Vehicle control method, vehicle control device, and vehicle

Abstract

The present application provides a vehicle control method, a vehicle control device, and a vehicle equipped with a hydrogen engine. The method relates to the field of vehicles. The method includes: obtaining the target volume of the hydrogen engine cylinder, a preset ratio, and the air charging period, hydrogen charging period, and first hydrogen charging amount corresponding to the current operating condition; determining a first air volume based on the air charging period, hydrogen charging period, and 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; determining a target air charging amount based on the first air volume, the target volume, and the preset ratio; and controlling the hydrogen engine based on the target air charging amount and the first hydrogen charging amount. This method can improve the accuracy of the air charging amount and hydrogen charging amount in the hydrogen engine, thereby improving combustion efficiency.

Description

Technical Field

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

[0002] To address environmental pollution and further reduce fuel consumption in vehicle internal combustion engines, the industry has proposed using hydrogen fuel for engines, known as hydrogen engines. A hydrogen engine works by injecting hydrogen into a cylinder, mixing it with air, and igniting it with a spark plug. The resulting high-temperature, high-pressure gas pushes the piston, generating 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 reserved for air in the cylinder. 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. 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 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 operating 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] 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 volume of air affected by the charging of hydrogen and 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 charge corresponding to the current operating condition of the vehicle are obtained and analyzed to determine the air volume charged during the process of charging the first hydrogen charge during the hydrogen charging period, i.e., the first air volume; based on the first air volume, the target volume of the cylinder, and a preset ratio, the target air charge required to be charged into the cylinder during the actual control process is determined; and the hydrogen engine is controlled based on the target air charge and the first hydrogen charge. In combination with the current operating condition of the vehicle, the volume of the engine cylinder, and the preset ratio, the air charge and hydrogen charge required to be charged into the cylinder are determined to ensure that the air charge and hydrogen charge match the current operating condition, thereby improving the accuracy of the air charge and hydrogen charge; the ratio between the air charge and the hydrogen charge can also reach the preset ratio, thereby ensuring the combustion efficiency of the gas fuel and reducing 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 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;

[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 and hydrogen charging periods are combined to determine whether there is overlap between the two periods. Based on the different target states and the first hydrogen charge, the second hydrogen charge and the first air volume are determined for the current state. By distinguishing the target states, the accuracy and convenience of determining the second hydrogen charge can be improved, thereby ensuring the accuracy of the subsequent calculation of the target air charge and improving the efficiency of determining the target air charge.

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

[0018] If the target state is the first state, the preset charging amount is determined to be the second hydrogen charging amount; wherein the first state is used to indicate that the air charging period and the hydrogen charging period do not overlap;

[0019] If the target state is the second state, determining a second hydrogen charging amount 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 the air charging period and the hydrogen charging period partially overlap;

[0020] If the target state is the 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.

[0021] In the above technical solution, 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 charge based on the air charge period, the hydrogen charge period, and the first hydrogen charge includes:

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

[0024] A second hydrogen charge is determined based on the first ratio and the first hydrogen charge.

[0025] In the above technical solution, when the target state is the second state, the hydrogen charge has a partial effect on the air; based on the air charge period and the hydrogen charge period, a first ratio is calculated; 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, determining a target pressure value 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 of hydrogen 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 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.

[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 is charged 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.

[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, a second air volume that can be filled into the cylinder is first determined based on the target cylinder capacity and the first air volume; the second air volume is converted into the first air charge; and then the target air charge is determined based on the first air charge, the first hydrogen charge, and a preset ratio. This ensures that the ratio between the target air charge and the first hydrogen charge reaches the preset ratio, thereby improving the reaction efficiency between hydrogen and air and, consequently, the combustion efficiency of the engine.

[0039] In combination with the first aspect and the above implementations, in some possible implementations, determining the 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 predetermined ratio, a target air charge is determined based on the first hydrogen charge and the predetermined 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 differs from the preset ratio, indicating that adjustment is required, a target air charge is determined based on the first hydrogen charge and the preset ratio. This improves the accuracy of determining the target air charge; the target air charge is re-determined only when the second ratio differs from the preset ratio, 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, configured 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 operating condition; wherein the preset ratio is a ratio between the hydrogen charging amount and the air charging amount; and a start time of the air charging period is before a start time of the hydrogen charging period;

[0045] a first determining module configured 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 volume of air affected by the charging of hydrogen and not charged into the cylinder;

[0046] a second determining 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 some possible implementations, the first determination module 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; and 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 further 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 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 implementation, 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 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 implementation methods, in some possible implementation methods, 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; 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 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.

[0054] In combination with the second aspect and the above-mentioned implementation, in some possible implementations, the second determination module is further 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 configured to store executable program code, and the processor is configured to retrieve and execute the executable program code from the memory, so that the vehicle executes the method of 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 of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0058] Figure 1 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 This is a target state diagram provided by an embodiment of the present application;

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

[0062] Figure 5 This 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 This is a schematic structural 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 following will clearly and thoroughly describe the technical solutions in this application in conjunction with the accompanying drawings. In the description of the embodiments of this 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 this application, "multiple" means two or more than two.

[0067] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of technical features indicated. Therefore, 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), nitrogen oxides (NO x), particulate matter (PM) and other pollutants, causing serious pollution to the environment. Therefore, a green and environmentally friendly engine - the hydrogen engine is proposed. The combustion product of the 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. As a clean energy, hydrogen can be produced through various means, such as water electrolysis, biomass energy conversion, etc., which helps to achieve the diversification of the 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 includes at least an intake pipe 101 for sucking air into the cylinder; an intake pipe 102 for injecting hydrogen fuel into the cylinder; an exhaust pipe 103 for removing exhaust gas from the cylinder; a piston 104 connected to a crankshaft 106 through a connecting rod 105 for converting linear motion into rotational motion; the connecting rod 105 connects the piston 104 and the crankshaft 106 to convert the reciprocating linear motion of the piston 104 into the rotational motion of the crankshaft; the crankshaft 106 is used to receive the force from the connecting rod 105 and convert it into rotational motion to output the mechanical energy of the engine.

[0070] The working process of the engine cylinder generally includes intake stroke, compression stroke, combustion stroke and exhaust stroke. In the intake stroke, the piston 104 moves from the Figure 1 As shown in (b), the top dead center 109 moves toward the bottom dead center 110. Both the intake pipe 101 and the exhaust pipe 102 are open, drawing fresh air and hydrogen into the cylinder. The distance between the top dead center 109 and the bottom dead center 110 is the travel distance of the piston 104. During the compression stroke, the piston 104 moves from the bottom dead center 110 to the top dead center 109. Both the intake and exhaust pipes are closed. As the piston 104 rises, the gas in the cylinder is compressed. During the combustion stroke, the spark plug ignites the high-temperature, high-pressure mixed gas, pushing the piston 104 downward. During the exhaust stroke, the piston 104 moves from the bottom dead center 110 to the top dead center 109. The exhaust pipe 103 opens, pushing the burned exhaust gas out of the cylinder. After exhaust is complete, the cylinder is ready to begin the next intake stroke, and the cycle repeats. To leave space for the mixed gas to burn, area 107 in the cylinder 100 is the effective volume of the cylinder, which is used to accommodate the inhaled air and hydrogen.

[0071] It should be noted that hydrogen engines may include single-cylinder engines and multi-cylinder engines. 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 some 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 relatively suitable 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, which is equipped with a hydrogen engine. 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 can be charged during the hydrogen charging process is determined. According to the air charging amount and a preset ratio, the air charging amount that needs to be charged into the cylinder is determined so that the air and hydrogen charged into the cylinder can reach a preset ratio to ensure combustion efficiency and reduce pollutant emissions.

[0075] Figure 2 1 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 vehicles equipped with hydrogen engines.

[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 operating condition.

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

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

[0080] In one implementation, if the cylinder diameter and piston stroke of a single cylinder are known, the following formula can be used: Calculate the target volume of the cylinder. 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; hydrogen engines are 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 air have enough time to mix. Under the low-load condition, 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 the medium-load condition, 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 the high-load condition, 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 expressed using a time parameter; or may be expressed using a crankshaft angle 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] For example, for a four-stroke engine, each operating cycle includes two complete crankshaft rotations, or 720 crankshaft degrees, because each stroke corresponds to half a crankshaft rotation, or 180 crankshaft degrees. The air and hydrogen charging periods can be described using crankshaft angles relative to top dead center and bottom dead center. For example, the air charging period can be described as opening at 10 crankshaft angles before top dead center and continuing until it is fully closed at 50 crankshaft angles after top dead center. Because the air charging period typically spans the intake stroke and a portion of the compression stroke, the total crankshaft angle that the intake valve is open is: 180° + 50° - 10° = 220°; the hydrogen charging period can be described as 10 to 15 crankshaft angles before 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 current operating condition can be determined by monitoring data from the engine speed sensor, throttle position sensor, accelerator pedal position sensor, air flow sensor, manifold absolute pressure sensor (MAP sensor), and vehicle speed sensor. The ECU reads the data from these sensors and combines it with preset thresholds and logic algorithms to determine the current operating condition.

[0089] For example, 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 first hydrogen charging amount under the current working condition of the vehicle can be determined.

[0091] It should be noted that the values ​​of the 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 the various parameters and the method of obtaining the 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 volume of air 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 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;

[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 operation of a hydrogen engine, the intake valve opens, allowing fresh air to be drawn into the cylinder through the intake pipe. Hydrogen injection can occur before or after the intake valve closes. The hydrogen injected into the cylinder has different impacts on the required air volume during different hydrogen charging periods. By determining whether there is overlap between the air charging period and the hydrogen charging period, the second hydrogen charge that can be injected during the hydrogen charging period can be determined, thereby obtaining the first air volume corresponding to the second hydrogen charge.

[0099] In this embodiment of the present application, the air filling period and the hydrogen filling period are combined to determine whether there is overlap between the two periods. Based on different target states and the first hydrogen filling amount, the second hydrogen filling amount and the first air volume under the current state are determined. By distinguishing the target states, the accuracy and convenience of determining the second hydrogen filling amount can be improved, thereby ensuring the accuracy of subsequent calculations of the target air filling amount and improving the efficiency of determining the target air filling amount.

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

[0101] Get the current intake temperature and intake 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 number of moles of hydrogen, which can be determined based on 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 number of moles can be determined to be 500 mol.

[0107] In one implementation, whether the two periods overlap and the degree of overlap may be determined by determining 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 3This 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 filling period and the hydrogen filling 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 filling period and the hydrogen filling 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 charge may include:

[0110] If the target state is the first state, the preset charging amount is determined to be the second hydrogen charging amount; wherein the first state is used to indicate that the air charging period and the hydrogen charging period do not overlap;

[0111] If the target state is the second state, determining a second hydrogen charging amount 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 the air charging period and the hydrogen charging period partially overlap;

[0112] If the target state is the 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.

[0113] Among them, the preset charging 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 partial overlap between the air charging period and the hydrogen charging period, and some hydrogen 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 charge may include:

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

[0118] A second hydrogen charge is determined based on the first ratio and the first hydrogen charge.

[0119] For example, the start time of the air filling period is IVO; the end time of the air filling period is IVC; the start time of the hydrogen filling period is SOI; and the end time of the hydrogen filling 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] Wherein, m2 is the second hydrogen charge, and m1 is the first hydrogen charge.

[0124] Figure 4 This is a schematic diagram of a calculation process of a second hydrogen charge 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; based on the air charge period and the hydrogen charge period, a first ratio is calculated; 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] For example, 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 the 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 process of determining the first air charge may be as shown in Formula 4 and Formula 5:

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

[0135]

[0136] Wherein, 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, can 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 primarily composed of nitrogen, oxygen, hydrogen, carbon dioxide, and other gases. The average molar mass of these gases can be calculated to determine the correspondence between the molar number and the air mass. The calculated mass of 1 mol of air is approximately 28.97 grams. After determining n2, multiplying it by 28.97 grams yields the first air charge.

[0139] In the embodiment of the present application, a second air volume that can be filled into the cylinder is first determined based on the target cylinder capacity and the first air volume; the second air volume is converted into the first air charge; and then the target air charge is determined based on the first air charge, the first hydrogen charge, and a preset ratio. This ensures that the ratio between the target air charge and the first hydrogen charge reaches the preset ratio, thereby improving the reaction efficiency between hydrogen and air and thereby improving the combustion efficiency of the engine.

[0140] In one implementation, a process of determining a target air charge based on the first air charge, the first hydrogen charge, and a preset ratio 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 predetermined ratio, a target air charge is determined based on the first hydrogen charge and the predetermined 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 the difference between the target ratio and the preset ratio is small, 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 the difference between the target ratio and the preset ratio is large, 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 differs from the preset ratio, indicating that adjustment is required, a target air charge is determined based on the first hydrogen charge and the preset ratio. This improves the accuracy of determining the target air charge. The target air charge is re-determined only when the second ratio differs from the preset ratio, thereby improving the effectiveness of determining the target air charge.

[0145] Figure 5 This is a schematic diagram of a calculation process of a first air charge provided by 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 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, determining a target pressure value 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 of hydrogen into the cylinder.

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

[0152] Optionally, a correspondence between a target air charge and a target pressure value may be preset. 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 target air charge of air into the cylinder at the target pressure value, and charge the first hydrogen charge of hydrogen 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] For example, when the target state is the first state, the hydrogen charge does 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 first hydrogen charge can be reduced to obtain a target 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 to charge 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, during the process of controlling the hydrogen engine according to the target air charge, the current air charge already 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 an embodiment of the present application, the air charging period, hydrogen charging period, and first hydrogen charge corresponding to the current operating condition of the vehicle are obtained and analyzed to determine the air volume charged during the process of charging the first hydrogen charge during the hydrogen charging period, i.e., the first air volume. Based on the first air volume, the target volume of the cylinder, and a preset ratio, the target air charge required to be charged into the cylinder during the actual control process is determined. The hydrogen engine is then controlled based on the target air charge and the first hydrogen charge. By combining the current operating condition of the vehicle, the volume of the engine cylinder, and the preset ratio, the air charge and hydrogen charge required to be charged into the cylinder are determined, ensuring that the air charge and hydrogen charge match the current operating condition and improving the accuracy of the air charge and hydrogen charge. The ratio between the air charge and the hydrogen charge can also reach the preset ratio, thereby ensuring the combustion efficiency of the gas fuel and reducing the emission of pollutants.

[0162] Figure 6 FIG2 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 vehicles equipped with hydrogen engines.

[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 operating condition.

[0165] The target volume is the volume of the hydrogen engine cylinder used to accommodate gas 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 charging period is before the start time of the hydrogen charging period.

[0166] Exemplarily, the current operating condition is determined by 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 is not repeated here.

[0168] S602 : Determine 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 embodiment of the present application is not repeated here.

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

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

[0174] For example, 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 0.

[0175] Optionally, the implementation of S603 can refer to Figure 2 The relevant description of S202 in the embodiment of the present application is not 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] For example, 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 based on 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 is not repeated here.

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

[0181] For example, by multiplying the first ratio by the first hydrogen charge, the amount of air charged during the hydrogen charging time, ie, the second hydrogen charge, can be determined.

[0182] Optionally, the implementation of S605 can refer to Figure 2 The relevant description of S202 in the embodiment of the present application is not 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 charging period and the hydrogen charging 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 affect 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 embodiment of the present application is not repeated here.

[0187] S607 : Determine a first air volume based on the second hydrogen charge.

[0188] Illustratively, 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 embodiment of the present application is not 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. By subtracting the first air volume from the target volume, the second air volume, ie, the volume of air that can actually be filled into the cylinder, can be obtained.

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

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

[0194] For example, 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 is not repeated here.

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

[0197] Illustratively, 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 is not 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, combined with the first hydrogen charge, so that the second ratio can reach the preset ratio, thereby improving the combustion efficiency of the fuel.

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

[0202] Optionally, a certain error value is set. When the error 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 is not 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] For example, 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, maintaining 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 embodiment of the present application is not repeated here.

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

[0209] Illustratively, 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 embodiment of the present application 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] For example, when the target state is the first state, the hydrogen charge does 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 embodiment of the present application 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 embodiment of the present application is not repeated here.

[0218] In the embodiment of the present application, it is first determined whether there is overlap between the air charging period and the hydrogen charging period corresponding to the current working condition; a second hydrogen charge is determined for different states; the second hydrogen charge is then converted into a first air volume, which is subtracted from the target volume of the cylinder to obtain a second air volume that can actually be accommodated in the cylinder; the ratio between the converted first air charge and the first hydrogen charge is compared with a preset ratio to determine whether it needs to be adjusted; if the two ratios are different, the target air charge is determined by combining the first hydrogen charge and the preset ratio to control the hydrogen engine. This improves the accuracy of determining the target air charge; ensures that the ratio of the air charge to the hydrogen charge is a relatively optimal ratio, thereby ensuring sufficient combustion of the mixed gas, improving the combustion efficiency of the engine, and reducing the emission of pollutants.

[0219] Combined with 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 devices 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] An acquisition module 701 is configured to acquire a target cylinder volume of the hydrogen engine, a preset ratio, and an air charging period, a hydrogen charging period, and a first hydrogen charging amount corresponding to a current operating 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;

[0223] A first determining module 702 is configured 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 volume of air affected by the hydrogen charging and not charged into the cylinder;

[0224] a second determining module 703 for determining 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 configured to determine a target state based on the air filling period and the hydrogen filling period; wherein the target state is configured to indicate whether there is overlap between the air filling period and the hydrogen filling period; determine a second hydrogen filling amount based on the target state and the first hydrogen filling amount; and determine a first air volume based on the second hydrogen filling amount.

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

[0228] In a possible implementation, the first determining 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 further configured 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 further configured to, if the target state is the first state, determine a target hydrogen charge based on the target air charge and a preset ratio; and 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 configured 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 one 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, determine a target air charge based on the first hydrogen charge and the preset ratio.

[0233] It should be noted that the above-mentioned 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 aforementioned functionality. The hardware circuit may include an application specific integrated circuit (ASIC), an electronic circuit, a processor (e.g., a shared processor, a dedicated processor, or a group of processors) and memory for executing one or more software or firmware programs, combined logic circuits, and / or other suitable components that support the described functionality.

[0235] Therefore, the units of each example described in the embodiments of this 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. Professionals and technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[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 executable program code, and the processor is used to call and execute the executable program code to perform a vehicle control method provided by an embodiment of the present application.

[0239] In this embodiment, the device can be divided into functional modules based on the above-described method examples. For example, each functional module can be mapped to a specific functional module, or two or more functions can be integrated into a single processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and represents only a logical functional division. In actual implementation, other division methods may be used.

[0240] In the case of dividing the functional modules into corresponding functional modules, the device may further include an acquisition module, a first determination module, a second determination module, and a control module. It should be noted that all relevant contents of the various steps involved in the above method embodiment can be referred to the functional description of the corresponding functional modules and 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 used in a vehicle, the processing module may be used to control and manage the vehicle's movements. The storage module may be used to support the vehicle's execution of program codes, etc.

[0243] The processing module may be a processor or controller that implements or executes the 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 a digital signal processing (DSP) and a microprocessor, and the storage module may be a memory.

[0244] In addition, the device provided in the embodiments of the present application can 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 embodiment.

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

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

[0247] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods 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 distributed and completed by 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 this 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 merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, 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 content is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A vehicle control method, characterized in that: The vehicle is equipped with a hydrogen engine, and the method includes: Obtaining a target volume of the 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 operating 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; 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 volume of air 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 includes: 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; The first air volume is determined based on the second hydrogen charge.

3. The method according to claim 2, characterized in that The determining a second hydrogen charge based on the target state and the first hydrogen charge includes: If the target state is a first state, determining the preset charging amount as the second hydrogen charging amount; wherein the first state is used to indicate that the air charging period and the hydrogen charging period do not overlap; If the target state is a second state, determining the second hydrogen charging amount 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 the air charging period and the hydrogen charging period partially overlap; If the target state is a third state, the first hydrogen charge is determined to be the second hydrogen charge; wherein the third state is used to indicate that the air charge period and the hydrogen charge period completely overlap.

4. The method according to claim 3, characterized in that The determining the second hydrogen charge amount based on the air charge period, the hydrogen charge period, and the first hydrogen charge amount includes: 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, determining a target pressure value 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 into the cylinder at the target pressure value, and to charge the first hydrogen charge 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 includes: 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, configured to acquire a target volume of a 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 a current operating condition; wherein the preset ratio is a ratio between the hydrogen charging amount and the air charging amount; and a start time of the air charging period is before a start time of the hydrogen charging period; a first determining module configured 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 volume of air affected by the charging of hydrogen and not charged into the cylinder; a second determining 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 code; A processor is 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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