Rotating speed control method and device and electronic equipment

Abstract

The invention discloses a rotating speed control method and device and electronic equipment, and relates to the technical field of engines. The method comprises the steps that the following rotating speed adjusting process is executed circularly until the downstream temperature of a DPF meets a preset condition after rotating speed adjustment, and it is determined that rotating speed adjustment is completed: it is determined that a user has a driving demand, and a target vehicle is in a parking regeneration cooling stage; when it is determined that a rotating speed control mode is triggered based on the current DPF downstream temperature, a rotating speed reduction coefficient is determined based on the driving speed of the target vehicle and the DPF downstream temperature according to the pre-configured corresponding relation of the rotating speed reduction coefficient, the driving speed of the target vehicle and the DPF downstream temperature; under the same driving speed in the corresponding relation, the higher the downstream temperature of the DPF is, the larger the corresponding rotating speed reduction coefficient is; and adjusting the engine speed of the target vehicle based on the reference speed and the speed reduction coefficient. The method can improve the driving feeling and safety of the user.

Description

Technical Field

[0001] The present application mainly relates to the field of engine technology, and in particular to a speed control method, device and electronic equipment. Background Art

[0002] At present, in order to meet the increasingly stringent emission standards, National VI diesel engines are usually equipped with a particulate filter (DPF). The particulate filter captures solid carbon particles in the exhaust gas through a wall-flow pipeline. When the carbon particles are captured to a certain extent, they are burned through parking regeneration and other methods, thereby reducing the pollutant content in the emissions.

[0003] The parking regeneration process includes the starting stage, heating stage, injection stage and cooling stage in sequence. From the starting stage to the injection stage, in order to avoid damage to the after-treatment system actuator due to high temperature, the engine speed will gradually increase to a higher value. During the cooling stage, the engine speed will gradually decrease.

[0004] In specific implementation, if the user has driving needs during the cooling stage, the vehicle can be controlled. However, since the engine speed is still at a relatively high value at this time, it does not match the needs of the gearbox, and thus will affect the user's shifting operations, thereby reducing the user's driving experience and safety. Summary of the invention

[0005] The present application provides a speed control method, device and electronic device for reasonably reducing the engine speed while meeting the temperature reduction requirements of post-processing components, thereby improving the user's driving experience and safety.

[0006] In a first aspect, the present application provides a speed control method, comprising:

[0007] The following speed adjustment process is executed cyclically until the DPF downstream temperature meets the preset conditions after the speed adjustment, and the speed adjustment is determined to be completed:

[0008] Determining that the user has a driving demand and the target vehicle is in a cooling stage of parking regeneration;

[0009] When determining to trigger the speed control mode based on the current DPF downstream temperature, the speed reduction coefficient is determined based on the driving speed of the target vehicle and the DPF downstream temperature according to a pre-configured conversion relationship; wherein the conversion relationship is: a corresponding relationship between the speed reduction coefficient, the driving speed of the target vehicle and the DPF downstream temperature; in the corresponding relationship, at the same driving speed, the higher the DPF downstream temperature, the larger the corresponding speed reduction coefficient;

[0010] The engine speed of the target vehicle is adjusted based on the reference speed of the engine of the target vehicle and the speed reduction coefficient.

[0011] Based on the above method, when the user has driving needs and the vehicle is in the cooling stage of parking regeneration, the speed control mode is triggered by the DPF downstream temperature. After the speed control mode is triggered, the speed reduction coefficient is determined based on the driving speed and the DPF downstream temperature, and the current speed is adjusted based on the speed reduction coefficient, which can reduce the current engine speed of the vehicle, thereby improving the user's shifting and driving experience; after the speed is adjusted, based on whether the DPF downstream temperature after the speed adjustment meets the preset conditions, it is determined whether the currently adjusted speed meets the temperature reduction requirements of the post-processing equipment. If the temperature reduction requirements are not met, the speed is adjusted again through a cyclic adjustment method, which achieves the goal of reducing the speed while taking into account the needs of the post-processing components.

[0012] In an optional implementation, the above-mentioned determination of the DPF downstream temperature to trigger the speed control mode includes:

[0013] If the DPF downstream temperature is lower than a first temperature threshold, determining to trigger the speed control mode; and / or

[0014] If the temperature change rate of the DPF downstream temperature is greater than the first preset temperature drop rate, it is determined that the speed control mode is triggered.

[0015] In an optional implementation, the above preset condition is:

[0016] After the speed adjustment, the DPF downstream temperature is lower than the second temperature threshold; or

[0017] After the speed adjustment, the DPF downstream temperature is lower than the second temperature threshold, and the temperature change rate of the DPF downstream temperature is greater than the second preset temperature drop rate.

[0018] In an optional embodiment, the preset condition is that the DPF downstream temperature after the speed adjustment is lower than the second temperature threshold, and the temperature change rate of the DPF downstream temperature is greater than the second preset temperature drop rate;

[0019] In a speed adjustment process, after adjusting the engine speed of the target vehicle based on the reference speed of the engine of the target vehicle and the speed reduction coefficient, the method further includes:

[0020] Determining whether the temperature change rate of the DPF downstream temperature is greater than the second preset temperature drop rate;

[0021] If it is not greater than the second preset temperature drop rate, the following operations are performed cyclically until the temperature change rate of the DPF downstream temperature after the speed adjustment is greater than the second preset temperature drop rate: adjusting the current engine speed of the target vehicle based on the temperature change rate of the current DPF downstream temperature, the reference speed and the speed reduction coefficient;

[0022] If it meets the above preset temperature change trend, it is determined whether the DPF downstream temperature after the speed adjustment is lower than the above second temperature threshold.

[0023] In an optional embodiment, the current engine speed of the target vehicle is adjusted based on the temperature change rate of the current DPF downstream temperature, the reference speed, and the speed reduction coefficient, including:

[0024] Based on the temperature change rate of the current DPF downstream temperature, the correction factor used in the most recent cycle is adjusted;

[0025] The speed reduction coefficient is corrected based on the adjusted correction coefficient, and the current engine speed of the target vehicle is adjusted based on the corrected speed reduction coefficient and the reference speed.

[0026] In an optional implementation, the reference speed is: during the first speed adjustment process, when it is determined that the user has a driving demand and the target vehicle is in a cooling stage of parking regeneration, the actual speed of the engine.

[0027] In a second aspect, the present application provides a speed control device, including a first determination module, a second determination module and an adjustment module, for cyclically executing the following speed adjustment process until the DPF downstream temperature after the speed adjustment meets a preset condition, and then determining that the speed adjustment is completed; wherein, during one speed adjustment process:

[0028] The first determination module is used to determine that the user has a driving demand and the target vehicle is in a cooling stage of parking regeneration;

[0029] The second determination module is used to determine the speed reduction coefficient based on the driving speed of the target vehicle and the DPF downstream temperature according to a pre-configured conversion relationship when determining to trigger the speed control mode based on the current DPF downstream temperature; wherein the conversion relationship is: a corresponding relationship between the speed reduction coefficient, the driving speed of the target vehicle and the DPF downstream temperature; in the corresponding relationship, at the same driving speed, the higher the DPF downstream temperature, the larger the corresponding speed reduction coefficient;

[0030] The adjustment module is used to adjust the engine speed of the target vehicle based on the reference speed and speed reduction coefficient of the engine of the target vehicle.

[0031] In an optional implementation manner, the second determining module is specifically configured to:

[0032] If the DPF downstream temperature is lower than a first temperature threshold, determining to trigger the speed control mode; and / or

[0033] If the temperature change rate of the DPF downstream temperature is greater than the first preset temperature drop rate, it is determined that the speed control mode is triggered.

[0034] In an optional implementation, the above preset condition is:

[0035] After the speed adjustment, the DPF downstream temperature is lower than the second temperature threshold; or

[0036] After the speed adjustment, the DPF downstream temperature is lower than the second temperature threshold, and the temperature change rate of the DPF downstream temperature is greater than the second preset temperature drop rate.

[0037] In an optional embodiment, the preset condition is that the DPF downstream temperature after the speed adjustment is lower than the second temperature threshold, and the temperature change rate of the DPF downstream temperature is greater than the second preset temperature drop rate;

[0038] After adjusting the engine speed of the target vehicle, the second determination module is further used to:

[0039] Determine whether the temperature change rate of the above-mentioned DPF downstream temperature is greater than the above-mentioned second preset temperature drop rate; if it is not greater than the above-mentioned second preset temperature drop rate, then loop the following operations until the temperature change rate of the DPF downstream temperature after speed adjustment is greater than the above-mentioned second preset temperature drop rate: based on the temperature change rate of the current DPF downstream temperature, the above-mentioned reference speed and the above-mentioned speed reduction coefficient, adjust the current engine speed of the above-mentioned target vehicle; if it conforms to the above-mentioned preset temperature change trend, determine whether the DPF downstream temperature after speed adjustment is lower than the above-mentioned second temperature threshold.

[0040] In an optional implementation manner, the second determining module is specifically configured to:

[0041] Based on the temperature change rate of the current DPF downstream temperature, the correction factor used in the most recent cycle is adjusted;

[0042] The speed reduction coefficient is corrected based on the adjusted correction coefficient, and the current engine speed of the target vehicle is adjusted based on the corrected speed reduction coefficient and the reference speed.

[0043] In an optional implementation, the reference speed is: during the first speed adjustment process, when it is determined that the user has a driving demand and the target vehicle is in a cooling stage of parking regeneration, the actual speed of the engine.

[0044] In a third aspect, the present application provides an electronic device, including:

[0045] Memory, used to store computer programs;

[0046] The processor is used to implement the steps of the above-mentioned speed control method when executing the computer program stored in the memory.

[0047] In a fourth aspect, the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the above-mentioned speed control method are implemented.

[0048] In a fifth aspect, the present application provides a computer program product, including a computer program:

[0049] When the computer program is executed by the processor, the steps of the above-mentioned speed control method are implemented.

[0050] For each of the above-mentioned aspects from the second to the fifth aspects and the technical effects that may be achieved by each of the aspects, please refer to the above-mentioned description of the technical effects that can be achieved by the first aspect and the various possible solutions in the first aspect, and no further details will be given here. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] Figure 1 A flow chart of a speed control method provided in an embodiment of the present application;

[0052] Figure 2 A schematic diagram of a speed adjustment process provided in an embodiment of the present application;

[0053] Figure 3 A schematic diagram of a speed control device provided in an embodiment of the present application;

[0054] Figure 4 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0055] In order to make the purpose, technical solutions and advantages of the present application clearer, the present application will be further described in detail below in conjunction with the accompanying drawings. The specific operating methods in the method embodiments can also be applied to device embodiments or system embodiments. It should be noted that in the description of the present application, "multiple" is understood as "at least two". "And / or" describes the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. A is connected to B, which can represent: A is directly connected to B and A is connected to B through C. In addition, in the description of the present application, words such as "first" and "second" are only used to distinguish the purpose of description, and cannot be understood as indicating or implying relative importance, nor can they be understood as indicating or implying order.

[0056] Before introducing the speed control method provided in the embodiment of the present application, some concepts or technical terms mentioned in the embodiment of the present application are briefly introduced.

[0057] (1) Diesel Particulate Filter (DPF): A ceramic filter installed in the engine exhaust system that captures particulate emissions before they enter the atmosphere.

[0058] (2) Parking regeneration: When the soot mass reaches the parking regeneration limit, the user parks the vehicle in a suitable safe position and manually presses the switch to actively trigger the elimination of the carbon load in the particulate filter.

[0059] Further, based on the above concepts or technical terms, the design concept of the embodiment of the present application is briefly introduced below:

[0060] At present, in order to meet the increasingly stringent emission standards, National VI diesel engines are usually equipped with DPF. DPF captures solid carbon particles in the exhaust gas through wall-flow pipes. When the carbon particles are captured to a certain extent, they are burned through parking regeneration and other methods, thereby reducing the pollutant content in the emissions.

[0061] The parking regeneration process includes the starting stage, heating stage, injection stage and cooling stage in sequence. From the starting stage to the injection stage, in order to avoid damage to the after-treatment system actuator due to high temperature, the engine speed will gradually increase to a higher value. During the cooling stage, the engine speed will gradually decrease.

[0062] In specific implementation, if the user has driving needs during the cooling stage, the vehicle can be controlled. However, since the engine speed is still at a relatively high value at this time, it does not match the needs of the gearbox, and thus will affect the user's shifting operations, thereby reducing the user's driving experience and safety.

[0063] In view of this, in order to reasonably reduce the engine speed while meeting the temperature reduction requirement of the post-processing components, the embodiment of the present application provides a speed control method, which specifically includes:

[0064] The following speed adjustment process is executed cyclically until the DPF downstream temperature meets the preset conditions after the speed adjustment, and the speed adjustment is determined to be completed:

[0065] Determining that the user has a driving demand and the target vehicle is in a cooling stage of parking regeneration;

[0066] When determining to trigger the speed control mode based on the current DPF downstream temperature, the speed reduction coefficient is determined based on the driving speed of the target vehicle and the DPF downstream temperature according to a pre-configured conversion relationship; wherein the conversion relationship is: a correspondence between the speed reduction coefficient, the driving speed of the target vehicle and the DPF downstream temperature; in the correspondence relationship, at the same driving speed, the higher the DPF downstream temperature, the larger the corresponding speed reduction coefficient;

[0067] The speed of the engine is adjusted based on a reference speed of the engine of the target vehicle and a speed reduction coefficient.

[0068] It should be noted that the above-mentioned target vehicle refers to any vehicle that needs to execute the above-mentioned speed control method.

[0069] In the embodiment of the present application, the above method can be applied to the engine controller in the target vehicle, specifically to the electronic control unit (ECU). The engine controller ECU is also called "driving computer" or "on-board computer". Like an ordinary computer, it is composed of a microcontroller (MCU), memory (ROM, RAM), input / output interface (I / O), analog-to-digital converter (A / D), and large-scale integrated circuits such as shaping and driving.

[0070] The speed control method in the embodiment of the present application is described in detail below in conjunction with the accompanying drawings. It should be noted that the speed control method given in the embodiment of the present application is applied to the cooling stage of parking regeneration.

[0071] Reference Figure 1 The figure is a flow chart of a speed control method provided by an embodiment of the present application, and the specific implementation process of the method is as follows:

[0072] Step S101, determining that the user has a driving demand and the target vehicle is in a cooling stage of parking regeneration;

[0073] In the embodiment of the present application, the condition for determining that the user has a driving demand may be: the current speed of the target vehicle is greater than a preset speed, wherein the value of the preset speed may be set based on demand, for example, set to zero. In addition, the condition may also be set to: receiving a vehicle driving instruction sent by the user.

[0074] In some embodiments, it is possible to first determine whether the target vehicle is in the cooling stage of parking regeneration. If it is not in this stage, the current speed adjustment process is terminated directly. If it is in this stage, it is determined whether the user has a driving demand. If there is a driving demand, the subsequent steps are executed. If there is no driving demand, the current speed adjustment process is terminated directly.

[0075] Optionally, the above judgment order may be reversed, that is, first determine whether the user has a driving demand, and then determine whether the target vehicle is in the cooling stage of parking regeneration when there is a driving demand.

[0076] It should be noted that when it is determined that the user has no driving demand, or the target vehicle is not currently in the cooling stage of parking regeneration, it can be determined that there is no need to adjust the speed. At this time, the current speed adjustment process is terminated, that is, the steps described in the subsequent steps S102-105 are no longer executed.

[0077] In some embodiments, a reference speed of the engine of the target vehicle is provided in the present application. The reference speed may be a pre-set fixed speed (the fixed speed may be set to the cooling stage of the target vehicle during parking regeneration), or may be: during the first speed adjustment process, when it is determined that the user has a driving demand and the target vehicle is in the cooling stage of parking regeneration, the actual speed of the engine of the target vehicle.

[0078] Step S102, when determining to trigger the speed control mode based on the current DPF downstream temperature, determining the speed reduction coefficient based on the driving speed of the target vehicle and the DPF downstream temperature according to a pre-configured conversion relationship;

[0079] The above conversion relationship refers to the corresponding relationship between the speed reduction coefficient, the driving speed and the DPF downstream temperature. In this corresponding relationship, at the same driving speed, the higher the DPF downstream temperature, the larger the corresponding speed reduction coefficient.

[0080] In some embodiments, the value of the speed reduction coefficient is between 0 and 1.

[0081] It should be noted that the above-mentioned corresponding relationship in the embodiment of the present application can be configured based on demand. It only needs to ensure that, at the same driving speed, the higher the temperature downstream of the DPF, the greater the corresponding speed reduction coefficient. Here, the larger the speed reduction coefficient, the smaller the corresponding speed reduction range.

[0082] In some embodiments, the above-mentioned conversion relationship can be configured in the form of a MAP diagram, which is a three-dimensional diagram, in which the three coordinate axes are respectively used to represent the driving speed, the DPF downstream temperature and the speed reduction coefficient; based on the MAP diagram, it is possible to determine the value of the corresponding speed reduction coefficient based on the driving speed and the DPF downstream temperature of the target vehicle.

[0083] In some embodiments, after the rotation speed reduction coefficient is determined based on the driving speed of the target vehicle and the temperature downstream of the DPF, the determined rotation speed reduction coefficient may be filtered.

[0084] In an optional embodiment, the above-mentioned determination of whether the DPF downstream temperature meets the conditions for triggering the speed control mode can be: if the DPF downstream temperature is lower than the first temperature threshold, it is determined that the speed control mode is triggered; and / or, if the temperature change rate of the DPF downstream temperature is greater than the first preset temperature drop rate, it is determined that the speed control mode is triggered.

[0085] In an embodiment of the present application, when the DPF downstream temperature is lower than the first temperature threshold, or the temperature change rate of the DPF downstream temperature is greater than the first preset temperature drop rate, it can be considered that there is no risk of high-temperature damage to the current post-processing components, and therefore subsequent speed adjustment operations can be performed.

[0086] In some embodiments, the temperature change rate of the DPF downstream temperature can be determined in the following manner: based on the internal structure and working principle of the target vehicle, an exhaust temperature model corresponding to the target vehicle is constructed, and the exhaust temperature model is used to predict the temperature change according to the exhaust gas temperature, the heat capacity of each component of the exhaust system, and the heat transfer. The current state parameters of the target vehicle (such as engine speed, engine state, exhaust gas temperature, DPF downstream temperature, etc.) are input into the exhaust temperature model to obtain the prediction result output by the exhaust temperature model, that is, the temperature change rate of the DPF downstream temperature.

[0087] In some embodiments, the determination method of whether the temperature change rate of the DPF downstream temperature is greater than the first preset temperature drop rate can be converted into: the time for the DPF downstream temperature to drop to the preset temperature is less than the preset time.

[0088] It should be noted that the values ​​of the first temperature threshold and the first preset temperature drop rate can be set based on demand.

[0089] Step S103, adjusting the engine speed of the target vehicle based on the reference speed and the speed reduction coefficient;

[0090] In some embodiments, the above adjustment process is specifically as follows: taking the product of the reference speed and the speed reduction coefficient as the target speed of the engine of the target vehicle; taking the target speed as the input of the speed coordinator of the target vehicle to adjust the engine speed of the target vehicle through the speed coordinator.

[0091] In one possible implementation, before adjusting the engine speed of the target vehicle based on the reference speed and the speed reduction coefficient, the embodiment of the present application first adjusts the speed reduction coefficient. The adjustment process is: correcting the speed reduction coefficient based on the correction coefficient (i.e., by multiplication). The initial value of the correction coefficient can be set based on demand, and its value is continuously iteratively updated in the loop process (the first loop operation below). The specific update process is detailed in step S104.

[0092] Step S104, determining whether the temperature downstream of the DPF after the speed adjustment meets the preset condition; if so, executing step S105, otherwise returning to executing step S101;

[0093] In some embodiments, the above preset conditions are: the DPF downstream temperature is lower than the second temperature threshold after the speed adjustment; or, the DPF downstream temperature is lower than the second temperature threshold after the speed adjustment, and the temperature change rate of the DPF downstream temperature is greater than the second preset temperature drop rate.

[0094] In some embodiments, the DPF downstream temperature after the speed adjustment is lower than the second temperature threshold, which may be: the DPF downstream temperature is lower than the second temperature threshold within a preset time after the speed adjustment.

[0095] It should be noted that the values ​​of the above-mentioned second temperature threshold and the second preset temperature drop rate can be set based on demand. Usually, the value of the second temperature threshold is smaller than the above-mentioned first temperature threshold, and the absolute value of the second preset temperature drop rate is smaller than the absolute value of the first preset temperature drop rate.

[0096] In a possible implementation, when the preset condition is that the DPF downstream temperature after the speed adjustment is lower than the second temperature threshold, and the temperature change rate of the DPF downstream temperature is greater than the second preset temperature drop rate, in a speed adjustment process, based on the reference speed and the speed reduction coefficient, after adjusting the engine speed of the target vehicle, the following operations need to be performed:

[0097] Determine whether the temperature change rate of the DPF downstream temperature is greater than the second preset temperature drop rate; it should be noted that the temperature change rate of the DPF downstream temperature can be determined based on the above exhaust temperature model;

[0098] If it is not greater than the second preset temperature drop rate, the following operation is cyclically performed (i.e., the first cyclic operation) until the temperature change rate of the DPF downstream temperature after the speed adjustment is greater than the second preset temperature drop rate: adjusting the current engine speed of the target vehicle based on the temperature change rate of the current DPF downstream temperature, the reference speed, and the speed reduction coefficient;

[0099] If it complies with the preset temperature change trend, it is determined whether the DPF downstream temperature after the speed adjustment is lower than the second temperature threshold.

[0100] In the embodiment of the present application, when making a judgment on the preset conditions, it is first determined whether the temperature change rate of the DPF downstream temperature is greater than the second preset temperature drop rate. If so, a judgment is performed on whether the DPF downstream temperature is lower than the second temperature threshold after the speed adjustment; if not, the above-mentioned first cycle operation is executed cyclically until the temperature change rate of the DPF downstream temperature is greater than the second preset temperature drop rate, and then a judgment is performed on whether the DPF downstream temperature is lower than the second temperature threshold after the speed adjustment.

[0101] In a specific implementation, the process of adjusting the current engine speed of the target vehicle based on the temperature change rate of the current DPF downstream temperature, the reference speed, and the speed reduction coefficient may include:

[0102] Based on the temperature change rate of the current DPF downstream temperature, adjusting the correction factor used in the most recent cycle process (i.e., the last first cycle operation);

[0103] The speed reduction coefficient is corrected based on the adjusted correction coefficient (ie, the adjusted correction coefficient is multiplied by the speed reduction coefficient), and the current engine speed of the target vehicle is adjusted based on the corrected speed reduction coefficient and the reference speed.

[0104] It should be noted that the specific manner of adjusting the correction coefficient in the embodiment of the present application is not limited, and it is only necessary to ensure that the value of the correction coefficient increases each time the adjustment is made; in some embodiments, the process of adjusting the correction coefficient may be:

[0105] determining a target difference between a rate of temperature change of a temperature downstream of the DPF and a second preset temperature drop rate;

[0106] Based on the corresponding relationship between the preset difference and the correction amount (it should be noted that the difference and the correction amount are in a positive relationship, that is, the larger the difference, the larger the correction amount), determine the target correction amount corresponding to the target difference, and add the value of the correction coefficient determined in the previous cycle to the target correction amount to obtain an updated correction coefficient.

[0107] It should be noted that if the temperature downstream of the DPF is in a temperature reduction state, that is, the temperature change rate of the temperature downstream of the DPF is the temperature drop rate, the above-mentioned target difference is the difference between the temperature change rate and the second preset temperature drop rate; if the temperature downstream of the DPF is in a temperature increase state, that is, the temperature change rate of the temperature downstream of the DPF is the temperature increase rate, then the above-mentioned target difference is the sum of the temperature change rate and the above-mentioned second preset temperature drop rate.

[0108] Step S105, determining that the speed adjustment is completed.

[0109] Based on the above method, when the user has driving needs and the vehicle is in the cooling stage of parking regeneration, the speed control mode is triggered by the DPF downstream temperature. After the speed control mode is triggered, the speed reduction coefficient is determined based on the driving speed and the DPF downstream temperature, and the current speed is adjusted based on the speed reduction coefficient, which can reduce the current engine speed of the vehicle, thereby improving the user's shifting and driving experience; after the speed is adjusted, based on whether the DPF downstream temperature after the speed adjustment meets the preset conditions, it is determined whether the currently adjusted speed meets the temperature reduction requirements of the post-processing equipment. If the temperature reduction requirements are not met, the speed is adjusted again through a cyclic adjustment method, which achieves the goal of reducing the speed while taking into account the needs of the post-processing components.

[0110] Reference Figure 2 The figure is a schematic diagram of a speed adjustment process provided by an embodiment of the present application. The embodiment of the present application provides an example of a speed adjustment process, which specifically includes:

[0111] Step S201, determining whether the target vehicle is in the cooling stage of parking regeneration; if yes, executing step S201, if no, executing step S211;

[0112] Step S202, determining whether the target vehicle's driving speed is greater than a preset speed; if yes, executing step S202, if no, executing step S211;

[0113] Step S203, determine whether the current DPF downstream temperature triggers the speed control mode; if yes, execute step S204, if no, execute step S211;

[0114] The conditions for determining whether the DPF downstream temperature triggers the speed control mode are:

[0115] By determining whether the temperature downstream of the DPF is lower than a first temperature threshold, it is determined whether the speed control mode is triggered (triggered when it is lower than the first temperature threshold); and / or, by determining whether the temperature change rate of the temperature downstream of the DPF is greater than a first preset temperature drop rate, it is determined whether the speed control mode is triggered (triggered when it is greater than the first preset temperature drop rate).

[0116] The temperature change rate of the DPF downstream temperature can be predicted by the exhaust temperature model. The specific prediction process is shown in the above step S102, which will not be repeated here.

[0117] Step S204, determining a speed reduction coefficient F1 according to a pre-configured MAP map based on the driving speed of the target vehicle and the temperature downstream of the DPF;

[0118] The three coordinate axes in the MAP are respectively used to represent the driving speed, the DPF downstream temperature and the speed reduction coefficient; and the corresponding relationship between the speed reduction coefficient, the driving speed and the DPF downstream temperature is recorded.

[0119] Step S205, filtering the speed reduction coefficient F1 to obtain the speed reduction coefficient F2;

[0120] Step S206: Correct the speed reduction coefficient F2 based on the correction coefficient F3 to obtain the speed reduction coefficient F ac ;

[0121] Step S207, reduce the speed by a factor F ac With reference speed N col Multiply them to get the target engine speed N req , and based on the target speed N req Make adjustments to the engine;

[0122] Step S208, determining whether the temperature change rate of the current DPF downstream temperature is greater than the second preset temperature drop rate; if so, executing step S210, if not, executing step S209;

[0123] The temperature change rate of the DPF downstream temperature can be predicted by an exhaust temperature model. The specific prediction process is shown in step S102, which will not be described again here.

[0124] Step S209, adjusting the correction coefficient F3 based on the temperature change rate of the DPF downstream temperature; and returning to step S206;

[0125] Step S210, determining whether the current DPF downstream temperature is lower than a second temperature threshold; if yes, executing step S211, if not, returning to executing step S201.

[0126] Step S211, determining that the speed adjustment is completed, that is, no further speed adjustment is performed.

[0127] Based on the same inventive concept, the embodiment of the present application also provides a speed control device, such as Figure 3As shown, the first determination module 301, the second determination module 302 and the adjustment module 303 of the device are used to cyclically execute the following speed adjustment process until the DPF downstream temperature meets the preset conditions after the speed adjustment, and then determine that the speed adjustment is completed; wherein, in one speed adjustment process:

[0128] The first determination module 301 is used to determine that the user has a driving demand and the target vehicle is in a cooling stage of parking regeneration;

[0129] The second determination module 302 is used to determine the speed reduction coefficient based on the driving speed of the target vehicle and the DPF downstream temperature according to a pre-configured conversion relationship when determining to trigger the speed control mode based on the current DPF downstream temperature; wherein the conversion relationship is: a correspondence between the speed reduction coefficient, the driving speed of the target vehicle and the DPF downstream temperature; in the correspondence relationship, at the same driving speed, the higher the DPF downstream temperature, the greater the corresponding speed reduction coefficient;

[0130] The adjustment module 303 is used to adjust the speed of the engine based on the reference speed and the speed reduction coefficient of the engine of the target vehicle.

[0131] In an optional implementation manner, the second determining module 302 is specifically configured to:

[0132] If the DPF downstream temperature is lower than a first temperature threshold, determining to trigger the speed control mode; and / or

[0133] If the temperature change rate of the DPF downstream temperature is greater than the first preset temperature drop rate, it is determined that the speed control mode is triggered.

[0134] In an optional implementation, the above preset condition is:

[0135] After the speed adjustment, the DPF downstream temperature is lower than the second temperature threshold; or

[0136] After the speed adjustment, the DPF downstream temperature is lower than the second temperature threshold, and the temperature change rate of the DPF downstream temperature is greater than the second preset temperature drop rate.

[0137] In an optional embodiment, the preset condition is that the DPF downstream temperature after the speed adjustment is lower than the second temperature threshold, and the temperature change rate of the DPF downstream temperature is greater than the second preset temperature drop rate;

[0138] After adjusting the engine speed of the target vehicle, the second determination module 302 is further used to:

[0139] Determine whether the temperature change rate of the above-mentioned DPF downstream temperature is greater than the above-mentioned second preset temperature drop rate; if it is not greater than the above-mentioned second preset temperature drop rate, then loop the following operations until the temperature change rate of the DPF downstream temperature after speed adjustment is greater than the above-mentioned second preset temperature drop rate: based on the temperature change rate of the current DPF downstream temperature, the above-mentioned reference speed and the above-mentioned speed reduction coefficient, adjust the current engine speed of the above-mentioned target vehicle; if it conforms to the above-mentioned preset temperature change trend, determine whether the DPF downstream temperature after speed adjustment is lower than the above-mentioned second temperature threshold.

[0140] In an optional implementation, the second determining module 302 is specifically configured to:

[0141] Based on the temperature change rate of the current DPF downstream temperature, the correction factor used in the most recent cycle is adjusted;

[0142] The speed reduction coefficient is corrected based on the adjusted correction coefficient, and the current engine speed of the target vehicle is adjusted based on the corrected speed reduction coefficient and the reference speed.

[0143] In an optional implementation, the reference speed is: during the first speed adjustment process, when it is determined that the user has a driving demand and the target vehicle is in a cooling stage of parking regeneration, the actual speed of the engine.

[0144] It should be noted here that the above-mentioned device provided in the embodiment of the present application can implement all the method steps in the above-mentioned speed control method embodiment, and can achieve the same technical effect. The parts and beneficial effects of this embodiment that are the same as the method embodiment will not be described in detail here.

[0145] Based on the same inventive concept, an electronic device is also provided in the embodiment of the present application, and the electronic device can realize the function of the aforementioned speed control method, referring to Figure 4 As shown, the electronic device includes:

[0146] At least one processor 401, and a memory 402 connected to the at least one processor 401. The specific connection medium between the processor 401 and the memory 402 is not limited in the embodiment of the present application. Figure 4 In the example, the processor 401 and the memory 402 are connected via the bus 400. The bus 400 is Figure 4 The connection between other components is shown by bold lines, and is not intended to be limiting. The bus 400 can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 4Only one thick line is used in the figure, but it does not mean that there is only one bus or one type of bus. Alternatively, the processor 401 can also be called a controller, and there is no limitation on the name.

[0147] In the embodiment of the present application, the memory 402 stores instructions that can be executed by at least one processor 401. The at least one processor 401 can execute the speed control method discussed above by executing the instructions stored in the memory 402. The processor 401 can implement Figure 3 The functions of each module in the device shown.

[0148] Among them, the processor 401 is the control center of the device, and can use various interfaces and lines to connect the various parts of the entire control device. By running or executing instructions stored in the memory 402 and calling data stored in the memory 402, the various functions of the device and process data, the device can be monitored as a whole.

[0149] In one possible design, the processor 401 may include one or more processing units, and the processor 401 may integrate an application processor and a modem processor, wherein the application processor mainly processes an operating system, a user interface, and application programs, and the modem processor mainly processes wireless communications. It is understandable that the modem processor may not be integrated into the processor 401. In some embodiments, the processor 401 and the memory 402 may be implemented on the same chip, and in some embodiments, they may also be implemented separately on separate chips.

[0150] The processor 401 may be a general-purpose processor, such as a central processing unit (CPU), a digital signal processor, an application-specific integrated circuit, a field programmable gate array or other programmable logic device, a discrete gate or transistor logic device, or a discrete hardware component, and may implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of the present application. A general-purpose processor may be a microprocessor or any conventional processor, etc. The steps of the speed control method disclosed in the embodiments of the present application may be directly embodied as being executed by a hardware processor, or may be executed by a combination of hardware and software modules in the processor.

[0151] The memory 402 is a non-volatile computer-readable storage medium that can be used to store non-volatile software programs, non-volatile computer executable programs and modules. The memory 402 may include at least one type of storage medium, such as a flash memory, a hard disk, a multimedia card, a card-type memory, a random access memory (Random Access Memory, RAM), a static random access memory (Static Random Access Memory, SRAM), a programmable read-only memory (Programmable Read Only Memory, PROM), a read-only memory (Read Only Memory, ROM), an electrically erasable programmable read-only memory (Electrically Erasable Programmable Read-Only Memory, EEPROM), a magnetic memory, a disk, an optical disk, etc. The memory 402 is any other medium that can be used to carry or store a desired program code in the form of an instruction or data structure and can be accessed by a computer, but is not limited thereto. The memory 402 in the embodiment of the present application can also be a circuit or any other device that can realize a storage function, for storing program instructions and / or data.

[0152] By programming the processor 401, the code corresponding to the speed control method described in the above embodiment can be fixed into the chip, so that the chip can execute the code when running. Figure 1 The steps of the speed control method of the embodiment shown are as follows: How to design and program the processor 401 is a technique known to those skilled in the art and will not be described in detail here.

[0153] Based on the same inventive concept, an embodiment of the present application further provides a storage medium, which stores computer instructions. When the computer instructions are executed on a computer, the computer executes the rotational speed control method discussed above.

[0154] In some possible implementations, various aspects of the map update method provided in the present application may also be implemented in the form of a program product, which includes a program code. When the program product is run on the device, the program code is used to enable the control device to execute the steps of the speed control method according to various exemplary embodiments of the present application described above in this specification.

[0155] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application may adopt the form of a computer program product implemented in one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that include computer-usable program code.

[0156] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0157] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0158] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0159] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.

Claims

1. A speed control method, characterized in that: The method comprises: The following speed adjustment process is executed cyclically until the temperature downstream of the DPF particulate trap meets the preset condition after the speed adjustment, and the speed adjustment is determined to be completed: Determining that the user has a driving demand and the target vehicle is in a cooling stage of parking regeneration; When determining to trigger the speed control mode based on the current DPF downstream temperature, the speed reduction coefficient is determined based on the driving speed of the target vehicle and the DPF downstream temperature according to a pre-configured conversion relationship; wherein the conversion relationship is: a correspondence between the speed reduction coefficient, the driving speed of the target vehicle and the DPF downstream temperature; in the correspondence relationship, at the same driving speed, the higher the DPF downstream temperature, the larger the corresponding speed reduction coefficient; The engine speed of the target vehicle is adjusted based on a reference speed of the engine of the target vehicle and a speed reduction coefficient.

2. The method according to claim 1, characterized in that The step of determining the DPF downstream temperature to trigger the speed control mode includes: If the DPF downstream temperature is lower than a first temperature threshold, determining to trigger the speed control mode; and / or If the temperature change rate of the DPF downstream temperature is greater than a first preset temperature drop rate, it is determined that the speed control mode is triggered.

3. The method according to claim 1, characterized in that The preset conditions are: After the speed adjustment, the DPF downstream temperature is lower than the second temperature threshold; or After the speed adjustment, the DPF downstream temperature is lower than the second temperature threshold, and the temperature change rate of the DPF downstream temperature is greater than the second preset temperature drop rate.

4. The method according to claim 3, characterized in that The preset condition is that after the speed adjustment, the DPF downstream temperature is lower than the second temperature threshold, and the temperature change rate of the DPF downstream temperature is greater than the second preset temperature drop rate; In a speed adjustment process, after adjusting the engine speed of the target vehicle based on the reference speed of the engine of the target vehicle and the speed reduction coefficient, the method further includes: determining whether a temperature change rate of the DPF downstream temperature is greater than the second preset temperature drop rate; If it is not greater than the second preset temperature drop rate, the following operations are performed cyclically until the temperature change rate of the DPF downstream temperature after the speed adjustment is greater than the second preset temperature drop rate: adjusting the current engine speed of the target vehicle based on the temperature change rate of the current DPF downstream temperature, the reference speed, and the speed reduction coefficient; If it complies with the preset temperature change trend, it is determined whether the DPF downstream temperature after the speed adjustment is lower than the second temperature threshold.

5. The method according to claim 4, characterized in that The adjusting the current engine speed of the target vehicle based on the temperature change rate of the current DPF downstream temperature, the reference speed, and the speed reduction coefficient includes: Based on the temperature change rate of the current DPF downstream temperature, the correction factor used in the most recent cycle is adjusted; The speed reduction coefficient is corrected based on the adjusted correction coefficient, and the current engine speed of the target vehicle is adjusted based on the corrected speed reduction coefficient and the reference speed.

6. The method according to any one of claims 1 to 5, characterized in that: The reference speed is: during the first speed adjustment process, when it is determined that the user has a driving demand and the target vehicle is in the cooling stage of parking regeneration, the actual speed of the engine.

7. A speed control device, characterized in that: The device includes a first determination module, a second determination module and an adjustment module, which are used to cyclically execute the following speed adjustment process until the speed adjustment is completed when the DPF downstream temperature meets a preset condition; wherein, in one speed adjustment process: The first determination module is used to determine that the user has a driving demand and the target vehicle is in a cooling stage of parking regeneration; The second determination module is used to determine the speed reduction coefficient based on the driving speed of the target vehicle and the DPF downstream temperature according to a pre-configured conversion relationship when determining to trigger the speed control mode based on the current DPF downstream temperature; wherein the conversion relationship is: a corresponding relationship between the speed reduction coefficient, the driving speed of the target vehicle and the DPF downstream temperature; in the corresponding relationship, at the same driving speed, the higher the DPF downstream temperature, the larger the corresponding speed reduction coefficient; The adjustment module is used to adjust the engine speed of the target vehicle based on a reference speed and a speed reduction coefficient of the engine of the target vehicle.

8. The device according to claim 7, characterized in that The determination module is specifically used for: If the DPF downstream temperature is lower than a first temperature threshold, determining to trigger the speed control mode; and / or If the temperature change rate of the DPF downstream temperature is greater than a first preset temperature drop rate, it is determined that the speed control mode is triggered.

9. An electronic device, characterized in that: include: Memory, used to store computer programs; A processor, configured to implement the method steps of any one of claims 1 to 6 when executing the computer program stored in the memory.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method steps described in any one of claims 1 to 6 are implemented.

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