and techniques described herein), or a computing system that includes any combination of such backend components, middleware components, or frontend components. The components of the system may be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: a local area network (LAN), a wide area network (WAN), a blockchain network, and the Internet.

[0166] A computing system may include a client and a server. The client and the server are generally remote from each other and usually interact through a communication network. The client and server relationship is generated by computer programs running on the corresponding computers and having a client-server relationship with each other. The server may be a cloud server, also known as a cloud computing server or cloud host, which is a host product in the cloud computing service system to solve the defects of difficult management and weak business scalability in traditional physical hosts and VPS services.

[0167] It should be understood that the various forms of processes shown above can be used to reorder, add or delete steps. For example, the steps described in the present invention can be executed in parallel, sequentially or in different orders, as long as the desired results of the technical solution of the present invention can be achieved, and this document does not limit this.

[0168] The above specific implementations do not constitute a limitation on the protection scope of the present invention. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions can be made according to design requirements and other factors. Any modification, equivalent substitution and improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. An engine control method, characterized in that: include: Before the engine is started, a first start-stop parameter of the engine is obtained, and a first start-stop risk coefficient of the engine is determined according to the first start-stop parameter; wherein the first start-stop parameter includes a first actual ammonia storage value, a first aftertreatment temperature, a first urea injection amount, a first supercharger speed, a first engine water temperature, a first ambient temperature, a first total running mileage, and a first actual carbon load, and the first start-stop risk coefficient includes a first aftertreatment emission risk coefficient, a first aftertreatment crystallization risk coefficient, a first supercharger reliability risk coefficient, a first cold start risk coefficient, a first aftertreatment reliability risk coefficient, and a first aftertreatment regeneration risk coefficient; controlling the vehicle to enter a hybrid mode according to the first start-stop risk coefficient, and acquiring a second start-stop parameter of the engine after the vehicle enters the hybrid mode; A second start-stop risk coefficient of the engine is determined according to the second start-stop parameter, and whether to control the engine to stop is determined according to the second start-stop risk coefficient, so as to control the vehicle to switch from the hybrid mode to the pure electric mode after controlling the engine to stop; wherein, the second start-stop parameter includes a second actual ammonia storage value, a second after-treatment temperature, a second urea injection amount, a second supercharger speed, a second engine water temperature, a second ambient temperature, a second total operating mileage and a second actual carbon load, and the second start-stop risk coefficient includes a second after-treatment emission risk coefficient, a second after-treatment crystallization risk coefficient, a second supercharger reliability risk coefficient, a second cold start risk coefficient, a second after-treatment reliability risk coefficient and a second after-treatment regeneration risk coefficient.

2. The engine control method according to claim 1, characterized in that: Determining a first start-stop risk coefficient of the engine according to the first start-stop parameter includes: The first after-treatment emission risk coefficient of the engine is determined according to the first actual ammonia storage value and the first after-treatment temperature, and the first after-treatment crystallization risk coefficient of the engine is determined according to the first urea injection amount and the first after-treatment temperature, and the first supercharger reliability risk coefficient of the engine is determined according to the first supercharger speed and the first after-treatment temperature, and the first cold start risk coefficient of the engine is determined according to the first engine water temperature and the first ambient temperature, and the first after-treatment reliability risk coefficient of the engine is determined according to the first total operating mileage and the first after-treatment temperature, and the first after-treatment regeneration risk coefficient of the engine is determined according to the first actual carbon load and the first after-treatment temperature.

3. The engine control method according to claim 2, characterized in that: Determining the first after-treatment emission risk coefficient of the engine according to the first actual ammonia storage value and the first after-treatment temperature includes: Determine a corresponding ammonia storage weighting coefficient and a temperature weighting coefficient according to the first actual ammonia storage value and the first after-treatment temperature, respectively, and determine the first after-treatment emission risk coefficient of the engine according to the first actual ammonia storage value, the first after-treatment temperature, the ammonia storage weighting coefficient and the temperature weighting coefficient; Determining the first post-treatment crystallization risk coefficient of the engine according to the first urea injection amount and the first post-treatment temperature includes: Determining corresponding urea weighting coefficients and temperature weighting coefficients according to the first urea injection amount and the first post-treatment temperature, respectively, and determining the first post-treatment crystallization risk coefficient of the engine according to the first urea injection amount, the first post-treatment temperature, the urea weighting coefficient, and the temperature weighting coefficient; Determining the reliability risk coefficient of the first supercharger of the engine according to the first supercharger speed and the first post-processing temperature includes: Determining a corresponding speed weighting coefficient and a temperature weighting coefficient according to the first supercharger speed and the first aftertreatment temperature, respectively, and determining a reliability risk coefficient of the first supercharger of the engine according to the first supercharger speed, the first aftertreatment temperature, the speed weighting coefficient and the temperature weighting coefficient; Determining the first cold start risk coefficient of the engine according to the first engine water temperature and the first ambient temperature includes: Determining a corresponding water temperature weighting coefficient and an ambient temperature weighting coefficient according to the first engine water temperature and the first ambient temperature, respectively, and determining the first cold start risk coefficient of the engine according to the first engine water temperature, the first ambient temperature, the water temperature weighting coefficient, and the ambient temperature weighting coefficient; Determining the first after-treatment reliability risk coefficient of the engine according to the first total running mileage and the first after-treatment temperature includes: Determining a corresponding mileage weighting coefficient and a temperature weighting coefficient according to the first total running mileage and the first post-processing temperature, respectively, and determining the first post-processing reliability risk coefficient of the engine according to the first total running mileage, the first post-processing temperature, the mileage weighting coefficient, and the temperature weighting coefficient; Determining the first aftertreatment regeneration risk coefficient of the engine according to the first actual carbon load and the first aftertreatment temperature includes: A corresponding carbon load weighting coefficient and a temperature weighting coefficient are determined according to the first actual carbon load and the first after-treatment temperature, respectively, and the first after-treatment regeneration risk coefficient of the engine is determined according to the first actual carbon load, the first after-treatment temperature, the carbon load weighting coefficient and the temperature weighting coefficient.

4. The engine control method according to claim 3, characterized in that: When determining the first start-stop risk coefficient of the engine according to the first start-stop parameter, the method further includes: Determining a corresponding average power correction coefficient according to the average power, determining a corresponding ambient temperature correction coefficient according to the first ambient temperature, determining a corresponding exhaust flow correction coefficient according to the exhaust flow value, determining a corresponding required torque correction coefficient according to the required torque value, and determining a corresponding average efficiency correction coefficient according to the post-processing average efficiency; Determining the first after-treatment emission risk coefficient of the engine according to the first actual ammonia storage value, the first after-treatment temperature, the ammonia storage weighting coefficient and the temperature weighting coefficient includes: Determining the first after-treatment emission risk coefficient of the engine according to the first actual ammonia storage value, the first after-treatment temperature, the ammonia storage weighting coefficient, the temperature weighting coefficient, the average power correction coefficient and the ambient temperature correction coefficient; Determining the first after-treatment crystallization risk coefficient of the engine according to the first urea injection amount, the first after-treatment temperature, the urea weighting coefficient and the temperature weighting coefficient includes: determining the first after-treatment crystallization risk coefficient of the engine according to the first urea injection amount, the first after-treatment temperature, the urea weighting coefficient, the temperature weighting coefficient and the exhaust flow correction coefficient; Determining the first cold start risk coefficient of the engine according to the first engine water temperature, the first ambient temperature, the water temperature weighting coefficient, and the ambient temperature weighting coefficient includes: determining the first cold start risk coefficient of the engine according to the first engine water temperature, the first ambient temperature, the water temperature weighting coefficient, the ambient temperature weighting coefficient, and the required torque correction coefficient; Determining the first post-processing reliability risk coefficient of the engine according to the first total running mileage, the first post-processing temperature, the mileage weighting coefficient, and the temperature weighting coefficient includes: The first after-treatment reliability risk coefficient of the engine is determined according to the first total operating mileage, the first after-treatment temperature, the mileage weighting coefficient, the temperature weighting coefficient, and the average efficiency correction coefficient.

5. The engine control method according to claim 1, characterized in that: The first start-stop risk coefficient includes a first after-treatment emission risk coefficient, a first after-treatment crystallization risk coefficient, a first supercharger reliability risk coefficient, a first cold start risk coefficient, a first after-treatment reliability risk coefficient, and a first after-treatment regeneration risk coefficient; Controlling the vehicle to enter a hybrid mode according to the first start-stop risk coefficient includes: If the first after-treatment emission risk coefficient is not higher than the motor-starting emission risk threshold, or the first after-treatment crystallization risk coefficient is not higher than the motor-starting after-treatment crystallization risk threshold, or the first supercharger reliability risk coefficient is not higher than the motor-starting supercharger reliability risk threshold, or the first cold start risk coefficient is not higher than the motor-starting cold start risk threshold, or the first after-treatment reliability risk coefficient is not higher than the motor-starting after-treatment reliability risk threshold, or the first after-treatment regeneration risk coefficient is not higher than the motor-starting after-treatment regeneration risk threshold, the vehicle is controlled to enter the hybrid mode.

6. The engine control method according to claim 1, characterized in that: Determining a second start-stop risk coefficient of the engine according to the second start-stop parameter includes: The second after-treatment emission risk coefficient of the engine is determined according to the second actual ammonia storage value and the second after-treatment temperature, and the second after-treatment crystallization risk coefficient of the engine is determined according to the second urea injection amount and the second after-treatment temperature, and the second supercharger reliability risk coefficient of the engine is determined according to the second supercharger speed and the second after-treatment temperature, and the second cold start risk coefficient of the engine is determined according to the second engine water temperature and the second ambient temperature, and the second after-treatment reliability risk coefficient of the engine is determined according to the second total operating mileage and the second after-treatment temperature, and the second after-treatment regeneration risk coefficient of the engine is determined according to the second actual carbon load and the second after-treatment temperature.

7. The engine control method according to claim 1, characterized in that: The second start-stop risk factor includes a second after-treatment emission risk factor, a second after-treatment crystallization risk factor, a second supercharger reliability risk factor, a second cold start risk factor, a second after-treatment reliability risk factor, and a second after-treatment regeneration risk factor; Determining whether to control the engine to stop according to the second start-stop risk coefficient includes: If the second aftertreatment emission risk coefficient is higher than the shutdown aftertreatment emission risk threshold, and the second aftertreatment crystallization risk coefficient is higher than the shutdown aftertreatment crystallization risk threshold, and the second supercharger reliability risk coefficient is higher than the shutdown supercharger reliability risk threshold, and the second cold start risk coefficient is higher than the shutdown cold start risk threshold, and the second aftertreatment reliability risk coefficient is higher than the shutdown aftertreatment reliability risk threshold, and the second aftertreatment regeneration risk coefficient is higher than the shutdown aftertreatment regeneration risk threshold, then control the engine to return to the idle state; If the second after-treatment emission risk coefficient is not higher than the shutdown after-treatment emission risk threshold, and the second after-treatment crystallization risk coefficient is not higher than the shutdown after-treatment crystallization risk threshold, and the second supercharger reliability risk coefficient is not higher than the shutdown supercharger reliability risk threshold, and the second cold start risk coefficient is not higher than the shutdown cold start risk threshold, and the second after-treatment reliability risk coefficient is not higher than the shutdown after-treatment reliability risk threshold, and the second after-treatment regeneration risk coefficient is not higher than the shutdown after-treatment regeneration risk threshold, the engine is controlled to shut down.

8. An engine control device, characterized in that: include: a first start-stop risk coefficient determination module, used for obtaining a first start-stop parameter of the engine before the engine is started, and determining a first start-stop risk coefficient of the engine according to the first start-stop parameter; wherein the first start-stop parameter includes a first actual ammonia storage value, a first aftertreatment temperature, a first urea injection amount, a first supercharger speed, a first engine water temperature, a first ambient temperature, a first total running mileage and a first actual carbon load, and the first start-stop risk coefficient includes a first aftertreatment emission risk coefficient, a first aftertreatment crystallization risk coefficient, a first supercharger reliability risk coefficient, a first cold start risk coefficient, a first aftertreatment reliability risk coefficient and a first aftertreatment regeneration risk coefficient; a second start-stop parameter determination module, configured to control the vehicle to enter a hybrid mode according to the first start-stop risk coefficient, and obtain a second start-stop parameter of the engine after the vehicle enters the hybrid mode; An engine control module is used to determine a second start-stop risk coefficient of the engine according to the second start-stop parameter, and determine whether to control the engine to stop according to the second start-stop risk coefficient, so as to control the vehicle to switch from the hybrid mode to the pure electric mode after controlling the engine to stop; wherein, the second start-stop parameter includes a second actual ammonia storage value, a second after-treatment temperature, a second urea injection amount, a second supercharger speed, a second engine water temperature, a second ambient temperature, a second total operating mileage and a second actual carbon load, and the second start-stop risk coefficient includes a second after-treatment emission risk coefficient, a second after-treatment crystallization risk coefficient, a second supercharger reliability risk coefficient, a second cold start risk coefficient, a second after-treatment reliability risk coefficient and a second after-treatment regeneration risk coefficient.

9. A vehicle, characterized in that: The vehicle comprises: at least one processor; and, a memory communicatively connected to the at least one processor; wherein, The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can perform the engine control method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the engine control method according to any one of claims 1 to 7 when executed.

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