Vehicle control method, vehicle control device and vehicle

Abstract

The invention provides a vehicle control method, a vehicle control device and a vehicle, the vehicle is provided with a hydrogen engine, and the method relates to the field of vehicles. The method comprises the steps that the target volume and the preset ratio of a hydrogen engine air cylinder and the air inflation time period, the hydrogen inflation time period and the first hydrogen inflation amount corresponding to the current working condition are obtained; determining a first air volume based on the air inflation period, the hydrogen inflation period and the first hydrogen charge; wherein the first air volume is the air volume which is influenced by hydrogen filling and is not filled into the air cylinder; determining a target air charge based on the first air volume, the target volume and a preset ratio; and controlling the hydrogen engine based on the target air charge and the first hydrogen charge. According to the method, the accuracy of the air charge and the hydrogen charge in the hydrogen engine can be improved, so that the combustion efficiency is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and more specifically, to a vehicle control method, a vehicle control device and a vehicle in the field of vehicles. Background Art

[0002] In order to solve the problem of environmental pollution and further reduce the fuel consumption of vehicle internal combustion engines, the industry has proposed the use of hydrogen fuel for engines, namely hydrogen engines. The working principle of a hydrogen engine is to inject hydrogen into the cylinder, mix it with air, and ignite it with a spark plug. The high-temperature and high-pressure gas generated after ignition pushes the piston to generate mechanical energy.

[0003] During the operation of existing hydrogen engines, when hydrogen is sprayed into the cylinder, the pressure it is subjected to decreases, causing the volume of hydrogen to expand, occupying the volume in the cylinder that needs to be reserved for air. The amount of air continues to decrease, and the ratio of air to hydrogen cannot reach the preset ratio, resulting in reduced combustion efficiency.

[0004] Therefore, how to improve the accuracy of air charge and hydrogen charge in hydrogen engines to improve combustion efficiency is an urgent problem to be solved. Summary of the invention

[0005] The present application provides a vehicle control method, a vehicle control device and a vehicle, wherein the method can improve the accuracy of air charge and hydrogen charge in a hydrogen engine to improve combustion efficiency.

[0006] In a first aspect, a vehicle control method is provided, the method comprising:

[0007] Obtaining a target volume of a cylinder of a hydrogen engine, a preset ratio, and an air charging period, a hydrogen charging period, and a first hydrogen charging amount corresponding to a current working condition; wherein the preset ratio is a ratio between the hydrogen charging amount and the air charging amount; and the start time of the air charging period is before the start time of the hydrogen charging period;

[0008] Determine a first air volume based on the air charging period, the hydrogen charging period and the first hydrogen charging amount; wherein the first air volume is the volume of air that is affected by the charging of hydrogen and is not charged into the cylinder;

[0009] determining a target air charge based on the first air volume, the target volume, and a predetermined ratio;

[0010] The hydrogen engine is controlled based on the target air charge and the first hydrogen charge.

[0011] In the above technical solution, the air charging period, hydrogen charging period and first hydrogen charging amount corresponding to the current working condition of the vehicle are obtained, and analyzed to determine the air volume filled in the process of filling the first hydrogen charging amount of hydrogen during the hydrogen charging period, that is, the first air volume; according to the first air volume and the target volume of the cylinder and the preset ratio, the target air charging amount that needs to be filled into the cylinder during the actual control process is determined; and according to the target air charging amount and the first hydrogen charging amount, the hydrogen engine is controlled. Combined with the current working condition of the vehicle, the volume of the engine cylinder and the preset ratio, the air charging amount and hydrogen charging amount that need to be filled into the cylinder are determined to ensure that the air charging amount and the hydrogen charging amount match the current working condition, and improve the accuracy of the air charging amount and the hydrogen charging amount; the ratio between the air charging amount and the hydrogen charging amount can also reach the preset ratio, which can ensure the combustion efficiency of the gas fuel and reduce the emission of pollutants.

[0012] In conjunction with the first aspect, in some possible implementations, determining the first air volume based on the air charging period, the hydrogen charging period, and the first hydrogen charging amount includes:

[0013] Determining a target state based on the air charging period and the hydrogen charging period; wherein the target state is used to indicate whether there is an overlap between the air charging period and the hydrogen charging period;

[0014] determining a second hydrogen charge based on the target state and the first hydrogen charge;

[0015] Based on the second hydrogen charge, a first air volume is determined.

[0016] In the above technical solution, the air charging period and the hydrogen charging period are combined to determine whether there is overlap between the two periods; according to different target states and the first hydrogen charging amount, the second hydrogen charging amount and the first air volume under the current state are determined. By distinguishing the target state, the accuracy and convenience of determining the second hydrogen charging amount can be improved, so as to ensure the accuracy of the subsequent calculation of the target air charging amount and improve the efficiency of determining the target air charging amount.

[0017] In combination with the first aspect and the above implementations, in some possible implementations, determining the second hydrogen filling amount based on the target state and the first hydrogen filling amount includes:

[0018] If the target state is the first state, the preset charge amount is determined as the second hydrogen charge amount; wherein the first state is used to indicate that there is no overlap between the air charge period and the hydrogen charge period;

[0019] If the target state is the second state, determining the second hydrogen filling amount based on the air filling period, the hydrogen filling period and the first hydrogen filling amount; wherein the second state is used to indicate that the air filling period and the hydrogen filling period partially overlap;

[0020] If the target state is the third state, the first hydrogen filling amount is determined as the second hydrogen filling amount; wherein the third state is used to indicate that the air filling period and the hydrogen filling period completely overlap.

[0021] In the above technical scheme, the second hydrogen charge is determined in different ways for different target states; if it is the first state, the preset charge is determined as the second hydrogen charge; if it is the second state, the second hydrogen charge is determined in combination with the air charging period, the hydrogen charging period and the first hydrogen charge; if it is the third state, the first hydrogen charge is determined as the second hydrogen charge; the flexibility of determining the second hydrogen charge is improved, thereby improving the efficiency of determining the target air charge.

[0022] In combination with the first aspect and the above implementations, in some possible implementations, determining the second hydrogen filling amount based on the air filling period, the hydrogen filling period, and the first hydrogen filling amount includes:

[0023] determining a first ratio based on the air charging period and the hydrogen charging period;

[0024] Based on the first ratio and the first hydrogen charge, a second hydrogen charge is determined.

[0025] In the above technical solution, when the target state is the second state, the hydrogen charge has a partial effect on the air; a first ratio is calculated based on the air charge period and the hydrogen charge period; the first ratio is multiplied by the first hydrogen charge to obtain the second hydrogen charge; through this calculation method, the air charge of the overlapping part can be accurately calculated, thereby improving the accuracy of determining the target air charge.

[0026] In combination with the first aspect and the above implementations, in some possible implementations, controlling the hydrogen engine based on the target air charge includes:

[0027] If the target state is the second state or the third state, a target pressure value is determined based on the target air charge; wherein the target pressure value is used to indicate a pressure value required to input the target air charge into the hydrogen engine;

[0028] The hydrogen engine is controlled to charge a target air charge into the cylinder at a target pressure value, and to charge a first hydrogen charge into the cylinder.

[0029] In the above technical solution, when the target state is the second state or the third state, the target pressure value is determined according to the target air charge, so that the hydrogen engine can fill the air of the target air charge into the cylinder at the target pressure value, and fill the hydrogen of the first hydrogen charge into the cylinder, so that the ratio between the target air charge and the first hydrogen charge reaches a preset ratio, thereby improving the reaction efficiency between hydrogen and air, and thereby improving the combustion efficiency of the engine.

[0030] In combination with the first aspect and the above implementations, in some possible implementations, controlling the hydrogen engine based on the target air charge further includes:

[0031] If the target state is the first state, determining a target hydrogen charge based on the target air charge and a preset ratio;

[0032] The hydrogen engine is controlled to charge a target air charge amount of air into the cylinder and to charge a target hydrogen charge amount of hydrogen into the cylinder.

[0033] In the above technical solution, when the target state is the first state, the first hydrogen charge is adjusted according to the target air charge and the preset ratio to obtain the target hydrogen charge; the hydrogen engine is controlled to charge the target air charge into the cylinder, and the hydrogen of the target hydrogen charge into the cylinder, so that the ratio between the target air charge and the target hydrogen charge can reach the preset ratio, thereby improving the reaction efficiency between hydrogen and air, and thus improving the combustion efficiency of the engine.

[0034] In combination with the first aspect and the above implementations, in some possible implementations, determining the target air charge based on the first air volume, the target volume, and the preset ratio includes:

[0035] determining a second air volume based on the first air volume and the target volume;

[0036] determining a first air charge based on the second air volume;

[0037] A target air charge is determined based on the first air charge, the first hydrogen charge, and a preset ratio.

[0038] In the above technical solution, firstly, the second air volume that can be filled into the cylinder is determined according to the target volume that the cylinder can accommodate and the first air volume; the second air volume is converted into the first air charge; and then the target air charge is determined according to the first air charge, the first hydrogen charge and the preset ratio. This ensures that the ratio between the target air charge and the first hydrogen charge can reach the preset ratio, so as to improve the reaction efficiency between hydrogen and air, and thus improve the combustion efficiency of the engine.

[0039] In combination with the first aspect and the above implementations, in some possible implementations, determining a target air charge based on the first air charge, the first hydrogen charge, and a preset ratio includes:

[0040] determining a second ratio between the first air charge and the first hydrogen charge;

[0041] If the second ratio is different from the preset ratio, a target air charge is determined based on the first hydrogen charge and the preset ratio.

[0042] In the above technical solution, a second ratio between the first air charge and the first hydrogen charge is determined; if the second ratio is different from the preset ratio, indicating that it needs to be adjusted, the target air charge is determined based on the first hydrogen charge and the preset ratio. The accuracy of determining the target air charge is improved; only when the second ratio is different from the preset ratio, the target air charge is re-determined, thereby improving the effectiveness of determining the target air charge.

[0043] In a second aspect, a vehicle control device is provided, the vehicle control device comprising:

[0044] An acquisition module is used to acquire a target volume of a cylinder of a hydrogen engine, a preset ratio, and an air charging period, a hydrogen charging period, and a first hydrogen charging amount corresponding to a current working condition; wherein the preset ratio is a ratio between the hydrogen charging amount and the air charging amount; and the start time of the air charging period is before the start time of the hydrogen charging period;

[0045] A first determination module is used to determine a first air volume based on an air charging period, a hydrogen charging period and a first hydrogen charging amount; wherein the first air volume is an air volume that is affected by the charging of hydrogen and is not charged into the cylinder;

[0046] a second determination module, configured to determine a target air charge based on the first air volume, the target volume, and a preset ratio;

[0047] A control module is configured to control a hydrogen engine based on a target air charge and a first hydrogen charge.

[0048] In combination with the second aspect, in certain possible implementations, the first determination module is also used to determine a target state based on the air filling period and the hydrogen filling period; wherein the target state is used to indicate whether there is an overlap between the air filling period and the hydrogen filling period; based on the target state and the first hydrogen filling amount, a second hydrogen filling amount is determined; based on the second hydrogen filling amount, a first air volume is determined.

[0049] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the first determination module is also used to determine the preset charging amount as the second hydrogen charging amount if the target state is the first state; wherein the first state is used to indicate that there is no overlap between the air charging period and the hydrogen charging period; if the target state is the second state, the second hydrogen charging amount is determined based on the air charging period, the hydrogen charging period and the first hydrogen charging amount; wherein the second state is used to indicate that there is a partial overlap between the air charging period and the hydrogen charging period; if the target state is the third state, the first hydrogen charging amount is determined as the second hydrogen charging amount; wherein the third state is used to indicate that the air charging period and the hydrogen charging period completely overlap.

[0050] In combination with the second aspect and the above-mentioned implementations, in some possible implementations, the first determination module is further used to determine a first ratio based on the air filling period and the hydrogen filling period; and to determine a second hydrogen filling amount based on the first ratio and the first hydrogen filling amount.

[0051] In combination with the second aspect and the above-mentioned implementations, in some possible implementations, the control module is also used to determine a target pressure value based on the target air charge if the target state is the second state or the third state; wherein the target pressure value is used to indicate the pressure value required to input the target air charge into the hydrogen engine; and control the hydrogen engine to charge the air of the target air charge into the cylinder at the target pressure value, and to charge the hydrogen of the first hydrogen charge into the cylinder.

[0052] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the control module is also used to determine the target hydrogen charge based on the target air charge and the preset ratio if the target state is the first state; control the hydrogen engine to charge air of the target air charge into the cylinder, and to charge hydrogen of the target hydrogen charge into the cylinder.

[0053] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the second determination module is also used to determine the second air volume based on the first air volume and the target volume; determine the first air charge based on the second air volume; determine the target air charge based on the first air charge, the first hydrogen charge and a preset ratio.

[0054] In combination with the second aspect and the above-mentioned implementations, in some possible implementations, the second determination module is also used to determine a second ratio between the first air charge and the first hydrogen charge; if the second ratio is different from the preset ratio, the target air charge is determined based on the first hydrogen charge and the preset ratio.

[0055] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the method in the first aspect or any possible implementation of the first aspect.

[0056] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0057] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation manner of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0058] Figure 1 is a cylinder schematic diagram of a hydrogen engine provided in an embodiment of the present application;

[0059] Figure 2 is a schematic flow chart of a vehicle control method provided in an embodiment of the present application;

[0060] Figure 3 It is a target state schematic diagram provided in an embodiment of the present application;

[0061] Figure 4 is a schematic diagram of a calculation process of a second hydrogen filling amount provided in an embodiment of the present application;

[0062] Figure 5 is a schematic diagram of a calculation process of a first air charge provided in an embodiment of the present application;

[0063] Figure 6 is a schematic flow chart of a vehicle control method provided in an embodiment of the present application;

[0064] Figure 7 is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application;

[0065] Figure 8 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0066] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0067] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0068] Traditional internal combustion engines use fossil fuels such as gasoline and diesel as energy, which produce carbon dioxide (CO) and nitrogen oxides (NO x), particulate matter (PM) and other pollutants, causing serious pollution to the environment. Therefore, a green and environmentally friendly engine-hydrogen engine is proposed. The combustion product of hydrogen engine is mainly water, and almost no harmful emissions are produced, so it is regarded as a cleaner alternative. In addition, with the increasing depletion of oil resources and price fluctuations, it is particularly important to find renewable alternative energy sources. Hydrogen, as a clean energy, can be produced through a variety of ways, such as water electrolysis, biomass energy conversion, etc., which helps to achieve the diversification of energy structure.

[0069] Figure 1 Schematic diagram of a cylinder of a hydrogen engine provided in an embodiment of the present application. Figure 1 As shown in (a), the cylinder 100 at least includes an intake pipe 101 for sucking air into the cylinder; an intake pipe 102 for spraying hydrogen fuel into the cylinder; an exhaust pipe 103 for exhausting exhaust gas in the cylinder; a piston 104 connected to a crankshaft 106 via a connecting rod 105 for converting linear motion into rotational motion; a connecting rod 105 connecting the piston 104 and the crankshaft 106 for converting the reciprocating linear motion of the piston 104 into the rotational motion of the crankshaft; and a crankshaft 106 for receiving the force from the connecting rod 105 and converting it into rotational motion to output the mechanical energy of the engine.

[0070] The working process of the engine cylinder generally includes an intake stroke, a compression stroke, a combustion stroke and an exhaust stroke. In the intake stroke, the piston 104 moves from Figure 1 The top dead center 109 shown in (b) moves toward the bottom dead center 110, and the intake pipe 101 and the intake pipe 102 are both in an open state, sucking fresh air and hydrogen into the cylinder. The distance between the top dead center 109 and the bottom dead center 110 is the moving stroke of the piston 104; in the compression stroke, the piston 104 moves from the bottom dead center 110 to the top dead center 109, and the intake pipe and the exhaust pipe are both closed. During the rising process of the piston 104, the gas in the cylinder is compressed; in the combustion stroke, the spark plug is used to ignite the high-temperature and high-pressure mixed gas to push the piston 104 downward; in the exhaust stroke, the piston 104 moves from the bottom dead center 110 to the top dead center 109, and the exhaust pipe 103 is opened to push the burned exhaust gas out of the cylinder; after the exhaust is completed, the cylinder is ready to start the next intake stroke, and the cycle repeats. In order to leave space for the combustion of the mixed gas, in the cylinder 100, the area 107 is the effective volume of the cylinder, which is used to accommodate the inhaled air and hydrogen.

[0071] It should be noted that a hydrogen engine may include a single-cylinder engine and a multi-cylinder engine. In the embodiments of the present application, only a single-cylinder engine is used as an example. The methods, devices, etc. provided in the embodiments of the present application are applicable to each cylinder in a hydrogen engine.

[0072] It should be noted that Figure 1The cylinder components shown in the figure are only partial examples. The hydrogen cylinder of the hydrogen engine may also include corresponding components with other functions. The embodiment of the present application does not limit the specific structural structure of the cylinder and other components included therein.

[0073] In the operation of existing hydrogen engines, hydrogen is used as a gas fuel. When hydrogen is sprayed into the cylinder, the volume occupied by hydrogen expands rapidly due to the reduction in pressure, seriously squeezing out part of the volume originally needed to accommodate fresh air. In the subsequent working process, the amount of fresh air inhaled will be reduced, and the amount of fresh air and hydrogen cannot reach a more appropriate combustion ratio, which will lead to reduced combustion efficiency and increased emissions of nitrogen oxides, causing pollution to the environment.

[0074] Therefore, an embodiment of the present application provides a vehicle control method, a vehicle control device and a vehicle, wherein the vehicle is equipped with a hydrogen engine. The air charging amount that can be charged during the hydrogen charging process is determined according to the air charging period, hydrogen charging period and hydrogen charging amount corresponding to the current working condition of the hydrogen engine. The air charging amount that needs to be charged into the cylinder is determined according to the air charging amount and a preset ratio, so that the air and hydrogen charged into the cylinder can reach a preset ratio, thereby ensuring combustion efficiency and reducing pollutant emissions.

[0075] Figure 2 is a schematic flow chart of a vehicle control method provided in an embodiment of the present application. It should be understood that the method can be applied to a vehicle equipped with a hydrogen engine.

[0076] For example, Figure 2 As shown, the method 200 includes:

[0077] S201, obtaining a target volume of a hydrogen engine cylinder, a preset ratio, and an air charging period, a hydrogen charging period, and a first hydrogen charging amount corresponding to a current working condition.

[0078] The target volume is the volume of the hydrogen engine cylinder used to accommodate gaseous fuel, that is, Figure 1 The area 107 shown in (b) in FIG. 1 ; the preset ratio is the ratio between the hydrogen charge and the air charge; the start time of the air charge period is before the start time of the hydrogen charge period.

[0079] In one implementation, different vehicles may be equipped with different models of hydrogen engines, and their configuration parameters, such as cylinder capacity, etc., may be pre-stored in the vehicle system, and the cylinder capacity of the hydrogen engine configured for the current vehicle may be obtained from the vehicle system.

[0080] In one implementation, if the cylinder diameter and piston stroke of a single cylinder are known, the formula: The target volume of the cylinder is calculated. Where D is the cylinder diameter, S is the piston stroke, and π is the circumference of a circle, which is approximately equal to 3.14159.

[0081] In one implementation, the hydrogen filling period for injecting hydrogen into the cylinder may be different under different driving conditions of the vehicle; a hydrogen engine is usually equipped with an electronic control unit (ECU) that can dynamically adjust the hydrogen injection timing according to different engine operating conditions.

[0082] Exemplarily, the vehicle driving conditions may include an idle condition, a low load condition, a low load condition, and a high load condition. Under the idle condition, the engine speed and load are very low, and it is usually chosen to inject hydrogen at the end of the compression stroke to ensure that the hydrogen and the air have enough time to mix. Under low load conditions, the engine speed is low and the load is small, and hydrogen can be injected at the beginning of the compression stroke to improve combustion stability. Under medium load conditions, the engine speed is moderate and the load is moderate, and hydrogen can be injected at the end of the compression stroke to improve combustion efficiency. Under high load conditions, the engine speed is high and the load is large, and more hydrogen needs to be injected at the end of the compression stroke to provide higher power output.

[0083] Optionally, the air charging period and the hydrogen charging period may be represented by time parameters; or may be represented by crankshaft angles relative to the top dead center and the bottom dead center.

[0084] For example, taking the start time of the air charging period as 0, the start time of the hydrogen charging period can be described as 0.005 seconds after the start time of the air charging period, and the end time of the hydrogen charging period can be described as 0.006 seconds after the start time of the air charging period.

[0085] Exemplarily, for a four-stroke engine, each working cycle includes two complete crankshaft rotation cycles, i.e., 720 crankshaft degrees, because each stroke corresponds to half a crankshaft rotation, i.e., 180 crankshaft degrees. The air charging period and the hydrogen charging period can be described by the crankshaft angle relative to the top dead center and the bottom dead center; for example, the air charging period can be described as starting to open at 10 crankshaft angles before the top dead center and continuing until it is completely closed at 50 crankshaft angles after the top dead center. Since the air charging period usually spans the intake stroke and a part of the compression stroke, the total crankshaft angle of the intake valve opening is: 180°+50°-10°=220°; the hydrogen charging period can be described as 10 to 15 crankshaft angles before the top dead center.

[0086] Optionally, the first hydrogen charge represents a mass of hydrogen.

[0087] Exemplarily, the first hydrogen charge is obtained to be 1000 grams.

[0088] Optionally, the judgment method for the current working condition may include monitoring the data of the engine speed sensor, throttle position sensor, accelerator pedal position sensor, air flow sensor, intake manifold absolute pressure sensor (MAPSensor) and vehicle speed sensor. The ECU judges the current working condition by reading the data of the above sensors and combining the preset threshold value and logic algorithm.

[0089] Exemplarily, when the engine speed is in the idle range (such as 600 to 1000RPM), the throttle position is close to closed, and the accelerator pedal is not pressed or is only slightly pressed, the ECU determines it to be an idle condition; when the engine speed is between 1000 and 2000RPM, the throttle opening is small, and the accelerator pedal is lightly pressed, the ECU determines it to be a low-load condition; when the engine speed is between 2000 and 4000RPM, the throttle opening is medium, and the accelerator pedal is pressed to a medium degree, the ECU determines it to be a medium-load condition; when the engine speed is above 4000RPM, the throttle opening is large or fully open, and the accelerator pedal is deeply pressed, the ECU determines it to be a high-load condition.

[0090] Optionally, a correspondence is pre-set between the vehicle driving condition and the air charging period, hydrogen charging period and hydrogen charging amount. According to the correspondence, the air charging period, hydrogen charging period and the first hydrogen charging amount under the current working condition of the vehicle can be determined.

[0091] It should be noted that the values ​​of various parameters provided in the embodiments of the present application can be determined through actual measurement tests or simulation tests, and the embodiments of the present application do not limit the specific values ​​of various parameters and the method of obtaining data.

[0092] S202, determining a first air volume based on the air charging period, the hydrogen charging period and the first hydrogen charging amount; wherein the first air volume is the air volume that is affected by the charging of hydrogen and is not charged into the cylinder.

[0093] After obtaining the air charging stage, hydrogen charging stage and first hydrogen charging amount corresponding to the current working condition, the volume of air charged into the cylinder during the process of charging the first hydrogen charging amount in the hydrogen charging stage can be determined.

[0094] In one implementation, the process of determining the first air volume may include:

[0095] Determining a target state based on the air charging period and the hydrogen charging period; wherein the target state is used to indicate whether there is an overlap between the air charging period and the hydrogen charging period;

[0096] determining a second hydrogen charge based on the target state and the first hydrogen charge;

[0097] Based on the second hydrogen charge, a first air volume is determined.

[0098] For example, during the operation of the hydrogen engine, the intake valve is open, and fresh air can be sucked into the cylinder through the intake pipe. The timing of hydrogen injection can be before or after the intake valve is closed. For different hydrogen charging periods, the hydrogen charged into the cylinder has different effects on the amount of air that is originally required to be charged. By determining whether there is an overlap between the air charging period and the hydrogen charging period, the second hydrogen charge that can be charged in the hydrogen charging period can be determined, and then the first air volume corresponding to the second hydrogen charge can be obtained.

[0099] In the embodiment of the present application, the air charging period and the hydrogen charging period are combined to determine whether there is overlap between the two periods; according to different target states and the first hydrogen charging amount, the second hydrogen charging amount and the first air volume in the current state are determined. By distinguishing the target state, the accuracy and convenience of determining the second hydrogen charging amount can be improved, so as to ensure the accuracy of the subsequent calculation of the target air charging amount and improve the efficiency of determining the target air charging amount.

[0100] In one implementation, the process of determining the first air volume according to the second hydrogen charge may include:

[0101] Get the current intake air temperature and intake air pressure of the hydrogen engine cylinder;

[0102] A first air volume is determined based on the intake air temperature, the intake air pressure, and the second hydrogen charge.

[0103] The process of determining the first air volume can be shown as Formula 1:

[0104]

[0105] Wherein, V1 is the first air volume; n1 is the mole number of hydrogen, which can be determined according to the second hydrogen charge m2; R is the ideal gas constant, which is approximately 8.314 J / (mol·K); T is the intake temperature; and P is the intake pressure.

[0106] For example, the mass of 1 mol of hydrogen is about 2 grams. If the second hydrogen charge is 1000 grams, the molar number can be determined to be 500 mol.

[0107] In one implementation, it is possible to determine whether the two periods overlap and the extent of the overlap by judging the start time and end time of the air charging period and the start time and end time of the hydrogen charging period.

[0108] Figure 3It is a target state diagram provided by an embodiment of the present application. Among them, EVO indicates the opening time of the exhaust valve; EVC indicates the closing time of the exhaust valve; IVO indicates the opening time of the intake valve, that is, the starting time of the air charging period; IVC indicates the closing time of the intake valve, that is, the ending time of the air charging period; SOI indicates the starting time of the hydrogen charging period, and EOI indicates the ending time of the hydrogen charging period. Figure 3 As shown in (a), when IVC-SOI≤0, it indicates that there is no overlap between the air charging period and the hydrogen charging period, and the current target state can be determined to be the first state; Figure 3 As shown in (b), when IVC-SOI>0 and IVC-EOI<0, it indicates that the air charging period and the hydrogen charging period partially overlap, and it can be determined that the current target state is the second state; Figure 3 As shown in (c), when IVC-EOI ≥ 0, it indicates that the air filling period and the hydrogen filling period completely overlap, and it can be determined that the current target state is the third state.

[0109] In one implementation, according to different target states, the process of determining the second hydrogen filling amount may include:

[0110] If the target state is the first state, the preset charge amount is determined as the second hydrogen charge amount; wherein the first state is used to indicate that there is no overlap between the air charge period and the hydrogen charge period;

[0111] If the target state is the second state, determining the second hydrogen filling amount based on the air filling period, the hydrogen filling period and the first hydrogen filling amount; wherein the second state is used to indicate that the air filling period and the hydrogen filling period partially overlap;

[0112] If the target state is the third state, the first hydrogen filling amount is determined as the second hydrogen filling amount; wherein the third state is used to indicate that the air filling period and the hydrogen filling period completely overlap.

[0113] Among them, the preset charge amount is 0.

[0114] Exemplarily, when the target state is the first state, there is no overlap between the air charging period and the hydrogen charging period, and the hydrogen filled into the cylinder will not affect the air charging, and the second hydrogen charging amount is determined to be 0; when the target state is the second state, there is a partial overlap between the air charging period and the hydrogen charging period, and there is some hydrogen that affects the air charging, and the second hydrogen charging amount can be determined based on the air charging period, the hydrogen charging period and the first hydrogen charging amount; when the target state is the third state, the air charging period and the hydrogen charging period completely overlap, and all the hydrogen filled into the cylinder will affect the air charging, and the second hydrogen charging amount can be determined to be the first hydrogen charging amount.

[0115] In the embodiment of the present application, the second hydrogen charge is determined in different ways for different target states; if it is the first state, the preset charge is determined as the second hydrogen charge; if it is the second state, the second hydrogen charge is determined in combination with the air charging period, the hydrogen charging period and the first hydrogen charge; if it is the third state, the first hydrogen charge is determined as the second hydrogen charge; the flexibility of determining the second hydrogen charge is improved, thereby improving the efficiency of determining the target air charge.

[0116] In one implementation, when the target state is the second state, the process of determining the second hydrogen filling amount may include:

[0117] determining a first ratio based on the air charging period and the hydrogen charging period;

[0118] Based on the first ratio and the first hydrogen charge, a second hydrogen charge is determined.

[0119] Exemplarily, the start time of the air charging period is IVO; the end time of the air charging period is IVC; the start time of the hydrogen charging period is SOI; and the end time of the hydrogen charging period is EIO. The process of determining the first ratio can be shown in Formula 2:

[0120]

[0121] Then, the second hydrogen filling amount can be determined according to Formula 3:

[0122] n2=K×m1;(Formula 3)

[0123] Among them, m2 is the second hydrogen filling amount, and m1 is the first hydrogen filling amount.

[0124] Figure 4 Schematic diagram of a second hydrogen filling amount calculation process provided in an embodiment of the present application. Figure 4 As shown, when IVC-SOI≤0, the target state is the first state, and the second hydrogen charge m2 is determined to be 0; when IVC-SOI>0 and IVC-EOI<0, IVC-SOI and EOI-SOI are first calculated, and then the first ratio between the two is calculated, and the first ratio is multiplied by the first hydrogen charge m1 to obtain the second hydrogen charge m2; when IVC-EOI≥0, the target state is the third state, and the second hydrogen charge m2 can be determined to be the first hydrogen charge m1.

[0125] In an embodiment of the present application, when the target state is the second state, the hydrogen charge has a partial effect on the air; a first ratio is calculated based on the air charge period and the hydrogen charge period; the first ratio is multiplied by the first hydrogen charge to obtain the second hydrogen charge; through this calculation method, the air charge of the overlapping part can be accurately calculated, thereby improving the accuracy of determining the target air charge.

[0126] S203 : Determine a target air charge based on the first air volume, the target capacity, and a preset ratio.

[0127] Exemplarily, after determining the first air volume that can be charged during the hydrogen charging period, the target air charge that actually needs to be charged into the cylinder can be determined by combining the first air volume, the effective volume of the cylinder, and a preset ratio.

[0128] In one implementation, the target air charge determination process may include:

[0129] determining a second air volume based on the first air volume and the target volume;

[0130] determining a first air charge based on the second air volume;

[0131] A target air charge is determined based on the first air charge, the first hydrogen charge, and a preset ratio.

[0132] Exemplarily, the target volume is the effective volume of the cylinder of the hydrogen engine for accommodating the charged gas. By subtracting the target volume from the first air volume, the second air volume that can originally be filled into the cylinder can be obtained; the second air volume is converted into the first air charge, and then combined with the first hydrogen charge and the preset ratio, the target air charge that actually needs to be filled into the cylinder can be calculated.

[0133] In one implementation, the determination process of the first air charge may be as shown in Formula 4 and Formula 5:

[0134] V2=VO-V1; (Formula 4)

[0135]

[0136] Among them, V2 is the second air volume; V0 is the target volume; V1 is the first air volume; n2 is the number of moles of air; P is the intake pressure; R is the ideal gas constant, which is approximately 8.314 J / (mol·K); and T is the intake temperature.

[0137] After the number of moles of air is determined, the air mass corresponding to the number of moles, ie, the first air charge, may be calculated.

[0138] For example, since air is a mixed gas, the correspondence between its molar number and mass requires determining the average amount of multiple gases. Air is mainly composed of nitrogen, oxygen, hydrogen, carbon dioxide and other gases. The average molar mass of the above gases can be calculated to determine the correspondence between the molar number and the air mass. The mass of 1 mol of air is calculated to be approximately 28.97 grams; after determining n2, multiplying it by 28.97 grams can obtain the first air charge.

[0139] In the embodiment of the present application, firstly, the second air volume that can be filled into the cylinder is determined according to the target volume that the cylinder can accommodate and the first air volume; the second air volume is converted into the first air charge; and then the target air charge is determined according to the first air charge, the first hydrogen charge and the preset ratio. This ensures that the ratio between the target air charge and the first hydrogen charge can reach the preset ratio, so as to improve the reaction efficiency between hydrogen and air, and thus improve the combustion efficiency of the engine.

[0140] In one implementation, based on the first air charge, the first hydrogen charge, and the preset ratio, a process of determining a target air charge may include:

[0141] determining a second ratio between the first air charge and the first hydrogen charge;

[0142] If the second ratio is different from the preset ratio, a target air charge is determined based on the first hydrogen charge and the preset ratio.

[0143] Exemplarily, the preset ratio can be set to a ratio of 10:1 between the air charge and the hydrogen charge, and the target ratio is determined based on the calculated first air charge and the first hydrogen charge; if the target ratio reaches 10:1, or is slightly different from the preset ratio, the first air charge and the first hydrogen charge can be directly determined as the target air charge and the target hydrogen charge; if the target ratio reaches 10:1, or is significantly different from the preset ratio, the required target air charge is further determined based on the first hydrogen charge and the preset ratio to ensure the combustion efficiency of the engine fuel.

[0144] In the embodiment of the present application, a second ratio between the first air charge and the first hydrogen charge is determined; if the second ratio is different from the preset ratio, indicating that it needs to be adjusted, the target air charge is determined based on the first hydrogen charge and the preset ratio. The accuracy of determining the target air charge is improved; only when the second ratio is different from the preset ratio, the target air charge is re-determined, thereby improving the effectiveness of determining the target air charge.

[0145] Figure 5 Schematic diagram of a calculation process of a first air charge provided in an embodiment of the present application. Figure 5As shown, the second hydrogen charge m2 is multiplied by the ideal gas constant R, divided by the intake temperature T and the intake pressure P, to obtain the first air volume V1; the first air volume V1 is subtracted from the target volume V0 to obtain the second air volume V2; and then the second air volume V2 is multiplied by the intake pressure P, divided by the ideal gas constant R and the intake temperature T, to obtain the first air charge m3.

[0146] S204: Control the hydrogen engine based on the target air charge and the first hydrogen charge.

[0147] After determining the target air charge according to the preset first hydrogen charge, air charge period and hydrogen charge period, the hydrogen engine is controlled in combination with the target air charge and the first hydrogen charge.

[0148] Since there are three target states between the air filling period and the hydrogen filling period, the hydrogen engine is controlled in different ways for different target states. In one implementation, when the target state is the second state or the third state, the process of controlling the hydrogen engine may include:

[0149] If the target state is the second state or the third state, a target pressure value is determined based on the target air charge; wherein the target pressure value is used to indicate a pressure value required to input the target air charge into the hydrogen engine;

[0150] The hydrogen engine is controlled to charge a target air charge into the cylinder at a target pressure value, and to charge a first hydrogen charge into the cylinder.

[0151] For example, when there is an overlap between the air charging period and the hydrogen charging period, the hydrogen charging will always affect the determination of the air charging. Therefore, the initial first hydrogen charging cannot be changed, and only the determined target air charging can be filled into the cylinder. In this case, the intake pressure of the hydrogen engine needs to be adjusted. Since the target air charging is greater than the air charging that can originally be filled into the cylinder, the intake pressure needs to be increased.

[0152] Optionally, a corresponding relationship between a target air charge and a target pressure value may be preset, and after the target air charge is determined, the current pressure value is directly adjusted to the target pressure value so that the target air charge can be charged into the cylinder.

[0153] In an embodiment of the present application, when the target state is the second state or the third state, the target pressure value is determined according to the target air charge, so that the hydrogen engine can charge the air of the target air charge into the cylinder at the target pressure value, and charge the hydrogen of the first hydrogen charge into the cylinder, so that the ratio between the target air charge and the first hydrogen charge reaches a preset ratio, thereby improving the reaction efficiency between hydrogen and air, and thereby improving the combustion efficiency of the engine.

[0154] In one implementation, when the target state is the first state, the process of controlling the hydrogen engine may include:

[0155] If the target state is the first state, determining a target hydrogen charge based on the target air charge and a preset ratio;

[0156] The hydrogen engine is controlled to charge a target air charge amount of air into the cylinder and to charge a target hydrogen charge amount of hydrogen into the cylinder.

[0157] Exemplarily, when the target state is the first state, the hydrogen charge will not affect the calculation of the air charge, so the hydrogen charge can be adjusted so that the ratio between the air charge and the hydrogen charge reaches a preset ratio.

[0158] For example, if the preset ratio is 10:1, and the calculated ratio between the target air charge and the first hydrogen charge is 9:1, during the control process, the target air charge can be further increased to achieve a ratio of 10:1; or, the target hydrogen charge can be obtained by reducing the first hydrogen charge to achieve a ratio of 9:0.9, which can also achieve the preset ratio of 10:1.

[0159] In an embodiment of the present application, when the target state is the first state, the first hydrogen charge is adjusted according to the target air charge and the preset ratio to obtain the target hydrogen charge; the hydrogen engine is controlled to charge the target air charge into the cylinder, and the hydrogen of the target hydrogen charge into the cylinder, so that the ratio between the target air charge and the target hydrogen charge can reach the preset ratio, thereby improving the reaction efficiency between hydrogen and air, and thereby improving the combustion efficiency of the engine.

[0160] In one implementation, in the process of controlling the hydrogen engine according to the target air charge, the current air charge that has been filled in the cylinder is obtained. If the current air charge does not reach the target air charge, the target intake pressure is further determined based on the difference between the current air charge and the target air charge. By adjusting the intake pressure to the target intake pressure, the difference in air charge can be filled into the cylinder after the start time of the hydrogen charging period.

[0161] In the embodiment of the present application, the air charging period, hydrogen charging period and first hydrogen charging amount corresponding to the current working condition of the vehicle are obtained, and they are analyzed to determine the air volume filled in the process of filling the first hydrogen charging amount of hydrogen in the hydrogen charging period, that is, the first air volume; according to the first air volume and the target volume of the cylinder and the preset ratio, the target air charging amount that needs to be filled into the cylinder during the actual control process is determined; and according to the target air charging amount and the first hydrogen charging amount, the hydrogen engine is controlled. Combined with the current working condition of the vehicle, the volume of the engine cylinder and the preset ratio, the air charging amount and hydrogen charging amount that need to be filled into the cylinder are determined to ensure that the air charging amount and the hydrogen charging amount match the current working condition, and improve the accuracy of the air charging amount and the hydrogen charging amount; the ratio between the air charging amount and the hydrogen charging amount can also reach the preset ratio, which can ensure the combustion efficiency of the gas fuel and reduce the emission of pollutants.

[0162] Figure 6 is a schematic flow chart of another vehicle control method provided in an embodiment of the present application. It should be understood that the method can be applied to a vehicle equipped with a hydrogen engine.

[0163] For example, Figure 6 As shown, the method 600 includes:

[0164] S601, obtaining a target volume of a hydrogen engine cylinder, a preset ratio, and an air charging period, a hydrogen charging period, and a first hydrogen charging amount corresponding to a current working condition.

[0165] The target volume is the volume of the hydrogen engine cylinder used to accommodate gaseous fuel, that is, Figure 1 The preset ratio is the ratio between the hydrogen charge and the air charge; the start time of the air charge period is before the start time of the hydrogen charge period.

[0166] Exemplarily, the current operating condition is determined through data uploaded by multiple vehicle-mounted sensors; based on the correspondence between the preset operating condition and various parameters, the air filling period, hydrogen filling period and first hydrogen filling amount of the hydrogen engine are determined.

[0167] Optionally, the implementation of S601 can refer to Figure 2 The relevant description of S201 in the present application embodiment will not be repeated here.

[0168] S602, determining a target state based on the air charging period and the hydrogen charging period.

[0169] The target state is used to indicate whether there is overlap between the air filling period and the hydrogen filling period. The air filling period may include a start time and an end time; the hydrogen filling period also includes a start time and an end time.

[0170] Exemplarily, after obtaining the air charging period and the hydrogen charging period of the current working condition, by comparing the relationship between the start time and the end time of the two periods, it is determined whether the two periods overlap and the degree of overlap.

[0171] Optionally, the implementation of S602 can refer to Figure 2 The relevant description of S202 in the present application embodiment will not be repeated here.

[0172] S603: If the target state is the first state, the preset filling amount is determined as the second hydrogen filling amount.

[0173] The first state is used to indicate that there is no overlap between the air filling period and the hydrogen filling period, and the preset filling amount is 0.

[0174] Exemplarily, when there is no overlap between the air charging period and the hydrogen charging period, the hydrogen charging amount will not affect the air charging amount, and the second hydrogen charging amount is determined to be zero.

[0175] Optionally, the implementation of S603 can refer to Figure 2 The relevant description of S202 in the present application embodiment will not be repeated here.

[0176] S604: If the target state is the second state, determine a first ratio based on the air charging period and the hydrogen charging period.

[0177] The second state is used to indicate that the air filling period and the hydrogen filling period partially overlap.

[0178] Exemplarily, when there is a partial overlap between the air charging period and the hydrogen charging period, the second hydrogen charging amount needs to be determined according to the air charging period, the hydrogen charging period and the first hydrogen charging amount. First, a first ratio between the air charging period and the hydrogen charging period is calculated.

[0179] Optionally, the implementation of S604 can refer to Figure 2 The relevant description of S203 in the present application embodiment will not be repeated here.

[0180] S605 , determining a second hydrogen filling amount based on the first ratio and the first hydrogen filling amount.

[0181] Exemplarily, by multiplying the first ratio by the first hydrogen filling amount, the amount of air filled during the hydrogen filling time, ie, the second hydrogen filling amount, can be determined.

[0182] Optionally, the implementation of S605 can refer to Figure 2 The relevant description of S202 in the present application embodiment will not be repeated here.

[0183] S606: If the target state is the third state, the first hydrogen filling amount is determined as the second hydrogen filling amount.

[0184] The third state is used to indicate that the air filling period and the hydrogen filling period completely overlap.

[0185] Exemplarily, when the air charging period and the hydrogen charging period completely overlap, it is expected that the first hydrogen charge charged into the cylinder will have an impact on the air charging, and therefore, the second hydrogen charge is determined to be the first hydrogen charge.

[0186] Optionally, the implementation of S606 can refer to Figure 2 The relevant description of S202 in the present application embodiment will not be repeated here.

[0187] S607 , determining a first air volume based on the second hydrogen charge.

[0188] Exemplarily, after determining the second hydrogen charge, the air charge is converted to the first air volume using an ideal gas equation.

[0189] Optionally, the implementation of S607 can refer to Figure 2 The relevant description of S202 in the present application embodiment will not be repeated here.

[0190] S608 : Determine a second air volume based on the first air volume and the target volume.

[0191] Exemplarily, the target volume is the effective volume in the cylinder, and the second air volume, ie, the air volume that can actually be filled into the cylinder, can be obtained by subtracting the first air volume from the target volume.

[0192] Optionally, the implementation of S608 can refer to Figure 2 The relevant description of S203 in the present application embodiment will not be repeated here.

[0193] S609 , determining a first air charge based on the second air volume.

[0194] Exemplarily, since the volume occupied by the gas varies with environmental factors and cannot be quantitatively evaluated, after the second air volume is determined, it is converted into the first air charge according to the ideal gas equation.

[0195] Optionally, the implementation of S609 can refer to Figure 2 The relevant description of S203 in the present application embodiment will not be repeated here.

[0196] S610 , determining a second ratio between the first air charge and the first hydrogen charge.

[0197] Exemplarily, after determining the first air charge, a second ratio between the first air charge and the first hydrogen charge is calculated.

[0198] Optionally, the implementation of S610 can refer to Figure 2 The relevant description of S203 in the present application embodiment will not be repeated here.

[0199] S611: If the second ratio is different from the preset ratio, determine a target air charge based on the first hydrogen charge and the preset ratio.

[0200] Exemplarily, it is determined whether the second ratio reaches a preset ratio; if the second ratio is different from the preset ratio, the corresponding target air charge is determined based on the difference between the second ratio and the preset ratio and the first hydrogen charge, so that the second ratio can reach the preset ratio and improve the combustion efficiency of the fuel.

[0201] Optionally, when the second ratio is the same as the preset ratio, the first air charge is determined as the target air charge.

[0202] Optionally, a certain error value is set. When the error value between the second ratio and the preset ratio is large, the target air charge is determined based on the first hydrogen charge and the preset ratio; when the error between the two is small, the first air charge is determined as the target air charge.

[0203] Optionally, the implementation of S611 can refer to Figure 2 The relevant description of S203 in the present application embodiment will not be repeated here.

[0204] S612: If the target state is the second state or the third state, determine a target pressure value based on the target air charge.

[0205] The target pressure value is used to indicate the pressure value required to input the target air charge into the hydrogen engine.

[0206] Exemplarily, when the target state is the second state or the third state, if the hydrogen charge changes, it will have an additional impact on the calculation of the target air charge, resulting in a mismatch between the hydrogen charge and the air charge; therefore, when the two time periods overlap, keeping the first hydrogen charge unchanged requires filling the cylinder with air of the target air charge, but due to the influence of hydrogen, at the current intake pressure, the air charge that can enter the cylinder is small, so the intake pressure of the cylinder needs to be adjusted; that is, the corresponding target pressure value is determined according to the target air charge.

[0207] Optionally, the implementation of S612 can refer to Figure 2 The relevant description of S204 in the present application embodiment is not repeated here.

[0208] S613, controlling the hydrogen engine to charge the target air charge into the cylinder at the target pressure value, and to charge the first hydrogen charge into the cylinder.

[0209] Exemplarily, after determining a target pressure value corresponding to a target air charge, controlling the hydrogen engine to charge air of the target air charge into the cylinder at the target pressure value; and charging hydrogen of the first hydrogen charge into the cylinder.

[0210] Optionally, the implementation of S613 can refer to Figure 2 The relevant description of S204 in the present application embodiment is not repeated here.

[0211] S614: If the target state is the first state, determine the target hydrogen charge based on the target air charge and the preset ratio.

[0212] Exemplarily, when the target state is the first state, the hydrogen charge will not affect the calculation of the target air charge, so the hydrogen charge can be changed so that the ratio between the air charge and the hydrogen charge reaches a preset ratio.

[0213] Optionally, when the first hydrogen charge remains unchanged, the target air charge may be adjusted so that the ratio between the air charge and the hydrogen charge reaches a preset ratio.

[0214] Optionally, the implementation of S614 can refer to Figure 2 The relevant description of S204 in the present application embodiment is not repeated here.

[0215] S615, controlling the hydrogen engine to charge the target air charge amount of air into the cylinder, and to charge the target hydrogen charge amount of hydrogen into the cylinder.

[0216] Exemplarily, after determining the target hydrogen charge according to the target air charge and the preset ratio, the hydrogen engine is controlled to charge air of the target air charge into the cylinder, and to charge hydrogen of the adjusted target hydrogen charge into the cylinder.

[0217] Optionally, the implementation of S615 can refer to Figure 2 The relevant description of S204 in the present application embodiment is not repeated here.

[0218] In the embodiment of the present application, first determine whether there is overlap between the air charging period and the hydrogen charging period corresponding to the current working condition; determine the second hydrogen charge for different states; then convert the second hydrogen charge into the first air volume, subtract it from the target volume of the cylinder, and obtain the second air volume that can actually be accommodated in the cylinder; compare the ratio between the converted first air charge and the first hydrogen charge with the preset ratio to determine whether it needs to be adjusted; if the two ratios are different, further combine the first hydrogen charge and the preset ratio to determine the target air charge and control the hydrogen engine. Improve the accuracy of determining the target air charge; ensure that the ratio of air charge to hydrogen charge is a better ratio, thereby ensuring the full combustion of the mixed gas, improving the combustion efficiency of the engine, and reducing the emission of pollutants.

[0219] Combination of the above Figures 1 to 6 The vehicle control method provided by the embodiment of the present application is described in detail; Figure 7 and Figure 8 The device embodiments of the present application are described in detail. It should be understood that the device in the embodiments of the present application can execute the various methods of the aforementioned embodiments of the present application, that is, the specific working processes of the following various products can refer to the corresponding processes in the aforementioned method embodiments.

[0220] Figure 7 It is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application.

[0221] For example, Figure 7 As shown, the vehicle control device 700 includes:

[0222] The acquisition module 701 is used to acquire the target volume of the cylinder of the hydrogen engine, the preset ratio, and the air charging period, the hydrogen charging period, and the first hydrogen charging amount corresponding to the current working condition; wherein the preset ratio is the ratio between the hydrogen charging amount and the air charging amount; and the start time of the air charging period is before the start time of the hydrogen charging period;

[0223] A first determination module 702 is configured to determine a first air volume based on an air charging period, a hydrogen charging period, and a first hydrogen charging amount; wherein the first air volume is an air volume that is affected by the charging of hydrogen and is not charged into the cylinder;

[0224] A second determination module 703, configured to determine a target air charge based on the first air volume, the target volume and a preset ratio;

[0225] The control module 704 is configured to control the hydrogen engine based on the target air charge and the first hydrogen charge.

[0226] In one possible implementation, the first determination module 702 is further used to determine a target state based on the air filling period and the hydrogen filling period; wherein the target state is used to indicate whether there is an overlap between the air filling period and the hydrogen filling period; based on the target state and the first hydrogen filling amount, a second hydrogen filling amount is determined; based on the second hydrogen filling amount, a first air volume is determined.

[0227] In one possible implementation, the first determination module 702 is also used to determine the preset charging amount as the second hydrogen charging amount if the target state is the first state; wherein the first state is used to indicate that there is no overlap between the air charging period and the hydrogen charging period; if the target state is the second state, the second hydrogen charging amount is determined based on the air charging period, the hydrogen charging period and the first hydrogen charging amount; wherein the second state is used to indicate that there is a partial overlap between the air charging period and the hydrogen charging period; if the target state is the third state, the first hydrogen charging amount is determined as the second hydrogen charging amount; wherein the third state is used to indicate that the air charging period and the hydrogen charging period completely overlap.

[0228] In a possible implementation, the first determination module 702 is further configured to determine a first ratio based on the air charging period and the hydrogen charging period; and determine a second hydrogen charging amount based on the first ratio and the first hydrogen charging amount.

[0229] In one possible implementation, the control module 704 is also used to determine a target pressure value based on the target air charge if the target state is the second state or the third state; wherein the target pressure value is used to indicate the pressure value required to input the target air charge into the hydrogen engine; and control the hydrogen engine to charge the air of the target air charge into the cylinder at the target pressure value, and to charge the hydrogen of the first hydrogen charge into the cylinder.

[0230] In one possible implementation, the control module 704 is also used to determine the target hydrogen charge based on the target air charge and the preset ratio if the target state is the first state; control the hydrogen engine to charge air of the target air charge into the cylinder, and to charge hydrogen of the target hydrogen charge into the cylinder.

[0231] In one possible implementation, the second determination module 703 is further used to determine the second air volume based on the first air volume and the target volume; determine the first air charge based on the second air volume; and determine the target air charge based on the first air charge, the first hydrogen charge and a preset ratio.

[0232] In a possible implementation, the second determination module 703 is further configured to determine a second ratio between the first air charge and the first hydrogen charge; if the second ratio is different from a preset ratio, the target air charge is determined based on the first hydrogen charge and the preset ratio.

[0233] It should be noted that the above vehicle control device is embodied in the form of a functional unit. The term "module" here can be implemented in the form of software and / or hardware, and is not specifically limited to this.

[0234] For example, a "module" may be a software program, a hardware circuit, or a combination of the two that implements the above functions. The hardware circuit may include an application specific integrated circuit (ASIC), an electronic circuit, a processor (such as a shared processor, a dedicated processor, or a group processor, etc.) and a memory for executing one or more software or firmware programs, a combined logic circuit, and / or other suitable components that support the described functions.

[0235] Therefore, the units of each example described in the embodiments of the present application can be implemented by electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of the present application.

[0236] Figure 8 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0237] For example, Figure 8 As shown, the vehicle 800 includes: a memory 801 and a processor 802, wherein the memory 801 stores an executable program code 803, and the processor 802 is used to call and execute the executable program code 803 to perform a vehicle control method.

[0238] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores an executable program code, and the processor is used to call and execute the executable program code to execute a vehicle control method provided by an embodiment of the present application.

[0239] In this embodiment, the functional modules of the device can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0240] In the case of dividing each functional module according to each function, the device may also include an acquisition module, a first determination module, a second determination module, a control module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0241] It should be understood that the device provided in this embodiment is used to execute the above-mentioned vehicle control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0242] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing mutual program codes, etc.

[0243] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits described in conjunction with the disclosure of this application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0244] In addition, the device provided in the embodiments of the present application may specifically be a chip, component or module, and the chip may include a connected processor and memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a vehicle control method provided in the above embodiments.

[0245] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is run on a computer, the computer executes the above-mentioned related method steps to implement a vehicle control method provided by the above-mentioned embodiment.

[0246] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a vehicle control method provided by the above-mentioned embodiment.

[0247] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0248] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0249] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0250] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A vehicle control method, characterized in that: The vehicle is equipped with a hydrogen engine, and the method comprises: Obtaining the target volume of the cylinder of the hydrogen engine, the preset ratio, and the air charging period, the hydrogen charging period, and the first hydrogen charging amount corresponding to the current working condition; wherein the preset ratio is the ratio between the hydrogen charging amount and the air charging amount; and the start time of the air charging period is before the start time of the hydrogen charging period; Determine a first air volume based on the air charging period, the hydrogen charging period and the first hydrogen charging amount; wherein the first air volume is the air volume affected by the charging of hydrogen and not charged into the cylinder; determining a target air charge based on the first air volume, the target volume, and the predetermined ratio; The hydrogen engine is controlled based on the target air charge and the first hydrogen charge.

2. The method according to claim 1, characterized in that The determining a first air volume based on the air charging period, the hydrogen charging period and the first hydrogen charging amount comprises: Determining a target state based on the air charging period and the hydrogen charging period; wherein the target state is used to indicate whether there is an overlap between the air charging period and the hydrogen charging period; determining a second hydrogen charge based on the target state and the first hydrogen charge; Based on the second hydrogen charge, the first air volume is determined.

3. The method according to claim 2, characterized in that The determining a second hydrogen filling amount based on the target state and the first hydrogen filling amount includes: If the target state is the first state, the preset charge is determined as the second hydrogen charge; wherein the first state is used to indicate that there is no overlap between the air charging period and the hydrogen charging period; If the target state is the second state, determining the second hydrogen filling amount based on the air filling period, the hydrogen filling period and the first hydrogen filling amount; wherein the second state is used to indicate that the air filling period and the hydrogen filling period partially overlap; If the target state is a third state, the first hydrogen filling amount is determined to be the second hydrogen filling amount; wherein the third state is used to indicate that the air filling period and the hydrogen filling period completely overlap.

4. The method according to claim 3, characterized in that The determining the second hydrogen filling amount based on the air filling period, the hydrogen filling period and the first hydrogen filling amount comprises: determining a first ratio based on the air charging period and the hydrogen charging period; The second hydrogen charge is determined based on the first ratio and the first hydrogen charge.

5. The method according to claim 3, characterized in that: The controlling the hydrogen engine based on the target air charge comprises: If the target state is the second state or the third state, a target pressure value is determined based on the target air charge; wherein the target pressure value is used to indicate a pressure value required to input the target air charge into the hydrogen engine; The hydrogen engine is controlled to charge the target air charge amount of air into the cylinder at the target pressure value, and to charge the first hydrogen charge amount of hydrogen into the cylinder.

6. The method according to claim 3, characterized in that The controlling the hydrogen engine based on the target air charge further includes: If the target state is the first state, determining a target hydrogen charge based on the target air charge and the preset ratio; The hydrogen engine is controlled to charge the target air charge amount of air into the cylinder and to charge the target hydrogen charge amount of hydrogen into the cylinder.

7. The method according to any one of claims 1 to 6, characterized in that: The determining a target air charge based on the first air volume, the target volume and the preset ratio comprises: determining a second air volume based on the first air volume and the target volume; determining a first air charge based on the second air volume; The target air charge is determined based on the first air charge, the first hydrogen charge, and the preset ratio.

8. The method according to claim 7, characterized in that The determining the target air charge based on the first air charge, the first hydrogen charge and the preset ratio includes: determining a second ratio between the first air charge and the first hydrogen charge; If the second ratio is different from the preset ratio, the target air charge is determined based on the first hydrogen charge and the preset ratio.

9. A vehicle control device, characterized in that: The vehicle is equipped with a hydrogen engine, and the device comprises: An acquisition module, used to acquire the target volume of the cylinder of the hydrogen engine, a preset ratio, and an air charging period, a hydrogen charging period, and a first hydrogen charging amount corresponding to the current working condition; wherein the preset ratio is the ratio between the hydrogen charging amount and the air charging amount; and the start time of the air charging period is before the start time of the hydrogen charging period; A first determination module is used to determine a first air volume based on the air charging period, the hydrogen charging period and the first hydrogen charging amount; wherein the first air volume is the air volume affected by the charging of hydrogen and not charged into the cylinder; a second determination module, configured to determine a target air charge based on the first air volume, the target volume, and the preset ratio; A control module is configured to control the hydrogen engine based on the target air charge and the first hydrogen charge.

10. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 8.

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