Speed ​​control method, device and electronic equipment

Abstract

This application discloses a speed control method, device, and electronic device, relating to the field of engine technology. The method comprises: cyclically executing the following speed adjustment process until the DPF downstream temperature satisfies a preset condition after the speed adjustment, determining that the speed adjustment is complete: determining that a user has a driving demand and the target vehicle is in the cooling phase of parked regeneration; determining, when triggering a speed control mode based on the current DPF downstream temperature, a speed reduction factor is determined based on a preconfigured correspondence between a speed reduction factor, the target vehicle's speed, and the DPF downstream temperature; in the correspondence, at the same speed, a higher DPF downstream temperature corresponds to a larger speed reduction factor; and adjusting the engine speed of the target vehicle based on a reference speed and the speed reduction factor. This method can enhance the user's driving experience and safety.

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] To meet increasingly stringent emission standards, diesel engines meeting China VI emission standards are often equipped with a Diesel Particulate Filter (DPF). This DPF traps solid carbon particles in exhaust gas through a wall-flow pipe. Once a certain amount of carbon particles are trapped, they are burned through parking regeneration and other methods, thereby reducing the pollutant content in the exhaust.

[0003] The parking regeneration process includes the starting stage, heating stage, injection stage and cooling stage. 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 gradually decreases.

[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 requirements of the gearbox, which 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 equipment 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 temperature downstream of the DPF 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 the cooling phase of parking regeneration;

[0009] When triggering the speed control mode based on the current DPF downstream temperature, a speed reduction coefficient is determined based on the target vehicle's driving speed 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 target vehicle's driving speed, 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;

[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 a driving demand and the vehicle is in the cooling stage of parking regeneration, the speed control mode is determined 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 embodiment, the determining 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-mentioned preset conditions are:

[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 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;

[0019] During 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 a temperature change rate of the DPF downstream temperature is greater than the second preset temperature drop rate;

[0021] If the temperature change rate of the DPF downstream temperature after the speed adjustment is greater than the second preset temperature drop rate, the following operations are performed in a loop 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 current temperature change rate of the DPF downstream temperature, the reference speed, and the speed reduction coefficient;

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

[0023] In an optional embodiment, the adjusting of 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:

[0024] Adjust the correction factor used in the most recent cycle based on the current rate of change of the DPF downstream temperature;

[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 embodiment, 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.

[0027] In a second aspect, the present application provides a speed control device, comprising a first determination module, a second determination module, and an adjustment module, configured to cyclically execute the following speed adjustment process until the temperature downstream of the DPF satisfies a preset condition after the speed adjustment, thereby determining that the speed adjustment is complete; wherein, during one speed adjustment process:

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

[0029] The second determination module is configured to determine, when triggering the speed control mode based on the current DPF downstream temperature, a speed reduction coefficient based on the target vehicle's speed and the DPF downstream temperature according to a preconfigured conversion relationship; wherein the conversion relationship is a correspondence between the speed reduction coefficient, the target vehicle's speed, and the DPF downstream temperature; and in the correspondence relationship, at the same speed, a higher DPF downstream temperature corresponds to a greater speed reduction coefficient.

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

[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-mentioned preset conditions are:

[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 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;

[0038] After adjusting the engine speed of the target vehicle, the second determination module is further configured 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, 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: adjust the current engine speed of the above-mentioned target vehicle based on the temperature change rate of the current DPF downstream temperature, the above-mentioned reference speed and the above-mentioned speed reduction coefficient; 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 embodiment, the second determining module is specifically configured to

[0041] Adjust the correction factor used in the most recent cycle based on the current rate of change of the DPF downstream temperature;

[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 embodiment, 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.

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

[0045] Memory for storing computer programs;

[0046] The processor is configured 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 with reference to 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 the following three situations: A exists alone, A and B exist at the same time, and B exists alone. A is connected to B, which can represent the following two situations: 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 embodiments of the present application, some concepts or technical terms mentioned in the embodiments 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] Furthermore, based on the above explanations of concepts or technical terms, the following briefly introduces the design concepts of the embodiments of the present application:

[0060] To meet increasingly stringent emission standards, diesel engines meeting China VI emission standards are often equipped with a DPF. The DPF captures solid carbon particles in exhaust gas through wall-flow pipes. Once a certain amount of carbon particles are captured, they are burned through parking regeneration and other methods, thereby reducing the pollutant content in the exhaust.

[0061] The parking regeneration process includes the starting stage, heating stage, injection stage and cooling stage. 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 gradually decreases.

[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 requirements of the gearbox, which 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 requirement of reducing the temperature of the after-treatment components, an embodiment of the present application provides a speed control method, which specifically includes:

[0064] The following speed adjustment process is executed cyclically until the temperature downstream of the DPF 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 the cooling phase of parking regeneration;

[0066] When triggering the speed control mode based on the current DPF downstream temperature, a speed reduction coefficient is determined based on the target vehicle's driving speed 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 target vehicle's driving speed, 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 engine speed is adjusted based on a reference engine speed of the target vehicle and a speed reduction coefficient.

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

[0069] In the embodiments of the present application, the above method can be applied to the engine controller in the target vehicle, specifically the Electronic Control Unit (ECU). The engine controller ECU, also known as the "driving computer" or "on-board computer," is composed of a microcontroller (MCU), memory (ROM, RAM), input / output (I / O) interfaces, analog-to-digital converters (A / D), and large-scale integrated circuits such as shaping and driving, just like a regular computer.

[0070] The speed control method in the embodiment of the present application is described in detail below with reference to 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 shows a flow chart of a speed control method provided by an embodiment of the present application. 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 phase of parking regeneration;

[0073] In an embodiment of the present application, the condition for determining that a user has a driving demand may be: the current target vehicle's speed is greater than a preset speed, where the value of the preset speed can be set based on demand, for example, to zero. Alternatively, the condition may 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 directly terminated. 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 directly terminated.

[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 no longer 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 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 can be a pre-set fixed speed (the fixed speed can be set to the cooling stage of the target vehicle in parking regeneration), or it can 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 triggering the speed control mode based on the current DPF downstream temperature, determining a speed reduction coefficient based on the target vehicle's speed 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 temperature downstream of the DPF. In this corresponding relationship, at the same driving speed, the higher the temperature downstream of the DPF, the larger the corresponding speed reduction coefficient.

[0080] In some embodiments, the speed reduction coefficient has a value 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.

[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 used to represent the driving speed, the DPF downstream temperature and the speed reduction coefficient respectively; 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 speed reduction coefficient is determined based on the driving speed of the target vehicle and the temperature downstream of the DPF, the determined 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 a first temperature threshold, then the speed control mode is determined to be triggered; and / or, if the temperature change rate of the DPF downstream temperature is greater than a first preset temperature drop rate, then the speed control mode is determined to be triggered.

[0085] In an embodiment of the present application, when the temperature downstream of the DPF is lower than the first temperature threshold, or the temperature change rate of the temperature downstream of the DPF 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 component, 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 by constructing an exhaust gas temperature model corresponding to the target vehicle based on its internal structure and operating principle. The exhaust gas temperature model is used to predict temperature changes based on the exhaust gas temperature, the heat capacity of various exhaust system components, and the heat transfer characteristics. The target vehicle's current state parameters (such as engine speed, engine status, exhaust gas temperature, and DPF downstream temperature) are input into the exhaust gas temperature model to obtain a predicted result, i.e., 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: using the product of the reference speed and the speed reduction coefficient as the target speed of the engine of the target vehicle; using 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 DPF downstream temperature after the speed adjustment meets a preset condition; if so, executing step S105, otherwise returning to executing step S101;

[0093] In some embodiments, the above-mentioned 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 being lower than the second temperature threshold after the speed adjustment may be: the DPF downstream temperature being 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 one 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, after adjusting the engine speed of the target vehicle based on the reference speed and the speed reduction coefficient, the following operations need to be performed:

[0097] Determining whether the temperature change rate of the DPF downstream temperature is greater than a 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 exhaust temperature model;

[0098] If the temperature change rate of the DPF downstream temperature after the speed adjustment is 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 current temperature change rate of the DPF downstream temperature, the reference speed, and the speed reduction coefficient;

[0099] If the preset temperature change trend is met, it is determined whether the DPF downstream temperature after the speed adjustment is lower than a 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 loop 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] Adjusting the correction factor used in the most recent cycle (i.e., the last first cycle operation) based on the current temperature change rate of the DPF downstream temperature;

[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 method of adjusting the correction coefficient in the embodiment of the present application is not limited. It is only necessary to ensure that the value of the correction coefficient increases with each adjustment. In some embodiments, the process of adjusting the correction coefficient can be:

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

[0106] Based on the correspondence 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), the target correction amount corresponding to the target difference is determined, and the value of the correction coefficient determined in the previous cycle is increased by the target correction amount to obtain the 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 reduction rate, the above-mentioned target difference is the difference between the temperature change rate and the second preset temperature reduction 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 reduction rate.

[0108] Step S105: Determine whether the speed adjustment is completed.

[0109] Based on the above method, when the user has a driving demand and the vehicle is in the cooling stage of parking regeneration, the speed control mode is determined 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 FIG. 1 is a schematic diagram of a speed adjustment process provided in 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 phase of parking regeneration; if so, executing step S201, if not, executing step S211;

[0112] Step S202, determining whether the target vehicle's speed is greater than a preset speed; if so, proceed to step S202, if not, proceed to step S211;

[0113] Step S203, determining whether the current DPF downstream temperature triggers the speed control mode; if so, proceed to step S204, if not, proceed to 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 step S102 above and will not be repeated here.

[0117] Step S204 , determining a speed reduction coefficient F1 based on a pre-configured MAP and the target vehicle's speed and the DPF downstream temperature;

[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 a second preset temperature drop rate; if so, proceed to step S210, if not, proceed to step S209;

[0123] The temperature change rate of the DPF downstream temperature can be predicted by an exhaust temperature model. For the specific prediction process, refer to the above step S102 and will not be repeated 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: Determine 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 determining module 301, the second determining module 302 and the adjusting module 303 of the device are used to cyclically execute the following speed adjustment process until the speed adjustment downstream temperature of the DPF meets the preset conditions, thereby determining that the speed adjustment is completed; wherein, during one speed adjustment process:

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

[0129] The second determining module 302 is configured to determine a speed reduction coefficient based on the target vehicle's speed and the DPF downstream temperature according to a preconfigured conversion relationship when triggering the speed control mode based on the current DPF downstream temperature. The conversion relationship is a correspondence between the speed reduction coefficient, the target vehicle's speed, and the DPF downstream temperature. In the correspondence relationship, at the same speed, the higher the DPF downstream temperature, the greater the corresponding speed reduction coefficient.

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

[0131] In an optional implementation, 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-mentioned preset conditions are:

[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 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;

[0138] After adjusting the engine speed of the target vehicle, the second determining module 302 is further configured 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, 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: adjust the current engine speed of the above-mentioned target vehicle based on the temperature change rate of the current DPF downstream temperature, the above-mentioned reference speed and the above-mentioned speed reduction coefficient; 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] Adjust the correction factor used in the most recent cycle based on the current rate of change of the DPF downstream temperature;

[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 embodiment, 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.

[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. The electronic device can realize the function of the aforementioned speed control method. 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 a bus 400. Figure 4 The bus 400 can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 4The diagram is represented by only one thick line, but this does not mean that there is only one bus or one type of bus. Alternatively, the processor 401 may also be referred to as a controller, without limitation to 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, which can use various interfaces and lines to connect the various parts of the entire control device, and monitor the device as a whole 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 processing data.

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

[0150] The processor 401 can 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 can implement or execute the various methods, steps, and logic block diagrams disclosed in the embodiments of the present application. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the speed control method disclosed in the embodiments of the present application can be directly implemented as a hardware processor, or can be implemented 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 designing and 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 well 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 speed control method discussed above.

[0154] In some possible implementations, various aspects of the map update method provided in the present application can also be implemented in the form of a program product, which includes 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 can be provided as methods, systems, or computer program products. Therefore, the present application can 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 can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) that contain 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 produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the steps in the process. 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 that can direct a computer or other programmable data processing device to work 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 The 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 operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device 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 may make various changes and modifications to this application without departing from the spirit and scope of this application. Thus, if these modifications and variations of this application fall within the scope of the claims of this application and their equivalents, this application is 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 meets the preset conditions 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 the cooling phase of parking regeneration; When triggering the speed control mode based on the current DPF downstream temperature, a speed reduction coefficient is determined based on the target vehicle's driving speed 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 target vehicle's driving speed, 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 the reference speed of the engine of the target vehicle and the speed reduction coefficient.

2. The method according to claim 1, wherein 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, wherein 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, wherein The preset condition is that after the speed adjustment, the temperature downstream of the DPF is lower than the second temperature threshold, and the temperature change rate of the temperature downstream of the DPF is greater than the second preset temperature drop rate; During a speed adjustment process, after adjusting the engine speed of the target vehicle based on the reference speed and the speed reduction coefficient of the engine of the target vehicle, the method further includes: determining whether a temperature change rate of the DPF downstream temperature is greater than a second preset temperature drop rate; If the temperature change rate is not greater than the second preset temperature drop rate, the following operations are performed in a loop 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 current temperature change rate of the 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, wherein 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: Adjust the correction factor used in the most recent cycle based on the current rate of change of the DPF downstream temperature; 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, configured to cyclically execute the following speed adjustment process until the speed adjustment is completed when the temperature downstream of the DPF satisfies a preset condition. In one speed adjustment process: The first determining module is configured to determine that the user has a driving demand and the target vehicle is in a cooling phase of parking regeneration; The second determination module is configured to determine, when triggering the speed control mode based on the current DPF downstream temperature, a speed reduction coefficient based on the target vehicle's driving speed and the DPF downstream temperature according to a preconfigured conversion relationship; wherein the conversion relationship is a correspondence between the speed reduction coefficient, the target vehicle's driving speed, and the DPF downstream temperature; and in the correspondence relationship, at the same driving speed, a higher DPF downstream temperature corresponds to a larger speed reduction coefficient. The adjustment module is configured 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, wherein The determining module is specifically configured to: 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 for storing 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 according to any one of claims 1 to 6 are implemented.

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