Vehicle heating control method and device and vehicle

Abstract

The embodiment of the invention provides a vehicle heating control method and device and a vehicle, and the method comprises the steps that when it is determined that an air heating PTC does not meet the preset heating temperature, first target information is obtained, and the first target information comprises the vehicle starting state, warm air state information, the battery remaining capacity, the battery allowable continuous charging power, the environment temperature and the vehicle speed; when it is determined that the first target information meets the first condition, an engine starting request is triggered, and first heating of the engine is increased after the engine is started; in the first heating process of the engine, second target information is obtained, and the second target information comprises the battery remaining capacity, the battery allowable continuous charging power, the warm air gear, the PTC core body temperature, the vehicle speed and the vehicle starting state; and when it is determined that any parameter in the second target information meets a second condition, an engine stop request is triggered, and the engine is controlled to stop based on a preset stop strategy. The heating requirement of a user can be met, and the riding experience of the user is improved.

Description

Technical Field

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

[0002] When the engine heating + air PTC heating combination of the mechanical water pump on the current hybrid vehicle is used for heating, at extremely low temperatures, the heating power of the air PTC has reached the maximum, but the PTC core temperature or the air outlet temperature does not meet the target requirements, and the heating effect is insufficient. If the engine is not started in time or the engine loop heating is not turned on in time, it is very easy to cause user complaints. However, if the engine is started too early, when the power battery is fully charged or at low temperature and there is no charging power, the engine torque is limited, which will cause the engine to operate in the inefficient area or near 0 torque or in the reverse drag state, resulting in problems such as high fuel consumption and abnormal knocking noise at 0 torque. Summary of the Invention

[0003] The embodiments of the present application provide a vehicle heating control method, device and vehicle. Through this heating control method, the engine start control can be requested to increase the engine heating when the air heater PTC heating is insufficient, so as to meet the user's heating requirements.

[0004] In a first aspect, the embodiments of the present application provide a vehicle heating control method, which is applied to a hybrid vehicle. The heating system of the hybrid vehicle includes an engine heating circuit with a mechanical water pump and an air heater PTC, and includes: when it is determined that the heating temperature during the independent heating of the air heater PTC does not meet the preset heating temperature, obtaining first target information, where the first target information includes the following multiple parameters: vehicle start state, warm air state information, remaining battery power, battery allowable continuous charging power, ambient temperature, and vehicle speed, where the warm air state information includes the warm air gear, PTC heating duty cycle request, and PTC core temperature; when it is determined that the first target information meets the first condition, triggering an engine start request, and increasing the first engine heating after the engine is started; during the first engine heating process, obtaining second target information, where the second target information includes the following multiple parameters: remaining battery power, battery allowable continuous charging power, warm air gear, PTC core temperature, vehicle speed, and vehicle start state; when it is determined that any one of the parameters in the second target information meets the second condition, triggering an engine stop request, and controlling the engine to stop based on a preset stop strategy.

[0005] In a possible implementation, determining that the first target information meets the first condition includes: the vehicle startup state is the started state, the warm air gear is the maximum gear, and the PTC heating duty cycle request is the maximum value; the PTC core temperature is less than the first core temperature and the duration is greater than the first duration, where the first core temperature is the difference between the target core temperature and the first core temperature offset; the remaining battery power is less than the first power and the battery allowable continuous charging power is greater than the first power; the ambient temperature is less than the target ambient temperature; and the vehicle speed is greater than the first vehicle speed.

[0006] In a possible implementation, determining that any one of the parameters in the second target information meets the second condition includes: the remaining battery power is greater than the second power, where the second power is the sum of the first power and the power offset; or the battery allowable continuous charging power is less than the second power, where the second power is the sum of the first power and the power offset; or the warm air gear is the lowest gear; or the PTC core temperature is greater than the second core temperature and the duration is greater than the second duration, where the second core temperature is the sum of the target core temperature and the second core temperature offset; or the vehicle startup state is the exited startup state; or the vehicle speed is less than the second vehicle speed, where the second vehicle speed is the difference between the first vehicle speed and the vehicle speed offset.

[0007] In a possible implementation, controlling the engine to shut down based on a preset shutdown strategy includes: in response to an engine shutdown request, performing engine fuel cut-off control, controlling the mechanical water pump of the engine to continue working, performing second-stage engine heating based on the residual heat of the engine water temperature, and during the second-stage engine heating, performing stepwise dynamic adjustment of the PTC heating duty cycle based on the ambient temperature and the engine water temperature; during the second-stage engine heating, obtaining third target information, where the third target information includes the following multiple parameters: fuel cut-off cumulative duration, PTC core temperature change gradient, PTC core temperature, engine operating state; when it is determined that any one of the parameters in the third target information meets the third condition, controlling the engine to shut down, ending the second-stage engine heating, and resuming independent heating of the warm air PTC.

[0008] In a possible implementation, before the engine shuts down, performing stepwise dynamic adjustment of the PTC heating duty cycle based on the ambient temperature and the engine water temperature includes: during the second-stage engine heating, based on the ambient temperature and the engine water temperature, determining the corresponding PTC heating duty cycle target value in real time, and stepwise dynamically adjusting the PTC heating duty cycle request value to the PTC heating duty cycle target value for warm air PTC heating.

[0009] In a possible implementation, determining that any one parameter in the third target information satisfies the third condition includes: the cumulative fuel cut-off duration is greater than a preset duration, where the preset duration is determined based on the ambient temperature; or the temperature change gradient of the PTC core is greater than a change gradient threshold, where the change gradient threshold is determined based on the ambient temperature; or the temperature of the PTC core is greater than the upper limit value of the PTC temperature; or the engine operating state exits the shutdown fuel cut-off state and enters the running state.

[0010] In a possible implementation, after controlling the engine to shut down, the method further includes: in the engine shutdown state, obtaining fourth target information, where the fourth target information includes the following multiple parameters: engine operating state, engine water temperature, PTC core temperature, and PTC temperature change gradient; when it is determined that all parameters in the fourth target information satisfy the fourth condition, locking the PTC duty ratio request value to 0.

[0011] In a possible implementation, determining that all parameters in the fourth target information satisfy the fourth condition includes: the engine operating state is in the running state and there is no fuel cut-off request; the engine water temperature is greater than the third core temperature, where the third core temperature is the sum of the target core temperature and the third core temperature offset; the PTC core temperature is greater than the fourth core temperature, where the fourth core temperature is the sum of the target core temperature and the fourth core temperature offset; and the PTC core temperature change gradient is greater than the rising gradient threshold, where the rising gradient threshold is determined based on the ambient temperature and the first temperature difference, where the first temperature difference is the difference between the upper limit value of the PTC temperature and the PTC core temperature.

[0012] In a possible implementation, after locking the PTC duty ratio request value to 0, it further includes: when any one parameter in the fourth target information satisfies the fifth condition, unlocking the PTC duty ratio request value of 0, determining the PTC heating duty ratio regulation rate based on the second temperature difference, and linearly adjusting the PTC heating duty ratio request value through the PTC heating duty ratio regulation rate; where the second temperature difference is the difference between the PTC core temperature and the target temperature. Any one parameter in the fourth target information satisfies the fifth condition includes: the engine operating state is in a non-running state or a fuel cut-off request state; the engine water temperature is less than the fifth core temperature, where the fifth core temperature is the sum of the target core temperature and the fifth core temperature offset; the PTC core temperature is less than the sixth core temperature, where the sixth core temperature is the sum of the target core temperature and the sixth core temperature offset; and the PTC core temperature change gradient is less than the falling gradient threshold, where the rising gradient threshold is determined based on the ambient temperature and the first temperature difference, where the first temperature difference is the difference between the upper limit value of the PTC temperature and the PTC core temperature.

[0013] In a second aspect, an embodiment of the present application further provides a vehicle heating control device, including a processor and a memory. The memory is used to store at least one instruction, and when the instruction is loaded and executed by the processor, it implements the vehicle heating control method provided in the first aspect.

[0014] In a third aspect, an embodiment of the present application further provides a vehicle, which includes the vehicle heating control device provided in the second aspect.

[0015] Through the above technical solution, when it is determined that the heating temperature during independent heating of the air heater PTC does not meet the preset heating temperature, parameters such as the vehicle start state, warm air state information, remaining battery power, allowable continuous charging power of the battery, ambient temperature, and vehicle speed can be collected. When all the above parameters meet the corresponding conditions, the engine is requested to start and engine heating is increased, so as to meet the heating requirements of users and improve the user's riding experience. Description of the Drawings

[0016] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0017] Figure 1 Schematic diagram of the heating system architecture provided by an embodiment of the present application;

[0018] Figure 2 Schematic diagram of the flow of the vehicle heating control method provided by an embodiment of the present application;

[0019] Figure 3 Full flow schematic diagram of the vehicle heating control method provided by an embodiment of the present application;

[0020] Figure 4 Schematic diagram of the structure of the vehicle heating control device provided by an embodiment of the present application. Detailed Embodiments

[0021] To make the objectives, technical solutions, and advantages of the embodiments of the present application clearer, the following will clearly and completely describe the technical solutions in the embodiments of the present application with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are some, but not all, of the embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present application.

[0022] The current heating methods for the passenger compartments of hybrid vehicles are mainly divided into two types: in-cylinder circulation heating of the engine cooling water circuit and in-cylinder circulation heating of the engine cooling water circuit + PTC heater. For hybrid vehicles without a PTC, when there is a heating request, the engine must be requested to start immediately, and the engine water circuit is used for heating. For hybrid vehicles with a PTC heater, when there is a heating request, the PTC heater can be preferentially used for heating, and it is not necessary to start the engine immediately for heating. The heating systems of hybrid vehicles with a PTC heater are further divided into in-cylinder circulation heating of the engine cooling with an electric water pump + air PTC, engine heating with a mechanical water pump + water PTC + heater water pump + electronic thermostat, and engine heating with a mechanical water pump + air PTC.

[0023] In some scenarios, for the engine electric water pump + air PTC solution, when the engine is warm and the in-cylinder heating of the engine circuit already meets the demand, the power of the air PTC can be reduced to 0. If the energy management strategy requires the engine to stop, during the process of the air PTC heating power increasing from 0, the engine electric water pump can be controlled to operate, and the waste heat after the engine stops can be used to continue heating, compensating for the insufficient heating during the increase in PTC power, and minimizing the sudden drop in heating effect after the engine stops. The engine heating with a mechanical water pump + water PTC + heater water pump + electronic thermostat solution can achieve the same effect through the heater water pump. The engine heating with a mechanical water pump + air PTC heating combination is rarely used in current hybrid vehicles, mainly due to the following three problems

[0024] First: At low temperatures, the heating power of the air PTC is already at its maximum, but the temperature of the PTC core or the air outlet temperature does not reach the target requirement, resulting in insufficient heating effect. If the engine is not requested to start in a timely manner and the engine circuit heating is not turned on in a timely manner, it is very likely to cause user complaints. However, if the engine is requested to start too early, when the power battery is fully charged or at low temperatures when there is no charging power, the engine torque is limited, causing the engine to operate in an inefficient area or near 0 torque or in a reverse drag state, resulting in problems such as high fuel consumption and abnormal knocking noise at 0 torque.

[0025] Second: After the engine stops, the water pump cannot be controlled to operate. If the duty cycle of the air PTC has been adjusted to the minimum value of 0 and the temperature of the PTC core is higher than the target temperature before the engine stops, and the duty cycle of the PTC is continued to be adjusted by the temperature difference method after the engine stops, it will occur that the real-time temperature of the PTC core is still higher than the target temperature after the engine stops, and the duty cycle of the PTC needs to be controlled to increase only after the real-time temperature is lower than the target temperature, resulting in a sudden stop of engine heating and a lag in PTC regulation, leading to a sharp drop in the temperature of the PTC core and the air outlet temperature of the air conditioner.

[0026] Third point: When the vehicle is in the shutdown state, to ensure sufficient PTC core temperature or air outlet temperature of the air conditioner, the power of the wind PTC is relatively high or at full power. At this time, the energy management strategy requires starting the engine. If it is in a warm engine state at this time and the power of the wind PTC cannot drop rapidly, the engine loop heating + high-power heating of the wind PTC will cause the core temperature or the air outlet temperature of the air conditioner to rise sharply, and will exceed the maximum allowable temperature of the air conditioning system at the limit.

[0027] To solve the above technical problems, an embodiment of the present application provides a vehicle heating control method. Through this method, when the heating capacity of the wind-warm PTC of the vehicle does not meet the preset heating condition, the engine can be requested to increase engine heating to meet the heating demand of the user.

[0028] To implement the above vehicle heating control method, the present application provides a heating system, and the vehicle heating control method can be executed through this heating system to realize the heating demand for a hybrid vehicle.

[0029] Figure 1 Schematic diagram of the heating system architecture provided by an embodiment of the present application.

[0030] Refer to Figure 1 As shown, the heating system architecture may include: an engine 10, a mechanical water pump 20, an engine water heating core 30, a wind-warm positive temperature coefficient (PTC) heater 40 (hereinafter simply referred to as wind-warm PTC 40), and the wind-warm PTC includes a PTC core. In one implementation, in the heating circuit of the engine 10, after the mechanical water pump 10 starts, it can pump the liquid heated by the engine through the heating circuit to flow to the engine water heating core 30 and heat the engine water heating core 30. The cooled liquid returns to the engine 10 via the mechanical water pump 20. After the engine 10 starts, circulating heating can be achieved through the heating circuit of the engine 10. In some embodiments, the wind-warm PTC 40 can be disposed around the engine water heating core 30 such that the engine water heating core 30 and the wind-warm PTC 40 are in one heating air direction.

[0031] In some embodiments, the heating system architecture may further include an engine water temperature sensor 50 and a PTC core temperature sensor 60. In one implementation, the engine water temperature sensor can be disposed at the engine coolant outlet position, and the PTC core temperature sensor can be disposed near the PTC core position.

[0032] Figure 2 Schematic diagram of the vehicle heating control method process provided by an embodiment of the present application.

[0033] The vehicle heating control method can be applied to a hybrid vehicle, and the heating system architecture of the hybrid vehicle can be as Figure 1 shown.

[0034] Referring to Figure 2 shown, the method may include the following steps:

[0035] S201: When it is determined that the heating temperature during independent heating by the air heater PTC does not meet the preset heating temperature, obtain the first target information.

[0036] Wherein, the first target information includes the following multiple parameters: vehicle start state, warm air state information, remaining battery power, allowable continuous charging power of the battery, ambient temperature, and vehicle speed. Among them, the warm air state information includes the warm air gear, PTC heating duty cycle request, and PTC core temperature.

[0037] In some scenarios, during the process of independent heating by the air heater PTC of the vehicle, as the vehicle travels, the vehicle ambient temperature or vehicle state may change. For example, it is possible that the vehicle ambient temperature decreases over time (such as entering the night) or due to changes in the driving position. When the vehicle ambient temperature is low and the heating temperature during independent heating by the air heater PTC does not meet the user's requirements or cannot reach the preset heating temperature (for example, the temperature of the passenger compartment does not meet the preset temperature condition), the engine can be requested to increase engine heating to meet the user's heating requirements.

[0038] In some embodiments, when it is determined that the heating temperature during independent heating by the air heater PTC does not meet the preset heating temperature, obtain the first target information. In one implementation manner, the first target information may include the following multiple parameters: vehicle start state, warm air state information, remaining battery power, allowable continuous charging power of the battery, ambient temperature, and vehicle speed. Among them, the warm air state information includes the warm air gear, PTC heating duty cycle request, and PTC core temperature.

[0039] S202: When it is determined that the first target information meets the first condition, trigger an engine start request and increase the first engine heating after the engine starts.

[0040] In some embodiments, determining that the first target information meets the first condition includes that multiple parameters in the first target information meet the corresponding conditions, specifically as follows:

[0041] 1. The vehicle startup state (or the whole vehicle state) is the started state (i.e., the whole vehicle is in the ready state), the warm air gear is at the maximum gear, and the PTC heating duty cycle request is at the maximum value. Among them, in one implementation, the whole vehicle state may include three states: On, high voltage, and Ready. When the whole vehicle state is in the Ready state, starting the engine is not inhibited. If the driver actively exits the Ready state, the heating system will no longer request to start the engine.

[0042] 2. The PTC core temperature is less than the first core temperature (A1) and the duration is greater than the first duration (B1), where the first core temperature (A1) is the difference between the target core temperature (A) and the first core temperature offset (A0'), and both the first core temperature offset (A0) and the first duration (B1) are calibratable values. Specifically, in one implementation, the first core temperature offset (A0') is a positive offset, generally in the range of 5 - 10 °C, and the first duration (B1) generally ranges from 5 - 20 seconds.

[0043] 3. The remaining battery charge (SOC) is less than the first charge (C1) and the battery allows a continuous charging power greater than the first power (D1), where both the first charge (C1) and the first power (D1) are calibratable values; specifically, the first charge is defined as the SOC threshold that allows the warm air system to request starting the engine. If it is lower than the first charge, requesting to start the engine is not inhibited. In some application scenarios, the first charge can be set according to the energy of the power battery matched with the whole vehicle. Exemplarily, the range of the first charge (C1) can be set to 80% - 95%. The first power (D1) is defined as the minimum battery allowable charging power threshold that allows the heating system to request starting the engine. When the battery allows a continuous charging power greater than D1, requesting to start the engine is not inhibited. Among them, in one implementation, the value range of D1 is generally above 10 kw.

[0044] 4. The ambient temperature is less than the target ambient temperature, where the target ambient temperature is a calibratable value; and

[0045] 5. The vehicle speed is greater than the first vehicle speed (V1), where the first vehicle speed is a calibratable value. Specifically, the first vehicle speed (V1) is defined as the minimum vehicle speed threshold for the heating system to request starting the engine (i.e., V1 = Vmin). Specifically, when the vehicle speed is greater than Vmin, requesting to start the engine is not inhibited.

[0046] When all the above 5 conditions are met, it is determined that the first target information meets the first condition. It should also be noted that the prerequisite state for determining that the first target information meets the first condition also includes that the vehicle engine is in a non-operating state.

[0047] In some embodiments, when it is determined that multiple parameters in the first target information all meet the corresponding conditions, an engine start request is triggered. After the engine starts in response to this engine start request, the heating system can increase the first heating of the engine to increase the heating capacity of the heating system, so as to meet the preset heating temperature, meet the heating requirements of the user, and thus improve the user's riding experience.

[0048] S203: During the first heating of the engine, obtain the second target information.

[0049] Among them, the second target information includes the following multiple parameters: remaining battery power, battery allowable continuous charging power, warm air gear, PTC core temperature, vehicle speed, and vehicle start state.

[0050] In some embodiments, during the first heating of the engine, the second target information can be obtained. In one implementation, the second target information can be obtained every certain period of time, or the second target information can be obtained in real time.

[0051] In the scenario of the first heating of the engine, it is possible to determine whether the vehicle can continue to perform the first heating of the engine by obtaining the second target information.

[0052] S204: When it is determined that any one of the parameters in the second target information meets the second condition, trigger an engine shutdown request and control the engine to shut down based on a preset shutdown strategy.

[0053] In some embodiments, when it is determined that any one of the parameters in the second target information meets the second condition, it can be determined that it is no longer suitable to continue performing the first heating of the engine. In one implementation, determining that any one of the parameters in the second target information meets the second condition specifically includes:

[0054] 1. The remaining battery power (i.e., SOC) is greater than the second power, where the second power is the sum of the first power C1 and the power offset C0; among them, when the remaining battery power (SOC) is greater than the second power (C1 + C0), it is no longer allowed to request starting the engine. When the SOC is full, the power battery is not allowed to charge. If the engine is started, restricted by the allowable charging power of the power battery, the engine will be restricted to a smaller torque or negative torque, which is likely to cause high fuel consumption or abnormal knocking noise of the power generation 0 torque. Generally, it is set according to the energy of the power battery matched by the whole vehicle. The range of the first power (C1) can be set to 80% - 95% to ensure that the engine can warm up normally and will not be charged to SOC 100%. The offset C0 is generally 5% - 10%.

[0055] 2. The battery allows a continuous charging power less than a second power (D2), where the second power is the sum of a first power (D1) and a power offset (D0). When the battery allows a continuous charging power less than the second power (D2), starting the engine is no longer allowed. In one embodiment, the value range of D1 is generally above 10 kw, and the value range of D0 as a negative value can be -10 to -5 kw. Or

[0056] 3. The heating gear is the lowest gear;

[0057] 4. The PTC core temperature is greater than a second core temperature (A2) and the duration is greater than a second duration (B2), where the second core temperature is the sum of a target core temperature (A) and a second core temperature offset (A0"); in some embodiments, the value of the second core temperature offset (A0") and the first core temperature offset (A0') can be the same or similar.

[0058] 5. The vehicle start state is the exit start state, where if the driver actively exits the Ready state, the heating system no longer requests to start the engine;

[0059] 6. The vehicle speed is less than a second vehicle speed (V2), where the second vehicle speed (V2) is the difference between a first vehicle speed (V1) and a vehicle speed offset (V0), i.e., V2 = V1 - V0. Specifically, considering the low-speed NVH performance, and that the power consumption of the low-speed drive motor is small and the battery allows a small charging power, resulting in low engine torque and high fuel consumption, when the vehicle speed is less than the second vehicle speed (V2), starting the engine is not allowed.

[0060] When any one of the above 6 conditions is satisfied, it is determined that the second target information meets the second condition. Conversely, when none of the above 6 conditions are satisfied, it is determined that the second target information does not meet the second condition.

[0061] In some embodiments, when it is determined that the second target information meets the second condition, if the engine is in an unstarted state and an engine start request has been issued previously, the heating system can withdraw the request to start the engine.

[0062] In other embodiments, when it is determined that the second target information meets the second condition, if the heating system is performing the first engine heating, an engine shutdown request is triggered, and the heating system can control the engine to shut down based on a preset shutdown strategy.

[0063] In some application scenarios, if the duty cycle of the wind PTC has been adjusted to the minimum value of 0 according to the actual temperature difference from the target temperature before the engine stops, and then the duty cycle of the PTC is continuously adjusted by the temperature difference method after the engine stops, it will occur that the real-time temperature of the PTC core is still higher than the target temperature after the engine stops, and the control to increase the duty cycle of the PTC will only start after the real-time temperature is lower than the target temperature. Suddenly stopping the engine heating and having a hysteresis in the regulation of the wind heating PTC will cause the temperature of the PTC core and the temperature of the air outlet of the air conditioner to drop sharply. To solve this technical problem, the vehicle heating control method provided in this application can control the engine stop by presetting a stop strategy.

[0064] In some embodiments, the preset stop strategy control provided in this application may include two stages of control, namely, the pre-stop control and the control in the stopped state. Among them, in one implementation, the pre-stop control stage is specifically the time from the moment when the engine stop request is triggered to the moment when the engine stop is controlled; the control stage in the stopped state is the time period after the engine stop is controlled.

[0065] In some embodiments, the specific strategy of the pre-stop control may include: performing fuel cut-off control on the engine before stopping, so that the engine enters the reverse drag state, and controlling the engine mechanical water pump to keep running continuously, using the residual heat of the water temperature before stopping to maintain engine heating; when the heating system receives the fuel cut-off request signal before stopping, perform a stepwise dynamic adjustment on the requested value of the duty cycle of the wind heating PTC to avoid hysteresis in temperature difference regulation, thereby improving the heating efficiency.

[0066] The preset stop strategy control of this application will be described in detail below with reference to the accompanying drawings.

[0067] Figure 3 It is a schematic diagram of the full process of the vehicle heating control method provided in an embodiment of this application.

[0068] Refer to Figure 3 As shown, the full process may include the following steps:

[0069] S301: Determine whether there is an engine heating demand.

[0070] In some embodiments, when the wind heating PTC is independently heating, the heating temperature of the PTC can be collected and compared with the target temperature of the user to determine whether the heating temperature meets the target temperature. When the heating temperature does not meet the target temperature, it can be determined that there is currently an engine heating demand, so as to realize the heating demand of the user through engine heating. Among them, when it is determined that there is currently an engine heating demand, S302 is continued; when it is determined that there is currently no engine heating demand, the process ends.

[0071] S302: Determine whether the first target information meets the first condition. If it meets, execute S304; if not, execute S303.

[0072] In some embodiments, the specific implementation of S302 may be the same as or similar to the determination method for determining that the first target information meets the first condition in S202 shown Figure 2 above, and will not be elaborated here.

[0073] Among them, when it is determined that the first target information does not meet the first condition, it is considered that the vehicle currently does not have the corresponding limiting conditions for engine heating, and S303 is executed to continue heating through the air heater PTC. It should be noted that during the process of continuing to heat through the air heater PTC, S301 may also be returned to continue to determine whether there is a current engine heating requirement, and after determining that there is such an engine heating requirement, further determine whether the first target information meets the first condition. In one implementation, S301 and S302 can be periodically executed for detection during the process of continuing to heat through the air heater PTC. Among them, this period can be set based on user requirements, and this application does not limit this period.

[0074] Among them, when it is determined that the first target information meets the first condition, S304 can be executed.

[0075] S303: The heating system linearly adjusts the PTC heating duty ratio request value through the PTC heating duty ratio regulation rate.

[0076] In some embodiments, when the engine start is not requested and the air heater PTC is used for heating, real-time regulation can be performed according to the difference between the real-time temperature of the PTC core and the target temperature, and the regulation rate is obtained by looking up Table 0 according to the difference between the real-time temperature of the PTC core and the target temperature.

[0077] Table 0

[0078]

[0079] The PTC target temperature is obtained by looking up Table 1 according to the warm air gear and the ambient temperature.

[0080] Table 1

[0081]

[0082] Among them, the smaller the real-time temperature is than the target temperature, the greater the positive regulation rate is, and the faster the requested duty ratio rises; on the contrary, it rises more slowly. The greater the real-time temperature is than the target temperature, the smaller the negative regulation rate is, and the slower the requested duty ratio drops.

[0083] S304: The heating system sends a request to start the engine.

[0084] In some embodiments, when it is determined that the first target information meets the first condition (i.e., the vehicle currently meets the defined conditions for engine heating), the heating system may send a request to start the engine to the energy management system to request the energy management system to start the engine.

[0085] S305: The energy management system starts the engine.

[0086] In some embodiments, after receiving the request to start the engine sent by the heating system, the energy management system controls the engine to start in response to the request to start the engine. In one implementation, after controlling the engine to start, the energy management system may also feedback the status information that the engine has started to the heating system.

[0087] S306: The heating system performs the first engine heating.

[0088] In some embodiments, after the heating system determines that the engine has started, for example, after receiving the status information that the engine has started feedback by the energy management system, it may perform the first engine heating. Among them, the first engine heating specifically means that after the engine starts and runs, the coolant in the engine heating circuit absorbs the heat dissipated by the engine when flowing through the engine. After absorbing the heat, the coolant flows along the engine heating circuit, passes through the engine water heating core, and heats the engine water heating core. When the blower blows air, it passes through the engine water heating core, and blows the heated heating air into the vehicle passenger compartment to achieve the first engine heating.

[0089] S307: Determine whether the second target information meets the second condition. If it meets, execute S308; if not, return to S306.

[0090] In some embodiments, during the first engine heating process, it is possible to determine whether the vehicle currently meets the conditions for continuing to perform the first engine heating according to the second target information.

[0091] Among them, when the second target information meets the second condition, it is determined that the vehicle currently does not meet the defined conditions for continuing to perform the first engine heating, and the engine shutdown control stage can be entered by executing S308.

[0092] Among them, when the second target information does not meet the second condition, it is determined that the vehicle currently still meets the defined conditions for performing the first engine heating, and the first engine heating can be continued. It should be noted that after determining that the vehicle currently still meets the defined conditions for performing the first engine heating, it is also necessary to periodically execute S307 to detect whether the second target information meets the second condition, and execute S308 when it is determined that the vehicle currently does not meet the defined conditions for continuing to perform the first engine heating.

[0093] The determination method for whether the second target information meets the second condition may be the same as or similar to the determination method in S204 in the Figure 2 illustrated embodiment, which will not be elaborated here.

[0094] S308: The heating system sends an engine shutdown request.

[0095] In some embodiments, when it is determined that the second target information meets the second condition (i.e., the vehicle currently does not have the limited conditions for continuing to perform the first engine heating), the heating system may send an engine shutdown request to the energy management system to enter the engine shutdown control process.

[0096] S309: The energy management system performs engine fuel cut-off control.

[0097] In some embodiments, after receiving the engine shutdown request sent by the heating system, the energy management system may control the engine speed to the fuel cut-off speed, synchronously control the reduction of torque, and perform fuel cut-off. Among them, in one implementation, after the energy relationship system performs the engine fuel cut-off control, it may also feedback the state information that the engine has been fuel cut off to the heating system.

[0098] In some embodiments, the fuel cut-off demand duration t before engine shutdown can be determined. Specifically, when the warm air gear is greater than 0 (i.e., it is determined that the current is in the heating state), the fuel cut-off demand duration t before engine shutdown needs to be determined. Among them, a fixed first fuel cut-off duration t1 can be preset. The specific value of the first fuel cut-off duration t1 can be adaptively set based on the specific information of the vehicle, and this application does not limit this. On the other hand, when the fuel cut-off demand duration t before engine shutdown needs to be determined, the second fuel cut-off duration t2 can be determined based on the vehicle speed and the ambient temperature. Among them, in one implementation, the second fuel cut-off duration t2 can be obtained by querying Table 2.

[0099] Table 2

[0100]

[0101] After obtaining the first fuel cut-off time t1 and the second fuel cut-off time t2, compare t1 with t2 and take the larger value as the fuel cut-off demand time t.

[0102] S310: The heating system performs the second engine heating.

[0103] In some embodiments, after the heating system determines that the engine has stopped fuel injection, for example, after receiving the status information of the engine having stopped fuel injection sent by the energy management system, the engine can perform secondary heating. In one implementation manner, the secondary heating of the engine can specifically be to utilize the waste heat of the engine coolant temperature for heating. Specifically, after the engine stops fuel injection, the heating system can control the mechanical water pump of the engine to continue operating. After the engine stops, there is still residual heat. The coolant in the engine heating circuit absorbs the residual heat of the engine when flowing through the engine. After absorbing the heat, the coolant flows along the engine heating circuit, through the engine water heater core, and heats the engine water heater core. When the blower blows air, it passes through the engine water heater core, and the heated air is blown into the vehicle passenger compartment to achieve secondary heating of the engine.

[0104] S311: The heating system makes a stepwise dynamic adjustment to the PTC duty ratio.

[0105] In an actual application scenario, after the engine stops fuel injection, since the heat that can be provided by the engine heating circuit gradually decreases, if the adjustment of the PTC duty ratio is linearly adjusted upward starting from 0 in a conventional manner, as the temperature of the engine heating circuit drops, during the slow linear rise of the heating temperature of the air heater PTC, the temperature at the air outlet of the air conditioner may drop sharply and cannot reach the target heating temperature, affecting the user experience.

[0106] To overcome the above technical problems, before the engine stops, a stepwise dynamic adjustment can be made to the PTC heating duty ratio based on the ambient temperature and the engine coolant temperature. Specifically, during the secondary heating of the engine, based on the ambient temperature and the engine coolant temperature, the corresponding target value of the PTC heating duty ratio can be determined in real time, and the PTC heating duty ratio request value can be stepwise dynamically adjusted to the PTC heating duty ratio target value for air heater PTC heating.

[0107] In some embodiments, the specific manner of determining the corresponding target value of the PTC heating duty ratio based on the ambient temperature and the engine coolant temperature can be obtained by looking up Table 3 according to the ambient temperature and the engine coolant temperature.

[0108] Table 3

[0109]

[0110]

[0111] Based on the current engine coolant temperature and ambient temperature of the vehicle, the corresponding target value of the PTC heating duty ratio is obtained by querying Table 3, and the PTC heating duty ratio request value is stepwise dynamically adjusted to the target value of the PTC heating duty ratio, which can quickly increase the heating temperature of the air heater PTC, thereby avoiding the problem that the temperature at the air outlet of the air conditioner drops sharply and cannot reach the target heating temperature as the temperature of the engine heating circuit decreases. Through the stepwise dynamic adjustment of the PTC heating duty ratio request value, the heating temperature of the passenger compartment can be guaranteed during the stage after the engine cuts off fuel.

[0112] S312: Determine whether the third target information meets the third condition. If it meets, execute S313; if not, return to S310.

[0113] In some embodiments, during the second engine heating period, the third target information can be obtained, and it is determined whether the third target information meets the third condition. Among them, when the third target information meets the third condition (any one of the parameters in the third target information can meet the third condition), it is determined that the condition for the engine to stop is currently met, and the second engine heating is ended; when the third target information does not meet the third condition, it is determined that the vehicle can still continue the second engine heating currently.

[0114] In some embodiments, the third target information includes the following multiple parameters: cumulative fuel cut-off duration, PTC core temperature change gradient, PTC core temperature, and engine operating state. In one implementation manner, the determination method for determining that any one of the parameters in the third target information meets the third condition includes meeting any one of the following conditions:

[0115] 1. The cumulative fuel cut-off duration is greater than the preset duration.

[0116] In some embodiments, when the energy management system controls the engine to cut off fuel, the cumulative fuel cut-off duration can be timed, and after the second engine heating is started, the cumulative fuel cut-off duration is compared with the preset duration. When the cumulative fuel cut-off duration is greater than the preset duration, it is determined that the condition for the engine to stop is currently met (that is, one of the parameters in the third target information meets the third condition).

[0117] In some embodiments, the preset duration can be determined based on the ambient temperature of the vehicle. In one implementation manner, the preset duration corresponding to the current ambient temperature can be dynamically matched by querying Table 4.

[0118] Table 4

[0119]

[0120] 2. The PTC core temperature change gradient is greater than the change gradient threshold.

[0121] In some embodiments, after the second heating of the engine is turned on, the PTC core temperature change gradient ΔT / dt can be calculated, and the calculated PTC core temperature change gradient ΔT / dt can be compared with the change gradient threshold dTmax. When ΔT / dt>dTmax, it is determined that the condition for engine shutdown is currently met (that is, one parameter in the third target information meets the third condition).

[0122] In some embodiments, the change gradient threshold dTmax may be determined based on the ambient temperature. In one implementation, the change gradient threshold dTmax corresponding to the current ambient temperature may be dynamically matched by querying Table 5.

[0123] Table 5

[0124]

[0125] In some embodiments, the calculation method of the PTC core temperature change gradient may include: determining the temperature difference between the current PTC core temperature and the PTC core temperature at the time t4 seconds ago as the PTC core temperature change gradient. Wherein, t4 seconds is a calibrable value, which can be set to 0.1 to 1 second for example.

[0126] If the core temperature change gradient is close to 0 or a positive value, it means that the impact of the reduced or lost heating capacity of the engine circuit on the wind PTC core temperature (causing the core temperature to drop rapidly) has become smaller, and the engine's second heating mode can be exited at this time.

[0127] 3. The PTC core temperature is greater than the PTC temperature upper limit.

[0128] In some embodiments, after the second heating of the engine is turned on, the PTC core temperature can be collected and compared with the PTC temperature upper limit value Tmax. If the PTC core temperature is greater than the PTC temperature upper limit value, it is determined that the current engine shutdown condition is met (that is, one parameter in the third target information meets the third condition).

[0129] In some embodiments, the PTC temperature upper limit Tmax is the maximum allowable temperature of the PTC core. In one embodiment, the PTC temperature upper limit Tmax can be calibrated based on the maximum heat-resistant temperature of the heating system. For example, the PTC temperature upper limit Tmax can be set within the range of 80-100°C.

[0130] 4. The engine running state exits the shutdown state and the fuel cut-off state and enters the operating state.

[0131] In some embodiments, when it is determined that the operating state of the engine exits the shutdown fuel cut-off state and enters the running state, it can be determined that the current conditions for engine shutdown are met (i.e., one parameter in the third target information meets the third condition).

[0132] S313: The energy management system controls the engine to shut down.

[0133] In some embodiments, after determining that any one parameter in the third target information meets the third condition, it is determined that the vehicle currently meets the conditions for engine shutdown. Furthermore, the energy management system can then control the engine to shut down. Among them, in one implementation, after the energy management system controls the engine to shut down, it can also feedback the state information that the engine has shut down to the heating system.

[0134] S314: The heating system ends the second heating of the engine and executes independent PTC heating.

[0135] In some embodiments, when it is determined that any one parameter in the third target information meets the third condition, the engine is controlled to shut down, the second heating of the engine is ended, and the independent heating of the air heater PTC is restored.

[0136] In the engine shutdown state, to ensure a sufficient PTC core temperature or air outlet temperature of the air conditioner, the power of the air heater PTC will be adjusted to a large value or full power operation. At this time, if the energy management system needs to start the engine, and if it is in a hot engine state at this time and the power of the air PTC cannot drop rapidly, the engine heating circuit and the air heater PTC heat simultaneously, which may cause the PTC core temperature or the air outlet temperature of the air conditioner to rise sharply, and will exceed the maximum allowable temperature of the air conditioning system at the limit.

[0137] To overcome the above technical problems, the embodiments of the present application can control the duty cycle request value of the air PTC to directly switch to 0 when it is recognized that the corresponding state parameters of the vehicle are greater than their respective set thresholds, to avoid overheating of the air conditioning system. The specific implementation steps are as follows.

[0138] S315: Determine whether the fourth target information meets the fourth condition. If it meets, execute S316; if it does not meet, execute S303.

[0139] In some embodiments, in the engine shutdown state, the fourth target information can be obtained and it is determined whether the fourth target information meets the fourth condition. Among them, when all parameters in the fourth target information meet the fourth condition, it is determined that there may be a situation where the PTC core temperature or the air outlet temperature of the air conditioner rises sharply and will exceed the maximum allowable temperature of the air conditioning system at the limit. It is necessary to perform corresponding processing on the duty cycle request value of the PTC to avoid the above problems.

[0140] In some embodiments, the fourth target information may include the following multiple parameters: engine operating state, engine water temperature, PTC core temperature, and PTC temperature change gradient.

[0141] In some embodiments, determining that all parameters in the fourth target information meet the fourth condition includes that the following multiple parameters all meet the corresponding defined conditions:

[0142] 1. The engine operating state is in the running state and there is no fuel cut-off request.

[0143] In some embodiments, after the engine enters the shutdown state, during the high-power heating process of the air PTC, if it is recognized that the engine operating state is in the running state and there is no fuel cut-off request, it is determined that the parameter of the engine operating state meets the corresponding defined condition.

[0144] 2. The engine water temperature is greater than the third core temperature.

[0145] In some embodiments, after the engine enters the shutdown state, during the high-power heating process of the air PTC, the engine water temperature can be collected and compared with the third core temperature. If it is determined that the engine water temperature is greater than the third core temperature, it is determined that the parameter of the engine water temperature meets the corresponding defined condition. Among them, the third core temperature is the sum of the target core temperature and the third core temperature offset.

[0146] In some embodiments, the third core temperature offset can be determined based on the ambient temperature. In one implementation, the third core temperature offset (i.e., the engine water temperature judgment offset 1) is obtained by querying Table 6:

[0147] Table 6

[0148]

[0149] 3. The PTC core temperature is greater than the fourth core temperature.

[0150] In some embodiments, after the engine enters the shutdown state, during the high-power heating process of the air PTC, the PTC core temperature can be collected and compared with the fourth core temperature. When it is determined that the PTC core temperature is greater than the fourth core temperature, it is determined that the parameter of the PTC core water temperature meets the corresponding defined condition. Among them, the fourth core temperature is the sum of the target core temperature and the fourth core temperature offset.

[0151] In some embodiments, the fourth core temperature offset can be determined based on the ambient temperature and the engine water temperature. In one implementation, the fourth core temperature offset (i.e., the core temperature judgment offset 2) can be obtained by querying Table 7:

[0152] Table 7

[0153]

[0154] 4. The temperature change gradient of the PTC element is greater than the rising gradient threshold value.

[0155] In some embodiments, after the engine enters the shutdown state, during the high-power heating process of the wind PTC, the temperature change gradient ΔT / dt of the PTC element can be calculated. The specific calculation method is the same as or similar to that in the foregoing embodiments, and will not be elaborated herein. Compare the calculated temperature change gradient ΔT / dt of the PTC element with the rising gradient threshold value. When it is determined that the temperature change gradient of the PTC element is greater than the rising gradient threshold value, it is determined that the parameter of the temperature change gradient of the PTC element meets the corresponding limiting conditions.

[0156] In some embodiments, the rising gradient threshold value is a calibratable value, which is determined based on the ambient temperature and the first temperature difference. The first temperature difference is the difference between the upper limit value of the PTC temperature and the temperature of the PTC element. The closer the temperature of the PTC element is to the maximum allowable temperature, the smaller the set rising gradient threshold value is to avoid overheating. In one implementation manner, the rising gradient threshold value can be obtained by querying Table 8:

[0157] Table 8

[0158]

[0159] In some embodiments, when all the above 4 parameters meet the corresponding limiting conditions, it is determined that the fourth target information meets the fourth condition. Among them, if any one of the parameters does not meet the corresponding limiting conditions, it is determined that the fourth target information does not meet the fourth condition, that is, it is determined that there is no problem that the air outlet of the air conditioner exceeds the maximum allowable range due to the over-temperature of the above PTC element, and S303 can be returned for execution. The heating system linearly adjusts the PTC heating duty ratio request value through the regulation slope of the PTC heating duty ratio (that is, regulates the PTC duty ratio through the conventional regulation method for wind PTC heating).

[0160] S316: The heating system locks the PTC duty ratio to 0.

[0161] In some embodiments, when it is determined that the fourth target information meets the fourth condition, the heating system can quickly switch the PTC duty ratio to 0 and lock the PTC duty ratio request value to 0 to avoid overheating and improve the safety of the heating system.

[0162] S317: Determine whether the fourth target information meets the fifth condition. If it meets, execute S318; if it does not meet, return to S316.

[0163] In some embodiments, after the heating system locks the PTC duty cycle request value to 0, it can continue to collect the fourth target information. When it is determined that any one of the parameters in the fourth target information meets the fifth condition, the PTC duty cycle lock can be released by executing S318.

[0164] In some embodiments, any one of the parameters in the fourth target information meeting the fifth condition includes:

[0165] 1. The engine operating state is in a non-operating state or a fuel cut request state.

[0166] 2. The engine water temperature is less than the fifth core temperature, where the fifth core temperature is the sum of the target core temperature and the fifth core temperature offset. Exemplarily, the fifth core temperature offset is a calibratable value, and its calibration range is -5 to 0.

[0167] 3. The PTC core temperature is less than the sixth core temperature, where the sixth core temperature is the sum of the target core temperature and the sixth core temperature offset; Exemplarily, the sixth core temperature offset is a calibratable value, and its calibration range is -5 to 0. And

[0168] 4. The change gradient of the PTC core temperature is less than the descending gradient threshold, and the descending gradient threshold is a calibratable value. Exemplarily, it can be calibrated to 0 or a negative value such as -0.5 °C / s.

[0169] In some embodiments, when any one of the above 4 parameters meets the corresponding limiting condition, it is determined that the fourth target information meets the fifth condition. If none of the 4 parameters meet their respective limiting conditions, it is determined that the fourth target information does not meet the fifth condition.

[0170] S318: The heating system releases the lock on the PTC duty cycle request value being 0.

[0171] In some embodiments, after the heating system determines that the fourth target information meets the fifth condition, it can determine that there is no risk of PTC overtemperature currently, release the lock on the PTC duty cycle request value being 0, and can return to S303 to linearly adjust the PTC heating duty cycle request value through the PTC heating duty cycle regulation slope (i.e., regulate the PTC duty cycle through the conventional regulation method for PTC heating).

[0172] Figure 4 Schematic diagram of the vehicle heating control device structure provided by an embodiment of the present application.

[0173] Refer to Figure 4As shown, the vehicle heating control device may include a processor 401 and a memory 402. The memory 402 is used to store at least one instruction, and when the instruction is loaded and executed by the processor 401, it implements the vehicle heating control method provided in any embodiment of the present application.

[0174] An embodiment of the present application further provides a vehicle, which may include Figure 4 the vehicle heating control device provided in the embodiment shown. Among them, the vehicle may be a hybrid vehicle.

[0175] It should be noted that the terminals involved in the embodiments of the present application may include, but are not limited to, personal computers (PCs), personal digital assistants (PDAs), wireless handheld devices, tablet computers, mobile phones, MP3 players, MP4 players, etc.

[0176] It can be understood that the application may be a native application installed on the terminal, or it may also be a web application of the browser on the terminal. The embodiments of the present application do not limit this.

[0177] Those skilled in the art can clearly understand that for the convenience and conciseness of description, the specific working processes of the systems, devices, and units described above can refer to the corresponding processes in the foregoing method embodiments and will not be elaborated here.

[0178] In several embodiments provided by the present application, it should be understood that the disclosed systems, devices, and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division of the units is only a logical function division, and there may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the displayed or discussed coupling or direct coupling or communication connection between each other can be through some interfaces, and the indirect coupling or communication connection of the devices or units can be in an electrical, mechanical, or other form.

[0179] The units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed to multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0180] In addition, the functional units in the various embodiments of the present application may be integrated into one processing unit, may exist separately as individual physical units, or two or more units may be integrated into one unit. The above-mentioned integrated units may be implemented in the form of hardware, or in the form of a combination of hardware and software functional units.

[0181] The above-mentioned integrated units implemented in the form of software functional units may be stored in a computer-readable storage medium. The above-mentioned software functional units stored in a storage medium include several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) or a processor to execute some steps of the methods described in the various embodiments of the present application. The aforementioned storage medium includes: various media such as USB flash drives, mobile hard disks, read-only memories (ROMs), random access memories (RAMs), magnetic disks, or optical discs that can store program codes.

[0182] The above are only the preferred embodiments of the present application and are not intended to limit the present application. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present application shall be included within the scope of protection of the present application.

[0183] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application and are not intended to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements on some or all of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the various embodiments of the present application.

Claims

1. A vehicle heating control method, characterized in that: The method is applied to a hybrid vehicle, wherein the heating system of the hybrid vehicle includes an engine heating circuit having a mechanical water pump and an air-heating PTC, and the method includes: When it is determined that the heating temperature during the independent heating of the wind-heated PTC does not meet the preset heating temperature, first target information is obtained, wherein the first target information includes the following multiple parameters: vehicle startup state, heating state information, battery remaining power, battery continuous charging power allowed, ambient temperature and vehicle speed, wherein the heating state information includes heating gear position, PTC heating duty cycle request and PTC core temperature; When it is determined that the first target information satisfies a first condition, triggering an engine start request, and adding a first engine heating after the engine is started; In the first heating process of the engine, second target information is obtained, wherein the second target information includes the following multiple parameters: the remaining battery power, the battery allowed continuous charging power, the heating gear, the PTC core temperature, the vehicle speed, and the vehicle start state; When it is determined that any one parameter in the second target information satisfies a second condition, an engine shutdown request is triggered, and the engine is controlled to shut down based on a preset shutdown strategy.

2. The method according to claim 1, characterized in that Determining that the first target information satisfies the first condition includes: The vehicle startup state is the started state, the heater gear is the maximum gear, and the PTC heating duty cycle request is the maximum value; The PTC core temperature is less than the first core temperature and lasts for a duration greater than the first duration, wherein the first core temperature is the difference between the target core temperature and the first core temperature offset; The remaining power of the battery is less than the first power and the battery allows continuous charging power greater than the first power; The ambient temperature is less than a target ambient temperature; and The vehicle speed is greater than the first vehicle speed.

3. The method according to claim 2, characterized in that Determining that any one parameter in the second target information satisfies the second condition includes: The remaining battery power is greater than a second power level, wherein the second power level is the sum of the first power level and a power offset; or The battery allows continuous charging power less than a second power, wherein the second power is the sum of the first power and a power offset; or The warm air gear is the lowest gear; or The PTC core temperature is greater than the second core temperature and lasts for a duration greater than the second duration, wherein the second core temperature is the sum of the target core temperature and the second core temperature offset; or The vehicle startup state is an exit startup state; or The vehicle speed is less than a second vehicle speed, wherein the second vehicle speed is a difference between the first vehicle speed and a vehicle speed offset.

4. The method according to any one of claims 1 to 3, characterized in that: The controlling the engine shutdown based on the preset shutdown strategy includes: In response to the engine shutdown request, executing the engine fuel cut-off control, controlling the engine mechanical water pump to continue to work, performing the second engine heating based on the residual heat of the engine water temperature, and during the second engine heating, performing a step-by-step dynamic adjustment on the PTC heating duty cycle based on the ambient temperature and the engine water temperature; During the second heating period of the engine, third target information is obtained, wherein the third target information includes the following multiple parameters: cumulative fuel cut-off time, PTC core temperature change gradient, PTC core temperature, and engine operating status; When it is determined that any one parameter in the third target information satisfies the third condition, the engine is controlled to stop, the second heating of the engine is terminated, and the air-heating PTC independent heating is restored.

5. The method according to claim 4, characterized in that The step-by-step dynamic adjustment of the PTC heating duty cycle based on the ambient temperature and the engine water temperature before the engine is shut down includes: During the second heating period of the engine, the corresponding PTC heating duty cycle target value is determined in real time based on the ambient temperature and the engine water temperature, and the PTC heating duty cycle request value is dynamically adjusted to the PTC heating duty cycle target value in a step-by-step manner to perform air-heating PTC heating.

6. The method according to claim 4, characterized in that Determining that any one parameter in the third target information satisfies the third condition includes: The accumulated fuel cut-off duration is greater than a preset duration, wherein the preset duration is determined based on the ambient temperature; or The temperature change gradient of the PTC core is greater than a change gradient threshold, wherein the change gradient threshold is determined based on the ambient temperature; or The PTC core temperature is greater than the PTC temperature upper limit; or The engine running state exits the shutdown and fuel cut-off state and enters the operating state.

7. The method according to claim 4, characterized in that After controlling the engine to stop, the method further includes: When the engine is stopped, fourth target information is obtained, wherein the fourth target information includes the following multiple parameters: the engine running state, the engine water temperature, the PTC core temperature, and the PTC temperature change gradient; When it is determined that all parameters in the fourth target information satisfy the fourth condition, the PTC duty cycle request value is locked to 0.

8. The method according to claim 7, characterized in that The determining that all parameters in the fourth target information satisfy the fourth condition includes: The engine operation state is in a running state and there is no fuel cut-off request; The engine water temperature is greater than a third core temperature, wherein the third core temperature is the sum of the target core temperature and the third core temperature offset; The PTC core temperature is greater than a fourth core temperature, wherein the fourth core temperature is the sum of the target core temperature and a fourth core temperature offset; and The temperature change gradient of the PTC core is greater than a rising gradient threshold, wherein the rising gradient threshold is determined based on the ambient temperature and a first temperature difference, wherein the first temperature difference is a difference between a PTC temperature upper limit and the PTC core temperature.

9. The method according to claim 7 or 8, characterized in that: After the PTC duty cycle request value is locked to 0, it also includes: When any one parameter in the fourth target information satisfies the fifth condition, unlocking the PTC duty cycle request value of 0, determining the PTC heating duty cycle control rate based on the second temperature difference, and linearly adjusting the PTC heating duty cycle request value by the PTC heating duty cycle control rate; Wherein, the second temperature difference is the difference between the PTC core temperature and the target temperature; Any one of the parameters in the fourth target information meets the fifth condition, including: The engine operation state is in a non-operation state or a fuel cut-off request state; The engine water temperature is less than a fifth core temperature, wherein the fifth core temperature is the sum of the target core temperature and a fifth core temperature offset; The PTC core temperature is less than a sixth core temperature, wherein the sixth core temperature is the sum of the target core temperature and the sixth core temperature offset; and The temperature change gradient of the PTC core is less than a descending gradient threshold, wherein the ascending gradient threshold is determined based on the ambient temperature and a first temperature difference, wherein the first temperature difference is a difference between a PTC temperature upper limit and the PTC core temperature.

10. A vehicle heating control device, characterized in that: The device comprises: a processor and a memory, wherein the memory is used to store at least one instruction, and when the instruction is loaded and executed by the processor, the method according to any one of claims 1 to 9 is implemented.

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