Method for determining air inlet temperature of engine and vehicle

Abstract

The invention discloses a method for determining the air inlet temperature of an engine and a vehicle, and belongs to the technical field of vehicles. According to the technical scheme, the engine operation parameters, the vehicle motion parameters, the air conditioner operation parameters and the driving mode of the vehicle and the environment parameters of the environment where the vehicle is located are obtained, and obtaining of various types of parameters is achieved. And determining a reference air inlet temperature and an air inlet temperature correction coefficient under the current vehicle state by utilizing the obtained various types of parameters. And the reference air inlet temperature in the current vehicle state is corrected through the air inlet temperature correction coefficient, and the target air inlet temperature, with high accuracy, of the engine is obtained. And when the target air inlet temperature is used for controlling the intercooling water pump of the vehicle subsequently, the effect of using the water-cooling intercooling system to control the temperature of the engine can be improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and more specifically, to a method for determining an engine intake air temperature and a vehicle in the field of vehicle technology. Background Art

[0002] With the development of vehicle technology, vehicles equipped with engines are usually equipped with a water-cooled intercooler system. The water-cooled intercooler system can control the intake temperature of the engine, thereby achieving control of the engine temperature.

[0003] In the related art, the engine temperature is used to determine the target intake temperature of the engine, and the target intake temperature is used to control the operation of the intercooler water pump of the water-cooled intercooler system, so that the intake temperature of the engine is as close to the target intake temperature as possible.

[0004] However, the target intake air temperature determined using only the engine temperature has low accuracy, resulting in poor results in controlling the engine temperature using a water-cooled intercooler system. Summary of the invention

[0005] The embodiment of the present application provides a method for determining the engine intake temperature and a vehicle, which can improve the accuracy of the determined target intake temperature, thereby improving the effect of controlling the engine temperature using a water-cooled intercooler system. The technical solution is as follows:

[0006] In one aspect, a method for determining an engine intake temperature is provided, which is applied to a vehicle equipped with an intercooler water pump, and the method comprises:

[0007] Acquiring engine operating parameters, vehicle motion parameters, air conditioning operating parameters, driving mode, and environmental parameters of the vehicle's environment;

[0008] Determining a reference intake air temperature of the engine of the vehicle based on the engine operating parameter, the vehicle motion parameter, the air conditioning operating parameter, and the environmental parameter, the reference intake air temperature being a base intake air temperature of the engine under a current vehicle state;

[0009] determining an intake air temperature correction coefficient based on the driving mode and the vehicle motion parameter, wherein the intake air temperature correction coefficient is used to correct a reference intake air temperature;

[0010] The reference intake air temperature and the intake air temperature correction coefficient are multiplied to obtain a target intake air temperature of the engine of the vehicle, and the target intake air temperature is used to control the intercooler water pump.

[0011] In a possible implementation manner, determining a reference intake temperature of the engine of the vehicle based on the engine operating parameter, the vehicle motion parameter, the air conditioning operating parameter, and the environmental parameter includes:

[0012] determining a first intake air temperature of the engine based on the engine operating parameter, the vehicle motion parameter, and the environmental parameter;

[0013] determining a second intake air temperature of the engine based on the air conditioning operating parameter and the vehicle motion parameter;

[0014] The first intake air temperature and the second intake air temperature are combined to obtain a reference intake air temperature of the engine.

[0015] In a possible implementation manner, determining the first intake air temperature of the engine based on the engine operating parameter, the vehicle motion parameter and the environmental parameter includes:

[0016] determining a third intake air temperature of the engine based on the engine operating parameter;

[0017] determining a fourth intake air temperature of the engine based on the vehicle motion parameter and the environmental parameter;

[0018] The third intake air temperature and the fourth intake air temperature are combined to obtain a first intake air temperature of the engine.

[0019] In a possible implementation manner, the engine operating parameters include an engine speed and an engine load, and determining the third intake temperature of the engine based on the engine operating parameters includes:

[0020] The engine speed and the engine load are used to query in a first correspondence table to obtain the third intake air temperature, wherein the first correspondence table is used to store the correspondence between the engine speed and the engine load and the third intake air temperature, and the first correspondence table is obtained by placing a calibration engine of the same model as the engine in a preset environment for calibration;

[0021] Alternatively, the engine speed and the engine load are input into a first intake temperature determination model, and the engine speed and the engine load are subjected to feature extraction through the first intake temperature determination model to obtain engine operation features; the engine operation features are mapped through the first intake temperature determination model to obtain the third intake temperature;

[0022] Alternatively, based on the engine load, the load intake temperature of the engine is determined; based on the engine speed, the speed temperature correction coefficient of the engine is determined; and the load intake temperature and the speed temperature correction coefficient are multiplied to obtain the third intake temperature.

[0023] In a possible implementation manner, the vehicle motion parameter includes a vehicle speed, the environmental parameter includes an ambient temperature, and determining the fourth intake air temperature of the engine based on the vehicle motion parameter and the environmental parameter includes:

[0024] The vehicle speed and the ambient temperature are used to query in a second correspondence table to obtain the fourth intake air temperature, wherein the second correspondence table is used to store the correspondence between the vehicle speed, the ambient temperature and the fourth intake air temperature;

[0025] Alternatively, the vehicle speed and the ambient temperature are input into a second intake air temperature determination model, and the vehicle speed and the ambient temperature are subjected to feature extraction by the second intake air temperature determination model to obtain a vehicle speed temperature feature; the vehicle speed temperature feature is mapped by the second intake air temperature determination model to obtain the fourth intake air temperature;

[0026] Alternatively, based on the ambient temperature, a baseline ambient intake temperature of the engine is determined; based on the vehicle speed, a vehicle speed temperature correction coefficient of the engine is determined; and the fourth intake temperature is obtained by multiplying the baseline ambient intake temperature and the vehicle speed temperature correction coefficient.

[0027] In a possible implementation manner, the vehicle motion parameter includes a vehicle speed and a driving state, the driving state includes upward and downward movement, and the determining the second intake air temperature of the engine based on the air conditioning operation parameter and the vehicle motion parameter includes:

[0028] When the air conditioning operation parameter indicates that the air conditioning of the vehicle is not turned on, determining the second intake air temperature to be 0;

[0029] When the air conditioner operation parameter indicates that the air conditioner of the vehicle is turned on, a second intake air temperature of the engine is determined based on an air conditioner pressure of the air conditioner in the air conditioner operation parameter, the vehicle speed, and the driving state.

[0030] In a possible implementation manner, determining the second intake air temperature of the engine based on the air conditioning pressure of the air conditioner in the air conditioning operation parameters, the vehicle speed, and the driving state includes:

[0031] When the air-conditioning pressure is less than or equal to a pressure threshold, determining the second intake air temperature to be 0;

[0032] When the air-conditioning pressure is greater than the pressure threshold, the air-conditioning pressure, the vehicle speed and the driving status are used to query in a third correspondence table to obtain the second intake air temperature. The third correspondence table is used to store the correspondence between the air-conditioning pressure range, the vehicle speed range and the driving status and the second intake air temperature.

[0033] In a possible implementation manner, the vehicle motion parameter includes a vehicle speed, and determining the intake temperature correction coefficient based on the driving mode and the vehicle motion parameter includes:

[0034] Using the driving mode and the vehicle speed to query in a fourth correspondence table to obtain the intake air temperature correction coefficient, the fourth correspondence table is used to store the correspondence between the driving mode and the vehicle speed and the intake air temperature correction coefficient;

[0035] Alternatively, the driving mode and the vehicle speed are input into a correction coefficient determination model, and the driving mode and the vehicle speed are subjected to feature extraction through the correction coefficient determination model to obtain a coefficient determination feature; the coefficient determination feature is mapped through the correction coefficient determination model to obtain the intake air temperature correction coefficient;

[0036] Alternatively, a first correction coefficient is determined based on the vehicle speed; a second correction coefficient is determined based on the driving mode; and the first correction coefficient and the second correction coefficient are weightedly integrated to obtain the intake air temperature correction coefficient.

[0037] In a possible implementation manner, after multiplying the reference intake air temperature and the intake air temperature correction coefficient to obtain a target intake air temperature of the engine of the vehicle, the method further includes:

[0038] Obtaining an actual intake air temperature of the engine;

[0039] The duty cycle of the intercooler water pump is controlled based on the actual intake air temperature of the engine and the target intake air temperature.

[0040] In one aspect, a device for determining an engine intake temperature is provided, which is applied to a vehicle equipped with an intercooler water pump, and the device comprises:

[0041] A parameter acquisition module, used to acquire engine operating parameters, vehicle motion parameters, air conditioning operating parameters, driving mode, and environmental parameters of the vehicle's environment;

[0042] a reference intake air temperature determination module, configured to determine a reference intake air temperature of the engine of the vehicle based on the engine operating parameters, the vehicle motion parameters, the air conditioning operating parameters, and the environmental parameters, wherein the reference intake air temperature is a base intake air temperature of the engine under a current vehicle state;

[0043] a correction coefficient determination module, configured to determine an intake air temperature correction coefficient based on the driving mode and the vehicle motion parameter, wherein the intake air temperature correction coefficient is used to correct a reference intake air temperature;

[0044] The target intake air temperature determination module is used to multiply the reference intake air temperature and the intake air temperature correction coefficient to obtain a target intake air temperature of the engine of the vehicle, and the target intake air temperature is used to control the intercooler water pump.

[0045] In one possible implementation, the reference intake air temperature determination module is used to determine a first intake air temperature of the engine based on the engine operating parameters, the vehicle motion parameters and the environmental parameters; determine a second intake air temperature of the engine based on the air conditioning operating parameters and the vehicle motion parameters; and merge the first intake air temperature and the second intake air temperature to obtain a reference intake air temperature of the engine.

[0046] In one possible implementation, the reference intake temperature determination module is used to determine a third intake temperature of the engine based on the engine operating parameters; determine a fourth intake temperature of the engine based on the vehicle motion parameters and the environmental parameters; and merge the third intake temperature and the fourth intake temperature to obtain a first intake temperature of the engine.

[0047] In a possible implementation, the engine operating parameters include engine speed and engine load, and the reference intake temperature determination module is used to use the engine speed and the engine load to query in a first correspondence table to obtain the third intake temperature, the first correspondence table is used to store the correspondence between the engine speed and the engine load and the third intake temperature, and the first correspondence table is obtained by placing a calibrated engine of the same model as the engine in a preset environment for calibration; or, the engine speed and the engine load are input into a first intake temperature determination model, and the engine speed and the engine load are feature extracted by the first intake temperature determination model to obtain engine operating characteristics; the engine operating characteristics are mapped by the first intake temperature determination model to obtain the third intake temperature; or, based on the engine load, the load intake temperature of the engine is determined; based on the engine speed, the speed temperature correction coefficient of the engine is determined; the load intake temperature and the speed temperature correction coefficient are multiplied to obtain the third intake temperature.

[0048] In a possible embodiment, the vehicle motion parameters include vehicle speed, and the reference intake temperature determination module is used to use the vehicle speed and the ambient temperature to query in a second correspondence table to obtain the fourth intake temperature, and the second correspondence table is used to store the correspondence between the vehicle speed, the ambient temperature and the fourth intake temperature; or, the vehicle speed and the ambient temperature are input into a second intake temperature determination model, and the vehicle speed and the ambient temperature are feature extracted by the second intake temperature determination model to obtain a vehicle speed temperature feature; the vehicle speed temperature feature is mapped by the second intake temperature determination model to obtain the fourth intake temperature; or, based on the ambient temperature, a baseline ambient intake temperature of the engine is determined; based on the vehicle speed, a vehicle speed temperature correction coefficient of the engine is determined; the baseline ambient intake temperature and the vehicle speed temperature correction coefficient are multiplied to obtain the fourth intake temperature.

[0049] In a possible implementation, the vehicle motion parameters include vehicle speed and driving status, and the reference intake air temperature determination module is used to determine the second intake air temperature to 0 when the air-conditioning operating parameters indicate that the air-conditioning of the vehicle is not turned on; and to determine the second intake air temperature of the engine based on the air-conditioning pressure of the air-conditioning in the air-conditioning operating parameters, the vehicle speed and the driving status when the air-conditioning operating parameters indicate that the air-conditioning of the vehicle is turned on.

[0050] In a possible implementation, the reference intake air temperature determination module is used to determine the second intake air temperature as 0 when the air-conditioning pressure is less than or equal to a pressure threshold; when the air-conditioning pressure is greater than the pressure threshold, the air-conditioning pressure, the vehicle speed and the driving status are used to query in a third correspondence table to obtain the second intake air temperature, and the third correspondence table is used to store the correspondence between the air-conditioning pressure range, the vehicle speed range and the driving status and the second intake air temperature.

[0051] In a possible implementation, the vehicle motion parameters include vehicle speed, and the correction coefficient determination module is used to use the driving mode and the vehicle speed to query in a fourth correspondence table to obtain the intake temperature correction coefficient, and the fourth correspondence table is used to store the correspondence between the driving mode, the vehicle speed and the intake temperature correction coefficient; or, the driving mode and the vehicle speed are input into a correction coefficient determination model, and the driving mode and the vehicle speed are feature extracted by the correction coefficient determination model to obtain a coefficient determination feature; the coefficient determination feature is mapped by the correction coefficient determination model to obtain the intake temperature correction coefficient; or, based on the vehicle speed, a first correction coefficient is determined; based on the driving mode, a second correction coefficient is determined; the first correction coefficient and the second correction coefficient are weightedly fused to obtain the intake temperature correction coefficient.

[0052] In a possible implementation, the device further includes:

[0053] A control module is used to obtain the actual intake temperature of the engine; based on the actual intake temperature of the engine and the target intake temperature, the duty cycle of the intercooler water pump is controlled.

[0054] On the one hand, a vehicle is provided, comprising one or more processors and one or more memories, wherein at least one program code is stored in the one or more memories, and the program code is loaded and executed by the one or more processors to implement the operations performed by the method for determining the engine intake temperature.

[0055] On the one hand, a computer-readable storage medium is provided, in which at least one program code is stored, and the program code is loaded and executed by a processor to implement the operations performed by the method for determining the engine intake temperature.

[0056] Through the technical solution provided in the embodiment of the present application, the engine operating parameters, vehicle motion parameters, air conditioning operating parameters, driving mode and environmental parameters of the vehicle's environment are obtained to achieve the acquisition of various types of parameters. Using the various types of parameters obtained, the reference intake temperature and the intake temperature correction coefficient under the current vehicle state are determined. The reference intake temperature under the current vehicle state is corrected using the intake temperature correction coefficient to obtain a target intake temperature of the engine that matches the current vehicle state of the vehicle, and the target intake temperature has a high accuracy. When the target intake temperature is subsequently used to control the vehicle's intercooler water pump, the effect of using a water-cooled intercooler system to control the engine temperature can be improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0057] Figure 1 is a schematic diagram of an implementation environment of a method for determining an engine intake temperature provided in an embodiment of the present application;

[0058] Figure 2 is a flow chart of a method for determining an engine intake temperature provided in an embodiment of the present application;

[0059] Figure 3 is a flow chart of another method for determining the engine intake temperature provided by an embodiment of the present application;

[0060] Figure 4 is a structural schematic diagram of a device for determining engine intake temperature provided in an embodiment of the present application;

[0061] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0062] The following will be combined with the accompanying drawings to clearly and thoroughly describe the technical solutions in this application. In the description of the embodiments of this application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more than two.

[0063] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features reflected. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0064] In order to illustrate the technical solution provided by the embodiments of the present application, some terms involved in the embodiments of the present application are introduced below.

[0065] Water-cooled intercooler system: Water-cooled intercooler system is an intercooler system that uses water as a cooling medium and is mainly used in turbocharged engines. Its working principle is to circulate the coolant through the intercooler through the intercooler water pump, and the heat sink and air flow inside the intercooler reduce the temperature of the high-temperature air passing through the turbocharger, and then the cooled air enters the engine. Compared with the traditional air-cooled intercooler system, this system can more effectively maintain a higher heat dissipation efficiency under various working conditions, especially in traffic congestion or low-speed driving.

[0066] Duty cycle: refers to the time proportion of the effective part of the signal (usually high level or low level) in a pulse cycle. In electronic control systems, duty cycle control (also known as pulse width modulation technology) controls the working state of electronic equipment by adjusting the duty cycle of the signal. For example, in the control of the intercooler water pump, the speed of the intercooler water pump is controlled by adjusting the duty cycle.

[0067] Engine load: refers to the ratio of the maximum effective power that the engine can output at a specific speed to its actual output power. This parameter describes the workload that the engine bears when working.

[0068] Air conditioning pressure: The pressure in the air conditioning system is usually divided into high pressure and low pressure, which are crucial for the normal operation of the air conditioner. High pressure usually refers to the pressure from the exhaust port of the compressor to the pressure before the throttle valve, while low pressure refers to the pressure from the throttle valve outlet to the air intake port of the compressor. In the embodiment of the present application, the air conditioning pressure refers to high pressure, that is, the pressure from the exhaust port of the compressor to the pressure before the throttle valve.

[0069] When the engine is running in different working conditions, the amount of heat that needs to be taken away by the water-cooled intercooler system is different. In the related technology, the target intake temperature of the engine is usually derived from the engine operating parameters of the engine. The target intake temperature is generally obtained by the bench ambient temperature of 25°C, which cannot cover the vehicle usage scenario and is out of the vehicle's usage environment. The vehicle usage scenario covers a temperature range of -40°C to 45°C, and because the water-cooled intercooler system, condenser, bumper shape and layout of the vehicle's front-end module will also affect the air intake volume, the accuracy of the target intake temperature determined by a single engine operating parameter is low. After adopting the technical solution provided in the embodiment of this application, the accuracy of the determined target intake temperature can be improved.

[0070] After introducing some terms involved in the embodiments of the present application, the implementation environment of the embodiments of the present application is introduced below. Figure 1The implementation environment of the method for determining the engine intake temperature provided in the embodiment of the present application includes a vehicle terminal 110 and a cooling system control unit 120 .

[0071] The vehicle terminal 110 is an electronic device on the vehicle with data acquisition and data processing capabilities, for example, the vehicle terminal 110 is a vehicle control unit (VCU) or a domain controller, etc. An application supporting the determination of the target intake air temperature is run on the vehicle terminal 110, and the technical solution provided in the embodiment of the present application can be used to determine the target intake air temperature through the application.

[0072] The cooling system control unit 120 is used to control the water-cooled intercooler system of the vehicle. The vehicle-mounted terminal 110 and the cooling system control unit 120 are connected via a CAN bus or other buses, and the vehicle-mounted terminal 110 can communicate with the cooling system control unit 120.

[0073] After introducing the implementation environment of the embodiment of the present application, the application scenario of the technical solution provided by the embodiment of the present application is introduced below. The technical solution provided by the embodiment of the present application can be applied to various vehicles equipped with a water-cooled intercooler system. After adopting the technical solution provided by the embodiment of the present application, a relatively accurate target intake air temperature can be obtained by using various types of parameters, and the target intake air temperature can be used to control the intercooler water pump of the water-cooled intercooler system, thereby improving the effect of using the water-cooled intercooler system to control the engine temperature.

[0074] After introducing the implementation environment and application scenarios of the embodiments of the present application, the technical solutions provided by the embodiments of the present application are introduced below. Figure 2 Taking the case where the method is applied to a vehicle equipped with an intercooler water pump and the execution subject is a vehicle-mounted terminal as an example, the method includes the following steps.

[0075] 201. The vehicle-mounted terminal obtains engine operating parameters, vehicle motion parameters, air conditioning operating parameters, driving mode, and environmental parameters of the vehicle's environment.

[0076] The vehicle is equipped with an engine and an intercooler water pump. The engine operating parameters are used to describe the operating state of the engine, the vehicle motion parameters are used to indicate the motion state of the vehicle, and the air conditioning operating parameters are used to indicate the operating state of the air conditioning.

[0077] 202. The vehicle terminal determines a reference intake air temperature of the engine of the vehicle based on the engine operating parameters, the vehicle motion parameters, the air conditioning operating parameters and the environmental parameters, where the reference intake air temperature is a base intake air temperature of the engine under the current vehicle state.

[0078] The current vehicle state refers to the vehicle state described by the engine operating parameters, vehicle motion parameters, air conditioning operating parameters and the environmental parameters. The reference intake air temperature is the reference intake air temperature when determining the target intake air temperature later.

[0079] 203. The vehicle-mounted terminal determines an intake air temperature correction coefficient based on the driving mode and the vehicle motion parameter, where the intake air temperature correction coefficient is used to correct the reference intake air temperature.

[0080] Among them, the intake temperature correction coefficient is determined based on the driving mode and vehicle motion parameters. Therefore, using the intake temperature correction coefficient to correct the reference intake temperature is to correct the reference intake temperature using the driving mode and vehicle motion parameters, thereby improving the accuracy of the corrected target intake temperature.

[0081] 204. The vehicle-mounted terminal multiplies the reference intake air temperature and the intake air temperature correction coefficient to obtain a target intake air temperature of the engine of the vehicle, and the target intake air temperature is used to control the intercooler water pump.

[0082] The target intake air temperature is also the final intake air temperature. The intercooler water pump uses the target intake air temperature as a control target during the process of controlling the temperature of the engine.

[0083] Through the technical solution provided in the embodiment of the present application, the engine operating parameters, vehicle motion parameters, air conditioning operating parameters, driving mode and environmental parameters of the vehicle's environment are obtained to achieve the acquisition of various types of parameters. Using the various types of parameters obtained, the reference intake temperature and the intake temperature correction coefficient under the current vehicle state are determined. The reference intake temperature under the current vehicle state is corrected using the intake temperature correction coefficient to obtain a target intake temperature of the engine that matches the current vehicle state of the vehicle, and the target intake temperature has a high accuracy. When the target intake temperature is subsequently used to control the vehicle's intercooler water pump, the effect of using a water-cooled intercooler system to control the engine temperature can be improved.

[0084] It should be noted that the above steps 201-204 are a simple description of the method for determining the engine intake temperature provided in the embodiment of the present application. The method for determining the engine intake temperature provided in the embodiment of the present application will be described in more detail below with reference to some examples. Figure 3 Taking the case where the method is applied to a vehicle equipped with an intercooler water pump and the execution subject is a vehicle-mounted terminal as an example, the method includes the following steps.

[0085] 301. The vehicle-mounted terminal obtains the engine operating parameters, vehicle motion parameters, air conditioning operating parameters, driving mode, and environmental parameters of the vehicle's environment.

[0086] The vehicle is equipped with an engine and an intercooler water pump. The engine operating parameters are used to describe the operating state of the engine, the vehicle motion parameters are used to indicate the motion state of the vehicle, and the air conditioning operating parameters are used to indicate the operating state of the air conditioning.

[0087] In a possible implementation, the vehicle terminal obtains engine operating parameters through an engine control unit, obtains vehicle motion parameters through a motion control unit, obtains air conditioning operating parameters through an air conditioning control unit, obtains driving modes through a driving mode control unit, and obtains environmental parameters through environmental sensors.

[0088] Among them, engine operating parameters include engine speed and engine load. Vehicle motion parameters include vehicle speed and driving status. Driving status includes up and down. Up means uphill or acceleration, and down means downhill or deceleration. Environmental parameters include ambient temperature. Air conditioning operating parameters include air conditioning switch logo and air conditioning pressure. Driving modes include standard mode, economic mode, sports mode, snow mode, mud mode and sand mode.

[0089] In this embodiment, engine operating parameters, vehicle motion parameters, air conditioning operating parameters, driving mode and environmental parameters of the vehicle's environment are acquired through corresponding units and sensors, and the efficiency of parameter acquisition is high.

[0090] 302. The vehicle-mounted terminal determines a first intake temperature of the engine based on the engine operating parameter, the vehicle motion parameter and the environmental parameter.

[0091] Among them, the first intake air temperature is a fused intake air temperature, and the first intake air temperature is associated with the engine operating parameters, the vehicle motion parameters and the environmental parameters, that is, the first intake air temperature is the intake air temperature determined by combining the three dimensions of engine operation, vehicle operation and environment, and the first intake air temperature matches the engine operating parameters, the vehicle motion parameters and the environmental parameters.

[0092] In a possible implementation, the vehicle terminal determines a third intake air temperature of the engine based on the engine operating parameter. The vehicle terminal determines a fourth intake air temperature of the engine based on the vehicle motion parameter and the environmental parameter. The vehicle terminal merges the third intake air temperature and the fourth intake air temperature to obtain the first intake air temperature of the engine.

[0093] The third intake air temperature is determined in combination with the dimension of engine operation, and the third intake air temperature matches the engine operation parameters. The fourth intake air temperature is determined in combination with the dimensions of vehicle motion and environment, and the fourth intake air temperature matches the vehicle motion parameters and the environment parameters. The first intake air temperature is the fusion result of the third intake air temperature and the fourth intake air temperature.

[0094] In this implementation, the third intake air temperature is determined by using the engine operating parameters, and the fourth intake air temperature is determined by using the vehicle motion parameters and the environmental parameters, so that the parameters of different dimensions are fully utilized. The third intake air temperature and the fourth intake air temperature are merged to obtain the first intake air temperature of the engine, and the first intake air temperature has a high accuracy.

[0095] In order to explain the above implementation more clearly, the above implementation will be explained in several parts below.

[0096] In the first part, the vehicle-mounted terminal determines a third intake air temperature of the engine based on the engine operating parameters.

[0097] The engine operating parameters include engine speed and engine load.

[0098] In a possible implementation, the vehicle-mounted terminal uses the engine speed and the engine load to query in a first correspondence table to obtain the third intake temperature. The first correspondence table is used to store the correspondence between the engine speed, the engine load and the third intake temperature. The first correspondence table is obtained by placing a calibrated engine of the same model as the engine in a preset environment for calibration.

[0099] Among them, the preset environment refers to the calibration environment, and the ambient temperature of the preset environment is set by the technician according to the actual situation, for example, it is set to 25±3℃, and the embodiment of the present application does not limit this. The calibrated engine refers to the engine used for engine characteristic calibration. The first correspondence table is obtained by placing the calibrated engine in the preset environment and controlling the calibrated engine to work at different engine speeds and engine loads by the technician according to the actual situation. The third intake temperature can be quickly queried using the first correspondence table. An example of the first correspondence table is shown in Table 1 below. Of course, Table 1 below is only an example of the first correspondence table and cannot cause improper limitations to the present application.

[0100] Table 1

[0101]

[0102]

[0103] In this implementation manner, the engine speed and the engine load are used to query the first correspondence table to obtain the corresponding third intake air temperature, and the determination efficiency of the third intake air temperature is relatively high.

[0104] Another implementation of the first part is described below.

[0105] In a possible implementation, the vehicle terminal inputs the engine speed and the engine load into the first intake temperature determination model, extracts features of the engine speed and the engine load through the first intake temperature determination model, and obtains engine operation features. The vehicle terminal maps the engine operation features through the first intake temperature determination model to obtain the third intake temperature.

[0106] Among them, the first intake air temperature determination model is obtained by training with multiple first sample data and the annotated third intake air temperature corresponding to each first sample data, and has the ability to predict the third intake air temperature using the engine speed and the engine load, and the first sample data includes the sample engine speed and the sample engine load. The first intake air temperature determination model is trained with multiple first sample data and the annotated third intake air temperature corresponding to each first sample data, so that the first intake air temperature determination model can learn the potential relationship between the engine speed and the engine load and the third intake air temperature, and the subsequent use of the trained first intake air temperature determination model can achieve better results, and the predicted third intake air temperature has a higher accuracy. In some embodiments, the first intake air temperature determination model is a regression model, and the embodiment of the present application does not limit the structure of the first intake air temperature determination model.

[0107] In this embodiment, the engine speed and the engine load are input into the first intake air temperature determination model, and the third intake air temperature can be determined using the first intake air temperature determination model. The third intake air temperature has a high accuracy.

[0108] For example, the vehicle terminal inputs the engine speed and the engine load into the first intake temperature determination model, and performs multiple full connections and linear rectifications on the engine speed and the engine load through the first intake temperature determination model to obtain the engine operation characteristics. The vehicle terminal performs full connections and normalization on the engine operation characteristics through the first intake temperature determination model to obtain the third intake temperature.

[0109] The linear rectification is implemented by a linear rectification function ReLU (Linear Rectification Function), and the linear rectification is to introduce nonlinear transformation, thereby improving the generalization ability of the first intake air temperature determination model. The normalization is implemented by a normalization function Softmax.

[0110] Another implementation method of the first part is described below.

[0111] In a possible implementation, the vehicle terminal determines the load intake temperature of the engine based on the engine load. The vehicle terminal determines the speed temperature correction coefficient of the engine based on the engine speed. The vehicle terminal multiplies the load intake temperature and the speed temperature correction coefficient to obtain the third intake temperature.

[0112] Among them, there may be multiple engine loads of the engine at the same engine speed. The load intake temperature is the intake temperature associated with the engine load, and the speed temperature correction coefficient is a correction coefficient associated with the engine speed. The load intake temperature is corrected using the speed temperature correction coefficient to obtain a more accurate third intake temperature.

[0113] In this implementation, the load intake temperature is determined by the engine load, and the speed temperature correction coefficient is determined by the engine speed. The load intake temperature and the speed temperature correction coefficient are multiplied to obtain a third intake temperature, which has a high accuracy.

[0114] For example, the vehicle terminal substitutes the engine load into the first relationship data to obtain the load intake temperature of the engine. The vehicle terminal substitutes the engine speed into the second relationship data to obtain the speed temperature correction coefficient of the engine. The vehicle terminal multiplies the load intake temperature and the speed temperature correction coefficient to obtain the third intake temperature.

[0115] Among them, the first relationship data and the second relationship data are both functions, the first relationship data is used to represent the corresponding relationship between the engine load and the load intake temperature, and the second relationship data is used to represent the corresponding relationship between the engine speed and the speed temperature correction coefficient. The first relationship data and the second relationship data are set by technicians according to the situation, and the embodiment of the present application does not limit this.

[0116] Part 2: The vehicle-mounted terminal determines a fourth intake temperature of the engine based on the vehicle motion parameter and the environmental parameter.

[0117] The vehicle motion parameter includes the vehicle speed, and the environmental parameter includes the ambient temperature. The fourth intake air temperature is a temperature deviation value of the vehicle at the current vehicle speed and ambient temperature, and is used to improve the degree of adaptability between the determined target intake air temperature and the ambient temperature of the environment in which the vehicle is located, thereby improving the accuracy of the target intake air temperature.

[0118] In a possible implementation, the vehicle terminal uses the vehicle speed and the ambient temperature to query in a second correspondence table to obtain the fourth intake air temperature. The second correspondence table is used to store the correspondence between the vehicle speed, the ambient temperature and the fourth intake air temperature.

[0119] Among them, the second correspondence table records the correspondence between the vehicle speed and the ambient temperature and the fourth intake air temperature. The second correspondence table is calibrated by a technician according to actual conditions. The fourth intake air temperature can be quickly queried using the second correspondence table. The embodiment of the present application does not limit this. An example of the second correspondence table is shown in Table 2 below. Of course, Table 2 below is only an example of the second correspondence table and does not cause improper limitations on the present application.

[0120] Table 2

[0121]

[0122] In this implementation manner, the vehicle speed and the ambient temperature are used to query the second correspondence table to obtain the corresponding fourth intake air temperature, and the determination efficiency of the fourth intake air temperature is relatively high.

[0123] Another implementation of the second part is described below.

[0124] In a possible implementation, the vehicle terminal inputs the vehicle speed and the ambient temperature into a second intake temperature determination model, extracts features of the vehicle speed and the ambient temperature through the second intake temperature determination model, and obtains a vehicle speed temperature feature. The vehicle speed temperature feature is mapped through the second intake temperature determination model to obtain the fourth intake temperature.

[0125] Among them, the second intake air temperature determination model is obtained by training with multiple second sample data and the annotated fourth intake air temperature corresponding to each second sample data, and has the ability to predict the fourth intake air temperature using the vehicle speed and the ambient temperature, and the second sample data includes the sample vehicle speed and the sample ambient temperature. The second intake air temperature determination model is trained with multiple second sample data and the annotated fourth intake air temperature corresponding to each second sample data, so that the second intake air temperature determination model can learn the potential relationship between the vehicle speed and the ambient temperature and the fourth intake air temperature, and the subsequent use of the trained second intake air temperature determination model can achieve better results, and the predicted fourth intake air temperature is more accurate. In some embodiments, the second intake air temperature determination model is a regression model, and the embodiment of the present application does not limit the structure of the second intake air temperature determination model.

[0126] In this implementation, the vehicle speed and the ambient temperature are input into the second intake air temperature determination model, and the fourth intake air temperature can be determined using the second intake air temperature determination model. The fourth intake air temperature has a high accuracy.

[0127] For example, the vehicle terminal inputs the vehicle speed and the ambient temperature into the second intake temperature determination model, and performs multiple full connections and linear rectifications on the vehicle speed and the ambient temperature through the second intake temperature determination model to obtain the vehicle speed temperature feature. The vehicle terminal performs full connections and normalization on the vehicle speed temperature feature through the second intake temperature determination model to obtain the fourth intake temperature.

[0128] Another implementation of the second part is described below.

[0129] In a possible implementation, the vehicle terminal determines a reference ambient air intake temperature of the engine based on the ambient temperature, determines a vehicle speed temperature correction coefficient of the engine based on the vehicle speed, and multiplies the reference ambient air intake temperature and the vehicle speed temperature correction coefficient to obtain the fourth air intake temperature.

[0130] Among them, there may be multiple ambient temperatures of the vehicle's environment at the same vehicle speed. The baseline ambient intake temperature is the intake temperature associated with the current ambient temperature, and the vehicle speed temperature correction coefficient is a correction coefficient associated with the vehicle speed. The vehicle speed temperature correction coefficient is used to correct the baseline ambient intake temperature to obtain a more accurate fourth intake temperature.

[0131] In this implementation, the ambient temperature is used to determine the baseline ambient intake temperature, and the vehicle speed is used to determine the vehicle speed temperature correction coefficient. The fourth intake temperature can be obtained by multiplying the baseline ambient intake temperature and the vehicle speed temperature correction coefficient. The fourth intake temperature has a high accuracy.

[0132] For example, the vehicle terminal substitutes the ambient temperature into the third relationship data to obtain the reference ambient intake temperature of the engine. The vehicle terminal substitutes the vehicle speed into the fourth relationship data to obtain the vehicle speed temperature correction coefficient of the engine. The vehicle terminal multiplies the reference ambient intake temperature and the vehicle speed temperature correction coefficient to obtain the fourth intake temperature.

[0133] Among them, the third relationship data and the fourth relationship data are both functions, the third relationship data is used to represent the corresponding relationship between the ambient temperature and the reference ambient intake temperature, and the fourth relationship data is used to represent the corresponding relationship between the vehicle speed and the vehicle speed temperature correction coefficient. The third relationship data and the fourth relationship data are set by technical personnel according to the situation, and the embodiment of the present application does not limit this.

[0134] In the third part, the vehicle-mounted terminal combines the third intake air temperature and the fourth intake air temperature to obtain the first intake air temperature of the engine.

[0135] In a possible implementation manner, the vehicle-mounted terminal adds the third intake air temperature and the fourth intake air temperature to obtain the first intake air temperature of the engine.

[0136] Another implementation of the third part is described below.

[0137] In a possible implementation manner, the vehicle-mounted terminal performs weighted summation on the third intake air temperature and the fourth intake air temperature to obtain the first intake air temperature of the engine.

[0138] The weight of the weighted sum of the third intake air temperature and the fourth intake air temperature is set by a technician according to actual conditions, and the embodiment of the present application does not limit this.

[0139] 303. The vehicle-mounted terminal determines a second intake air temperature of the engine based on the air conditioning operating parameters and the vehicle motion parameters.

[0140] The second intake air temperature is associated with the air conditioning operation parameter and the vehicle motion parameter, that is, the second intake air temperature is the intake air temperature determined by combining the air conditioning operation and the vehicle motion. The vehicle motion parameter includes the vehicle speed and the driving state, and the driving state includes up and down, where up means uphill or acceleration, and down means downhill or deceleration.

[0141] In a possible implementation, when the air conditioning operation parameter indicates that the air conditioning of the vehicle is not turned on, the vehicle terminal determines the second intake air temperature as 0. When the air conditioning operation parameter indicates that the air conditioning of the vehicle is turned on, the vehicle terminal determines the second intake air temperature of the engine based on the air conditioning pressure of the air conditioning in the air conditioning operation parameter, the vehicle speed and the driving state.

[0142] Among them, whether the vehicle's air conditioner is turned on will affect the heat dissipation capacity of the water-cooled intercooler radiator, so the second intake air temperature is related to the opening status of the air conditioner.

[0143] In this implementation manner, the second intake air temperature is determined based on the activation status of the air conditioning card indicated by the air conditioning operation parameters in combination with the vehicle speed and driving status, and the second intake air temperature has a high accuracy.

[0144] For example, the vehicle terminal obtains the air conditioning switch identifier from the air conditioning operation parameters. When the air conditioning switch identifier indicates that the air conditioning of the vehicle is not turned on, the vehicle terminal determines the second intake air temperature to be 0. When the air conditioning switch identifier indicates that the air conditioning of the vehicle is turned on, the vehicle terminal obtains the air conditioning pressure of the air conditioning from the air conditioning operation parameters. When the air conditioning pressure is less than or equal to the pressure threshold, the vehicle terminal determines the second intake air temperature to be 0. When the air conditioning pressure is greater than the pressure threshold, the vehicle terminal uses the air conditioning pressure, the vehicle speed and the driving state to query in the third correspondence table to obtain the second intake air temperature. The third correspondence table is used to store the correspondence between the air conditioning pressure range, the vehicle speed range and the driving state and the second intake air temperature.

[0145] Among them, the air conditioning pressure is less than or equal to the pressure threshold, which means that the air conditioning pressure is low, and the effect of the air conditioning operation on the intake air temperature can be ignored. There is no need to compensate the intake air temperature through the second intake air temperature, so the second intake air temperature is directly determined to be 0. The air conditioning pressure is greater than the pressure threshold, which means that the air conditioning pressure is high, and the effect of the air conditioning operation on the intake air temperature cannot be ignored, and the intake air temperature needs to be compensated through the second intake air temperature. The pressure threshold is set by the technician according to the actual situation, and the embodiment of the present application does not limit this. The third correspondence table records the correspondence between the air conditioning pressure range, the vehicle speed range and the driving state and the second intake air temperature. The third correspondence table is calibrated by the technician according to the actual situation, especially the air conditioning pressure range and the vehicle speed range are divided by the technician according to the actual situation. The second intake air temperature can be quickly queried using the third correspondence table, and the embodiment of the present application does not limit this. An example of the third correspondence table is shown in Table 3 below. Of course, Table 3 below is only an example of the third correspondence table and cannot cause improper limitations on the present application.

[0146] Table 3

[0147]

[0148] In the above Table 3, the pressure threshold is 1.

[0149] In this implementation manner, the vehicle speed, driving state and air-conditioning pressure are used to query the third correspondence table to obtain the corresponding second intake air temperature, and the second intake air temperature is determined with high efficiency.

[0150] 304. The vehicle-mounted terminal combines the first intake air temperature and the second intake air temperature to obtain a reference intake air temperature of the engine, where the reference intake air temperature is a base intake air temperature of the engine in the current vehicle state.

[0151] The current vehicle state refers to the vehicle state described by the engine operating parameters, vehicle motion parameters, air conditioning operating parameters and the environmental parameters. The reference intake air temperature is the reference intake air temperature when determining the target intake air temperature later.

[0152] In a possible implementation manner, the vehicle-mounted terminal adds the first intake air temperature and the second intake air temperature to obtain a reference intake air temperature of the engine.

[0153] Another implementation of the above step 304 is described below.

[0154] In a possible implementation manner, the vehicle-mounted terminal performs weighted summation of the first intake air temperature and the second intake air temperature to obtain a reference intake air temperature of the engine.

[0155] The weight of the weighted sum of the first intake air temperature and the second intake air temperature is set by a technician according to actual conditions, and the embodiment of the present application does not limit this.

[0156] 305. The vehicle-mounted terminal determines an intake air temperature correction coefficient based on the driving mode and the vehicle motion parameter, where the intake air temperature correction coefficient is used to correct the reference intake air temperature.

[0157] Among them, the intake temperature correction coefficient is determined based on the driving mode and vehicle motion parameters. Therefore, using the intake temperature correction coefficient to correct the reference intake temperature is to correct the reference intake temperature using the driving mode and vehicle motion parameters, thereby improving the accuracy of the corrected target intake temperature. The vehicle motion parameters include vehicle speed. Different driving modes have different effects on the water-cooled intercooler system, and the intake temperature correction coefficient is to supplement the effect of the driving mode on the intake temperature.

[0158] In a possible implementation, the vehicle terminal uses the driving mode and the vehicle speed to query in a fourth correspondence table to obtain the intake temperature correction coefficient. The fourth correspondence table is used to store the correspondence between the driving mode, the vehicle speed and the intake temperature correction coefficient.

[0159] Among them, the fourth correspondence table records the correspondence between the driving mode, the vehicle speed and the intake temperature correction coefficient. The fourth correspondence table is calibrated by a technician according to actual conditions. The intake temperature correction coefficient can be quickly queried using the fourth correspondence table. The embodiment of the present application does not limit this. An example of the fourth correspondence table is shown in Table 4 below. Of course, Table 4 below is only an example of the fourth correspondence table and does not cause improper limitations on the present application.

[0160] Table 4

[0161]

[0162]

[0163] In this implementation manner, the vehicle speed and the driving mode are used to query the fourth correspondence table to obtain the corresponding intake air temperature correction coefficient, and the intake air temperature correction coefficient is determined with high efficiency.

[0164] Another implementation of the above step 305 is described below.

[0165] In a possible implementation, the vehicle terminal inputs the driving mode and vehicle speed into a correction coefficient determination model, extracts features of the driving mode and vehicle speed through the correction coefficient determination model, and obtains coefficient determination features. The vehicle terminal maps the coefficient determination features through the correction coefficient determination model to obtain the intake air temperature correction coefficient.

[0166] Among them, the correction coefficient determination model is obtained by training with multiple third sample data and the labeled intake temperature correction coefficient corresponding to each third sample data, and has the ability to predict the intake temperature correction coefficient using vehicle speed and driving mode, and the third sample data includes sample vehicle speed and sample driving mode. The correction coefficient determination model is trained with multiple third sample data and the labeled intake temperature correction coefficient corresponding to each third sample data in order to allow the correction coefficient determination model to learn the potential relationship between vehicle speed and driving mode and the intake temperature correction coefficient. The subsequent use of the trained correction coefficient determination model can achieve better results, and the predicted intake temperature correction coefficient is more accurate. In some embodiments, the correction coefficient determination model is a regression model, and the embodiment of the present application does not limit the structure of the correction coefficient determination model.

[0167] In this implementation, the vehicle speed and driving mode are input into the correction coefficient determination model, and the intake air temperature correction coefficient can be determined using the correction coefficient determination model. The intake air temperature correction coefficient has a high accuracy.

[0168] For example, the vehicle terminal inputs the vehicle speed and driving mode into the correction coefficient determination model, and performs multiple full connections and linear rectifications on the vehicle speed and the driving mode through the correction coefficient determination model to obtain the coefficient determination feature. The vehicle terminal performs full connections and normalization on the coefficient determination feature through the correction coefficient determination model to obtain the intake air temperature correction coefficient.

[0169] Another implementation of the above step 305 is described below.

[0170] In a possible implementation, the vehicle terminal determines a first correction coefficient based on the vehicle speed, determines a second correction coefficient based on the driving mode, and performs weighted fusion of the first correction coefficient and the second correction coefficient to obtain the intake air temperature correction coefficient.

[0171] In this implementation, the vehicle speed is used to determine the first correction coefficient, the driving mode is used to determine the second correction coefficient, and the first correction coefficient and the second correction coefficient are integrated to obtain the intake temperature correction coefficient, which has a high accuracy.

[0172] For example, the vehicle terminal substitutes the vehicle speed into the fifth relationship data to obtain the first correction coefficient. The vehicle terminal uses the driving mode to query to obtain the second correction coefficient. The vehicle terminal performs weighted fusion of the first correction coefficient and the second correction coefficient to obtain the intake temperature correction coefficient.

[0173] Among them, the weight of the weighted sum of the first correction coefficient and the second correction coefficient is set by the technician according to the actual situation, and the embodiment of the present application does not limit this.

[0174] 306. The vehicle-mounted terminal multiplies the reference intake air temperature by the intake air temperature correction coefficient to obtain a target intake air temperature of the engine of the vehicle, and the target intake air temperature is used to control the intercooler water pump.

[0175] The target intake air temperature is also the intake air temperature finally determined. When the intercooler water pump controls the temperature of the engine, the target intake air temperature is used as the control target.

[0176] In a possible implementation manner, the vehicle terminal determines the target intake air temperature by using the following formula (1).

[0177] T=(T1+T2+T3)×A(1)

[0178] Wherein, T is the target intake air temperature, A is the intake air temperature correction coefficient, (T1+T2+T3) is the reference intake air temperature, T1 is the third intake air temperature, T2 is the fourth intake air temperature, and T3 is the second intake air temperature.

[0179] Optionally, after step 306, the following steps can also be performed.

[0180] 307. The vehicle-mounted terminal obtains the actual intake air temperature of the engine.

[0181] The actual intake air temperature is the current intake air temperature of the engine.

[0182] 308. The vehicle-mounted terminal controls the duty cycle of the intercooler water pump based on the actual intake temperature of the engine and the target intake temperature.

[0183] Among them, the duty cycle of the intercooler water pump can control the speed of the intercooler water pump. Generally speaking, the higher the duty cycle, the higher the speed of the intercooler water pump; the lower the duty cycle, the lower the speed of the intercooler water pump. The higher the speed of the intercooler water pump, the faster the circulation speed of the coolant, and the better the effect of cooling the engine intake air. Of course, the higher the speed of the intercooler water pump, the higher the power of the intercooler water pump.

[0184] In a possible implementation manner, the vehicle-mounted terminal uses the temperature difference between the target intake temperature and the actual intake temperature of the engine to control the duty cycle of the intercooler water pump.

[0185] For example, the vehicle terminal sends the temperature difference between the target intake temperature and the actual intake temperature of the engine to the cooling system control unit. Through the cooling system control unit, a closed-loop control method is adopted to control the duty cycle of the intercooler water pump using the temperature difference between the target intake temperature and the actual intake temperature of the engine.

[0186] Among them, closed-loop control includes PI (Proportional-Integral) control and PID (Proportional-Integral-Derivative) control.

[0187] All the above optional technical solutions can be arbitrarily combined to form optional embodiments of the present application, which will not be described one by one here.

[0188] Through the technical solution provided in the embodiment of the present application, the vehicle's engine operating parameters, vehicle motion parameters, air conditioning operating parameters, driving mode and environmental parameters of the vehicle's environment are obtained to achieve the acquisition of various types of parameters. Using the various types of parameters obtained, the baseline intake temperature and intake temperature correction coefficient under the current vehicle state are determined. The baseline intake temperature under the current vehicle state is corrected using the intake temperature correction coefficient to obtain a target intake temperature of the engine with higher accuracy. When the target intake temperature is subsequently used to control the vehicle's intercooler water pump, the effect of using a water-cooled intercooler system to control the engine temperature can be improved.

[0189] Figure 4 is a schematic diagram of a structure of an engine intake temperature determination device provided in an embodiment of the present application, which is applied to a vehicle equipped with an intercooler water pump, see Figure 4 The device includes: a parameter acquisition module 401, a reference intake air temperature determination module 402, a correction coefficient determination module 403 and a target intake air temperature determination module 404.

[0190] The parameter acquisition module 401 is used to acquire the engine operating parameters, vehicle motion parameters, air conditioning operating parameters, driving mode and environmental parameters of the vehicle's environment.

[0191] The reference intake air temperature determination module 402 is used to determine the reference intake air temperature of the engine of the vehicle based on the engine operating parameters, the vehicle motion parameters, the air conditioning operating parameters and the environmental parameters. The reference intake air temperature is the base intake air temperature of the engine under the current vehicle state.

[0192] The correction coefficient determination module 403 is used to determine an intake air temperature correction coefficient based on the driving mode and the vehicle motion parameter, and the intake air temperature correction coefficient is used to correct the reference intake air temperature.

[0193] The target intake air temperature determination module 404 is used to multiply the reference intake air temperature and the intake air temperature correction coefficient to obtain a target intake air temperature of the engine of the vehicle, and the target intake air temperature is used to control the intercooler water pump.

[0194] In a possible implementation, the reference intake air temperature determination module 402 is used to determine a first intake air temperature of the engine based on the engine operating parameters, the vehicle motion parameters and the environmental parameters. A second intake air temperature of the engine is determined based on the air conditioning operating parameters and the vehicle motion parameters. The first intake air temperature and the second intake air temperature are merged to obtain a reference intake air temperature of the engine.

[0195] In a possible implementation, the reference intake air temperature determination module 402 is used to determine a third intake air temperature of the engine based on the engine operating parameters, determine a fourth intake air temperature of the engine based on the vehicle motion parameters and the environmental parameters, and fuse the third intake air temperature and the fourth intake air temperature to obtain a first intake air temperature of the engine.

[0196] In a possible implementation, the engine operating parameters include engine speed and engine load, and the reference intake temperature determination module 402 is used to query the first correspondence table using the engine speed and the engine load to obtain the third intake temperature. The first correspondence table is used to store the correspondence between the engine speed and the engine load and the third intake temperature. The first correspondence table is obtained by placing a calibration engine of the same model of the engine in a preset environment for calibration. Alternatively, the engine speed and the engine load are input into the first intake temperature determination model, and the engine speed and the engine load are feature extracted by the first intake temperature determination model to obtain the engine operating characteristics. The engine operating characteristics are mapped by the first intake temperature determination model to obtain the third intake temperature. Alternatively, based on the engine load, the load intake temperature of the engine is determined. Based on the engine speed, the speed temperature correction coefficient of the engine is determined. The load intake temperature and the speed temperature correction coefficient are multiplied to obtain the third intake temperature.

[0197] In a possible implementation, the vehicle motion parameter includes a vehicle speed, and the reference intake air temperature determination module 402 is used to query the second correspondence table using the vehicle speed and the ambient temperature to obtain the fourth intake air temperature, and the second correspondence table is used to store the correspondence between the vehicle speed, the ambient temperature and the fourth intake air temperature. Alternatively, the vehicle speed and the ambient temperature are input into a second intake air temperature determination model, and the vehicle speed and the ambient temperature are feature extracted by the second intake air temperature determination model to obtain a vehicle speed temperature feature. The vehicle speed temperature feature is mapped by the second intake air temperature determination model to obtain the fourth intake air temperature. Alternatively, based on the ambient temperature, the reference ambient intake air temperature of the engine is determined. Based on the vehicle speed, the vehicle speed temperature correction coefficient of the engine is determined. The reference ambient intake air temperature and the vehicle speed temperature correction coefficient are multiplied to obtain the fourth intake air temperature.

[0198] In a possible implementation, the vehicle motion parameter includes a vehicle speed and a driving state, and the reference intake air temperature determination module 402 is used to determine the second intake air temperature as 0 when the air conditioning operation parameter indicates that the air conditioning of the vehicle is not turned on. When the air conditioning operation parameter indicates that the air conditioning of the vehicle is turned on, the second intake air temperature of the engine is determined based on the air conditioning pressure of the air conditioning in the air conditioning operation parameter, the vehicle speed, and the driving state.

[0199] In a possible implementation, the reference intake air temperature determination module 402 is used to, when the air conditioning pressure is less than or equal to the pressure threshold, determine the second intake air temperature as 0. When the air conditioning pressure is greater than the pressure threshold, the air conditioning pressure, the vehicle speed, and the driving state are used to query in a third correspondence table to obtain the second intake air temperature, and the third correspondence table is used to store the correspondence between the air conditioning pressure range, the vehicle speed range, the driving state, and the second intake air temperature.

[0200] In a possible implementation, the vehicle motion parameter includes the vehicle speed, and the correction coefficient determination module 403 is used to query the fourth correspondence table using the driving mode and the vehicle speed to obtain the intake temperature correction coefficient, and the fourth correspondence table is used to store the correspondence between the driving mode, the vehicle speed and the intake temperature correction coefficient. Alternatively, the driving mode and the vehicle speed are input into the correction coefficient determination model, and the driving mode and the vehicle speed are feature extracted by the correction coefficient determination model to obtain the coefficient determination feature. The coefficient determination feature is mapped by the correction coefficient determination model to obtain the intake temperature correction coefficient. Alternatively, based on the vehicle speed, a first correction coefficient is determined. Based on the driving mode, a second correction coefficient is determined. The first correction coefficient and the second correction coefficient are weightedly fused to obtain the intake temperature correction coefficient.

[0201] In a possible implementation, the device further includes:

[0202] The control module is used to obtain the actual intake air temperature of the engine and control the duty cycle of the intercooler water pump based on the actual intake air temperature of the engine and the target intake air temperature.

[0203] It should be noted that: the engine intake temperature determination device provided in the above embodiment only uses the division of the above functional modules as an example to illustrate when identifying the state of the vehicle. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the computer device is divided into different functional modules to complete all or part of the functions described above. In addition, the engine intake temperature determination device provided in the above embodiment and the engine intake temperature determination method embodiment belong to the same concept, and the specific implementation process is detailed in the method embodiment, which will not be repeated here.

[0204] Through the technical solution provided in the embodiment of the present application, the vehicle's engine operating parameters, vehicle motion parameters, air conditioning operating parameters, driving mode and environmental parameters of the vehicle's environment are obtained to achieve the acquisition of various types of parameters. Using the various types of parameters obtained, the baseline intake temperature and intake temperature correction coefficient under the current vehicle state are determined. The baseline intake temperature under the current vehicle state is corrected using the intake temperature correction coefficient to obtain a target intake temperature of the engine with higher accuracy. When the target intake temperature is subsequently used to control the vehicle's intercooler water pump, the effect of using a water-cooled intercooler system to control the engine temperature can be improved.

[0205] The embodiment of the present application also provides a vehicle, Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0206] Typically, the vehicle 500 includes: one or more processors 501 and one or more memories 502 .

[0207] The processor 501 may include one or more processing cores, such as a 4-core processor, a 5-core processor, etc. The processor 501 may be implemented in at least one hardware form of DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). The processor 501 may also include a main processor and a coprocessor. The main processor is a processor for processing data in the awake state, also known as a CPU (Central Processing Unit); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, the processor 501 may be integrated with a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor 501 may also include an AI (Artificial Intelligence) processor, which is used to process computing operations related to machine learning.

[0208] The memory 502 may include one or more computer-readable storage media, which may be non-transitory. The memory 502 may also include a high-speed random access memory, and a non-volatile memory, such as one or more disk storage devices, flash memory storage devices. In some embodiments, the non-transitory computer-readable storage medium in the memory 502 is used to store at least one computer program, which is used to be executed by the processor 501 to implement the method for determining the engine intake temperature provided in the method embodiment of the present application.

[0209] Those skilled in the art will understand that Figure 5 The structure shown in the figure does not constitute a limitation on the vehicle 500, and the vehicle 500 may include more or less components than those shown in the figure, or combine certain components, or adopt a different arrangement of components.

[0210] In addition, the device provided in the embodiments of the present application may specifically be a chip, a component or a module, and the chip may include a connected processor and a memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a method for determining the engine intake temperature provided in the above embodiment.

[0211] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is run on a computer, the computer executes the above-mentioned related method steps to implement a method for determining an engine intake temperature provided in the above embodiment.

[0212] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a method for determining the engine intake temperature provided in the above embodiment.

[0213] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0214] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0215] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of modules or units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0216] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A method for determining an engine intake temperature, characterized in that: Applied to a vehicle equipped with an intercooler water pump, the method comprises: Acquiring engine operating parameters, vehicle motion parameters, air conditioning operating parameters, driving mode, and environmental parameters of the vehicle's environment; Determining a reference intake air temperature of the engine of the vehicle based on the engine operating parameter, the vehicle motion parameter, the air conditioning operating parameter, and the environmental parameter, the reference intake air temperature being a base intake air temperature of the engine under a current vehicle state; determining an intake air temperature correction coefficient based on the driving mode and the vehicle motion parameter, wherein the intake air temperature correction coefficient is used to correct a reference intake air temperature; The reference intake air temperature and the intake air temperature correction coefficient are multiplied to obtain a target intake air temperature of the engine of the vehicle, and the target intake air temperature is used to control the intercooler water pump.

2. The method according to claim 1, characterized in that The determining, based on the engine operating parameter, the vehicle motion parameter, the air conditioning operating parameter, and the environmental parameter, a reference intake air temperature of the engine of the vehicle comprises: determining a first intake air temperature of the engine based on the engine operating parameter, the vehicle motion parameter, and the environmental parameter; determining a second intake air temperature of the engine based on the air conditioning operating parameter and the vehicle motion parameter; The first intake air temperature and the second intake air temperature are combined to obtain a reference intake air temperature of the engine.

3. The method according to claim 2, characterized in that The determining, based on the engine operating parameter, the vehicle motion parameter and the environmental parameter, a first intake air temperature of the engine comprises: determining a third intake air temperature of the engine based on the engine operating parameter; determining a fourth intake air temperature of the engine based on the vehicle motion parameter and the environmental parameter; The third intake air temperature and the fourth intake air temperature are combined to obtain a first intake air temperature of the engine.

4. The method according to claim 3, characterized in that The engine operating parameters include an engine speed and an engine load, and determining a third intake air temperature of the engine based on the engine operating parameters includes: The engine speed and the engine load are used to query in a first correspondence table to obtain the third intake air temperature, wherein the first correspondence table is used to store the correspondence between the engine speed and the engine load and the third intake air temperature, and the first correspondence table is obtained by placing a calibration engine of the same model as the engine in a preset environment for calibration; Alternatively, the engine speed and the engine load are input into a first intake temperature determination model, and the engine speed and the engine load are subjected to feature extraction through the first intake temperature determination model to obtain engine operation features; the engine operation features are mapped through the first intake temperature determination model to obtain the third intake temperature; Alternatively, based on the engine load, the load intake temperature of the engine is determined; based on the engine speed, the speed temperature correction coefficient of the engine is determined; and the load intake temperature and the speed temperature correction coefficient are multiplied to obtain the third intake temperature.

5. The method according to claim 3, characterized in that: The vehicle motion parameter includes a vehicle speed, the environmental parameter includes an ambient temperature, and determining a fourth intake air temperature of the engine based on the vehicle motion parameter and the environmental parameter includes: The vehicle speed and the ambient temperature are used to query in a second correspondence table to obtain the fourth intake air temperature, wherein the second correspondence table is used to store the correspondence between the vehicle speed, the ambient temperature and the fourth intake air temperature; Alternatively, the vehicle speed and the ambient temperature are input into a second intake air temperature determination model, and the vehicle speed and the ambient temperature are subjected to feature extraction by the second intake air temperature determination model to obtain a vehicle speed temperature feature; the vehicle speed temperature feature is mapped by the second intake air temperature determination model to obtain the fourth intake air temperature; Alternatively, based on the ambient temperature, a baseline ambient intake temperature of the engine is determined; based on the vehicle speed, a vehicle speed temperature correction coefficient of the engine is determined; and the fourth intake temperature is obtained by multiplying the baseline ambient intake temperature and the vehicle speed temperature correction coefficient.

6. The method according to claim 2, characterized in that The vehicle motion parameter includes a vehicle speed and a driving state, the driving state includes upward and downward movement, and the determining the second intake air temperature of the engine based on the air conditioning operation parameter and the vehicle motion parameter includes: When the air conditioning operation parameter indicates that the air conditioning of the vehicle is not turned on, determining the second intake air temperature to be 0; When the air conditioner operation parameter indicates that the air conditioner of the vehicle is turned on, a second intake air temperature of the engine is determined based on an air conditioner pressure of the air conditioner in the air conditioner operation parameter, the vehicle speed, and the driving state.

7. The method according to claim 6, characterized in that The determining the second intake air temperature of the engine based on the air conditioning pressure of the air conditioner in the air conditioning operation parameters, the vehicle speed, and the driving state includes: When the air-conditioning pressure is less than or equal to a pressure threshold, determining the second intake air temperature to be 0; When the air-conditioning pressure is greater than the pressure threshold, the air-conditioning pressure, the vehicle speed and the driving status are used to query in a third correspondence table to obtain the second intake air temperature. The third correspondence table is used to store the correspondence between the air-conditioning pressure range, the vehicle speed range and the driving status and the second intake air temperature.

8. The method according to claim 1, characterized in that The vehicle motion parameter includes a vehicle speed, and determining the intake air temperature correction coefficient based on the driving mode and the vehicle motion parameter includes: Using the driving mode and the vehicle speed to query in a fourth correspondence table to obtain the intake air temperature correction coefficient, the fourth correspondence table is used to store the correspondence between the driving mode and the vehicle speed and the intake air temperature correction coefficient; Alternatively, the driving mode and the vehicle speed are input into a correction coefficient determination model, and the driving mode and the vehicle speed are subjected to feature extraction through the correction coefficient determination model to obtain a coefficient determination feature; the coefficient determination feature is mapped through the correction coefficient determination model to obtain the intake air temperature correction coefficient; Alternatively, a first correction coefficient is determined based on the vehicle speed; a second correction coefficient is determined based on the driving mode; and the first correction coefficient and the second correction coefficient are weightedly integrated to obtain the intake air temperature correction coefficient.

9. The method according to claim 1, characterized in that: After multiplying the reference intake air temperature and the intake air temperature correction coefficient to obtain a target intake air temperature of the engine of the vehicle, the method further includes: Obtaining an actual intake air temperature of the engine; The duty cycle of the intercooler water pump is controlled based on the actual intake air temperature of the engine and the target intake air temperature.

10. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the method for determining the engine intake air temperature as described in any one of claims 1 to 9.

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