Vehicle control method, electronic device, and vehicle

Abstract

The application provides a vehicle control method, an electronic device and a vehicle. When it is determined that there is an idle control switching request, the target motor torque limit is determined by obtaining the running information of the vehicle, and the motor limit torque of the generator is reduced from the current motor limit torque to the target motor limit torque. The idle control switching request is used to request switching from hybrid control unit idle control to engine control module idle control. At this time, reducing the upper limit value of the generator torque is equivalent to reducing the upper limit value of the engine load torque. The smaller value between the current engine request torque and the target motor limit torque is taken as the target engine request torque, so that the engine outputs less load torque. The engine load torque and speed fluctuation are small, which is beneficial to maintaining the stability of the engine idle control. Then, the idle control switching request is executed to switch from HCU idle control to ECM idle control.

Description

Technical Field

[0001] This application relates to the field of vehicle hybrid power control technology, and more particularly to a vehicle control method, electronic equipment, and vehicle. Background Technology

[0002] In series mode, the engine idle speed control of hybrid vehicles includes idle speed control by both the HCU (Hybrid Control Unit) and the ECM (Engine Control Module). When switching from HCU-controlled idle speed to ECM-controlled idle speed, there is a problem of unstable engine speed control. Summary of the Invention

[0003] In view of this, the purpose of this application is to propose a vehicle control method to solve the problem of unstable engine speed control when switching from HCU-controlled idle speed to ECM-controlled idle speed.

[0004] To achieve the above objectives, the first aspect of this application provides a vehicle control method, comprising:

[0005] In response to an idle speed control switching request, the vehicle's operating information is obtained; wherein, the idle speed control switching request is used to request a switch from idle speed control by the hybrid power control unit to idle speed control by the engine control module;

[0006] Based on the operating information, the target motor limiting torque is determined, and the motor limiting torque corresponding to the generator is reduced from the current motor limiting torque to the target motor limiting torque; wherein, the generator output torque is less than or equal to the motor limiting torque corresponding to the generator;

[0007] The smaller of the current engine requested torque and the target motor limiting torque is taken as the target engine requested torque. The engine is controlled to output the target engine requested torque, and the idle speed control switching request is executed.

[0008] Optionally, determining the target motor limiting torque based on the operating information includes:

[0009] Based on the aforementioned operating information, determine the generator's maximum recovery torque and the engine load limiting torque, respectively.

[0010] The minimum value among the generator's maximum recovery torque, the engine's load limiting torque, and the engine's maximum air circuit torque is taken as the target motor limiting torque.

[0011] Optionally, the operating information includes the power battery charging power, accessory power consumption, generator reserved power, generator rated power, and generator current speed;

[0012] The maximum recovery torque of the generator is determined based on the aforementioned operating information, including:

[0013] The available regenerative power of the vehicle is determined based on the charging power of the power battery, the power consumed by the accessories, and the reserved power of the generator.

[0014] The smaller value between the available regenerative power of the vehicle and the rated power of the generator is taken as the generator regenerative power;

[0015] The maximum recovery torque of the generator is determined based on the generator's recovery power and the generator's current speed.

[0016] Optionally, the operating information may also include the remaining charge of the power battery, engine speed, engine temperature, and engine load torque;

[0017] Determining the engine load limiting torque based on the aforementioned operating information includes:

[0018] In response to the remaining charge of the power battery being greater than or equal to a first threshold, the engine load limiting torque is determined based on the engine speed, the remaining charge of the power battery, the engine temperature, and atmospheric pressure; or,

[0019] In response to the remaining charge of the power battery being less than the first threshold, the engine load limiting torque is determined based on the engine load torque, the engine speed, the remaining charge of the power battery, the engine temperature, and the atmospheric pressure.

[0020] Optionally, determining the engine load limiting torque based on the engine speed, the remaining charge of the power battery, the engine temperature, and atmospheric pressure includes:

[0021] Based on the engine speed, the remaining charge of the power battery, and the first preset correspondence, the first engine load limiting torque is determined by querying.

[0022] Based on the engine temperature and the second preset correspondence, the engine temperature correction coefficient is determined by querying and selecting.

[0023] Based on the atmospheric pressure and the third preset correspondence, the atmospheric pressure correction coefficient is determined by querying and selecting.

[0024] The product of the first engine load limiting torque, the engine temperature correction factor, and the atmospheric pressure correction factor is used as the engine load limiting torque.

[0025] Optionally, determining the engine load limiting torque based on the engine's load torque, engine speed, remaining charge of the power battery, engine temperature, and atmospheric pressure includes:

[0026] Based on the engine speed, the remaining charge of the power battery, and the first preset correspondence, the first engine load limiting torque is determined.

[0027] Based on the engine temperature and the second preset correspondence, the engine temperature correction coefficient is determined by querying and selecting.

[0028] Based on the atmospheric pressure and the third preset correspondence, the atmospheric pressure correction coefficient is determined by querying and selecting.

[0029] The product of the first engine load limiting torque, the engine temperature correction factor, and the atmospheric pressure correction factor is used as the second engine load limiting torque;

[0030] The larger of the engine's load torque and the second engine load limiting torque is taken as the engine load limiting torque.

[0031] Optionally, controlling the engine to output the target engine requested torque and executing the idle speed control switching request includes:

[0032] During the process of controlling the engine output torque to decrease from the current engine requested torque, the real-time engine output torque is obtained, and in response to the real-time engine output torque being equal to the target engine requested torque, the idle speed control switching request is executed.

[0033] Optionally, controlling the engine output torque to decrease from the current engine requested torque includes: controlling the engine output torque to decrease from the current engine requested torque according to a first preset gradient.

[0034] Based on the same inventive concept, a second aspect of this application also provides an electronic device, including a memory, a processor, and a computer program stored on the memory and running on the processor, wherein the processor executes the computer program to implement the method as described in the first aspect.

[0035] Based on the same inventive concept, a third aspect of this application also provides a vehicle including electronic equipment as described in the second aspect.

[0036] As can be seen from the above, the vehicle control method, electronic equipment, and vehicle provided in this application, when determining that an idle speed control switching request exists, determine the target motor torque limit by acquiring the vehicle's operating information and reduce the generator's motor limit torque from the current motor limit torque to the target motor limit torque. Specifically, the idle speed control switching request requests a switch from HCU-controlled idle speed to ECM-controlled idle speed. Reducing the generator's motor limit torque is equivalent to reducing the upper limit of the generator's generating torque, ensuring that the generator's output generating torque does not exceed the target motor limit torque. At this time, since the generator and engine are connected in series mode, the generator's generating torque equals the engine's load torque. Reducing the upper limit of the generating torque is equivalent to reducing the upper limit of the engine's load torque. The smaller value between the current requested engine torque and the target motor limit torque is used as the target requested engine torque, resulting in the engine outputting less load torque. Then, the idle speed control switching request is executed, switching from HCU-controlled idle speed to ECM-controlled idle speed. When the engine's output load torque decreases, the fluctuations in engine load torque and speed are smaller when switching from HCU-controlled idle to ECM-controlled idle, which helps maintain the stability of engine idle control. The vehicle control method of this application reduces the engine's output load torque by decreasing the motor's limiting torque before switching from HCU-controlled idle to ECM-controlled idle. After the engine load torque decreases, the idle control switch is then executed, ensuring the stability of engine speed during the switching process. Attached Figure Description

[0037] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0038] Figure 1 This is a schematic diagram of the vehicle architecture according to an embodiment of this application;

[0039] Figure 2 This is a schematic flowchart of a vehicle control method according to an embodiment of this application;

[0040] Figure 3 This is a schematic diagram of the vehicle control device according to an embodiment of this application;

[0041] Figure 4 This is a schematic diagram of the hardware structure of an electronic device according to an embodiment of this application. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0043] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0044] Figure 1 A schematic diagram of the vehicle architecture of this application is shown. (See attached diagram.) Figure 1 As shown, the vehicle 100 includes: a front drive motor 101, a rear drive motor 102, an engine 103, a clutch 104, a front axle transmission 105, a rear axle transmission 106, a front axle differential 107, a rear axle differential 108, front wheels, and rear wheels. The front wheels include a left front wheel 1091 and a right front wheel 1092. The rear wheels include a left rear wheel 1101 and a right rear wheel 1102. The front drive motor 101 is located on the front axle and is used to provide power to the front wheels to drive the vehicle via a front drive drive shaft. A first end of the clutch 104 is connected to the engine 103, and a second end of the clutch 104 is connected to the front drive motor 101. A first end of the front axle transmission 105 is connected to the front drive motor 101, and a second end of the front axle transmission 105 is connected to the front axle differential 107, which is located between the left front wheel 1091 and the right front wheel 1092. The rear-drive motor 102 is mounted on the rear axle and provides power to the rear wheels via the rear-drive drive shaft to drive the vehicle. The rear-drive motor 102 is connected to the first end of the rear axle transmission 106, and the second end of the rear axle transmission 106 is connected to the rear axle differential 108, which is positioned between the left rear wheel 1101 and the right rear wheel 1102. When the hybrid vehicle is in direct-drive mode, the clutch 104 is engaged, and the engine 103 can directly drive the vehicle via the front axle transmission 105; in this mode, the front wheels are the drive wheels. When the hybrid vehicle is in series mode, the clutch 104 is engaged, and the engine 103 drives the front-drive motor 101 to generate electricity, which can then power the rear-drive motor 102 to drive the vehicle. The rear-drive motor 102 can also charge the power battery when its charge is low.

[0045] In series mode, engine idle speed control includes both HCU (Hybrid Control Unit) and ECM (Engine Control Module) control. Under certain conditions (such as when the battery has sufficient charge or low charging power, engine speed limiting faults, or low engine temperature), the HCU's control of the engine is not ideal, requiring dual control of the engine and clutch for precise and smooth operation. In this case, the HCU issues a control request to the ECM to switch from HCU-controlled idle speed to ECM-controlled idle speed. HCU-controlled idle speed uses electrical signals to control the idle speed, offering a fast response and adaptability to scenarios with large load torque variations. However, ECM-controlled idle speed is limited by mechanical characteristics, resulting in lower precision and flexibility. If the engine load torque is high or fluctuates significantly, it will noticeably affect the stability of the idle speed. Therefore, during the idle speed control switching process, fluctuations in engine torque and engine speed are easily caused.

[0046] In view of this, this application proposes a vehicle control method that reduces the engine load torque by reducing the generator's motor limiting torque before switching from HCU-controlled idle speed to ECM-controlled idle speed, thereby improving the stability during the idle speed control switching process, reducing fluctuations in engine torque and engine speed, and enhancing the user's driving experience.

[0047] The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0048] This application provides a vehicle control method applied to a hybrid power control unit (HCU) in a vehicle, referencing... Figure 2 The method includes the following steps:

[0049] Step 102: In response to the idle speed control switching request, obtain the vehicle's operating information; wherein, the idle speed control switching request is used to request a switch from idle speed control by the hybrid power control unit to idle speed control by the engine control module.

[0050] Specifically, when a hybrid vehicle is in series mode, if it is idling, and the power battery charging power is high, the remaining power battery charge is large, or the engine speed limit fault occurs, an idle speed control switching request will be generated. At this time, the vehicle needs to switch from HCU-controlled idle speed to ECM-controlled idle speed, that is, there is an idle speed control switching request.

[0051] When the remaining charge of the power battery is greater than or equal to a preset remaining charge threshold, for example, the preset remaining charge threshold could be 95%, the power battery is close to a fully charged state. To avoid the generator overcharging the power battery and affecting its lifespan, the engine speed can be more precisely adjusted by switching to ECM-controlled idle speed. This prevents excessive power generation from overcharging the power battery. At the same time, the electrical energy generated by the generator can be delivered to electrically driven onboard devices to consume electrical energy.

[0052] When the battery temperature is low, the charging power is low, and the battery is in a "no-charge" state. Charging the battery when its charging power is less than or equal to a preset power threshold will also cause overcharging, in which case it is necessary to switch to ECM-controlled idle. The preset power threshold can be set based on the battery's rated charging power, and the preset power threshold must be less than the battery's rated charging power.

[0053] When the engine is idling and the engine is in a speed limit failure state, that is, the engine speed is out of control, the engine output torque can be adjusted by controlling the idle speed through the ECM to avoid further damage to the engine.

[0054] After the HCU recognizes the above operating conditions, it determines that there is an idle speed control switching request, obtains the vehicle's operating information, and then reduces the engine load torque accordingly.

[0055] Step 104: Determine the target motor limit torque based on the operating information, and reduce the motor limit torque corresponding to the generator from the current motor limit torque to the target motor limit torque; wherein, the generator output torque is less than or equal to the motor limit torque corresponding to the generator.

[0056] Specifically, the operating information can include engine operating information, generator operating information, and power battery power information, where the generator is... Figure 1 The front-drive motor shown is an example. The target motor limit torque, determined based on operating information, is less than the current motor limit torque. The motor limit torque is the upper limit of the generator's output torque, meaning the generated torque is less than or equal to the motor limit torque. Determining the target motor limit torque is equivalent to reducing the generator's motor limit torque, resulting in a smaller output torque.

[0057] like Figure 1As shown, in series mode, the generator (front-drive motor) and engine are connected via a clutch, and the generator shaft is mechanically connected to the engine shaft. The generator's rotational speed is equal to the engine's rotational speed. Therefore, the generator's output torque equals the engine's output load torque. Limiting the generator's output torque is equivalent to limiting the engine's load torque; a decrease in the generator's output torque will correspondingly reduce the engine's load torque. Therefore, by determining a target motor limit torque lower than the current motor limit torque in this step, it is possible to reduce the engine's output load torque.

[0058] Step 106: Take the smaller value between the current engine requested torque and the target motor limiting torque as the target engine requested torque, control the engine to output the target engine requested torque, and execute the idle speed control switching request.

[0059] Specifically, to reduce the engine's output load torque, a request torque, or target engine request torque, needs to be sent to the engine instructing it to output a lower load torque. The smaller of the current engine request torque and the target motor limiting torque is taken as the target engine request torque. It should be noted that when comparing the engine request torque and the target motor limiting torque, their absolute values ​​are compared, and the torque with the smaller absolute value is taken as the target engine request torque. This is because the engine request torque and the target motor limiting torque are in opposite directions; if the engine request torque is positive, the target motor limiting torque is negative.

[0060] Specifically, it can be expressed as: Target engine requested torque = MIN{Current engine requested torque, Target motor limit torque × (-1)}. If the current engine requested torque is less than the target motor limit torque × (-1), then the target engine requested torque = the current engine requested torque. If the current engine requested torque is greater than the target motor limit torque × (-1), then the target engine requested torque = the target motor limit torque × (-1). Wherein, the target motor limit torque is negative, the generated torque is negative, and the target motor limit torque × (-1) is positive.

[0061] The target engine requested torque determined by the above method is less than or equal to the target motor limit torque × (-1). Since the target motor limit torque × (-1) is less than the current motor limit torque, the target engine requested torque is also less than the current motor limit torque. Controlling the engine to output the target engine requested torque achieves the goal of reducing engine load torque. After the engine load torque is reduced, an idle speed control switching request can be executed, switching the idle speed control from HCU-controlled idle speed to ECM-controlled idle speed.

[0062] Based on steps 102 to 106 above, the vehicle control method provided in this embodiment, upon determining an idle speed control switching request, determines the target motor torque limit by acquiring vehicle operating information and reduces the generator's motor limit torque from the current motor limit torque to the target motor limit torque. The idle speed control switching request requests a switch from HCU-controlled idle speed to ECM-controlled idle speed. Reducing the generator's motor limit torque is equivalent to reducing the upper limit of the generator's generating torque, ensuring that the generator's output generating torque does not exceed the target motor limit torque. At this time, since the generator and engine are connected in series mode, the generator's generating torque equals the engine's load torque. Reducing the upper limit of the generating torque is equivalent to reducing the upper limit of the engine's load torque. The smaller of the absolute values ​​of the current requested engine torque and the target motor limit torque is used as the target requested engine torque, resulting in a lower engine load torque output. Then, the idle speed control switching request is executed, switching from HCU-controlled idle speed to ECM-controlled idle speed. When the engine output load torque decreases, the fluctuations in engine load torque and speed are smaller when switching from HCU-controlled idle to ECM-controlled idle, which helps maintain the stability of engine idle speed control. The vehicle control method of this application reduces the engine output load torque by lowering the motor limiting torque before switching from HCU-controlled idle to ECM-controlled idle. After the engine load torque decreases, the idle speed control switch is then performed, ensuring the stability of engine speed during the control switching process.

[0063] Determining a reasonable target motor limiting torque can enable the engine to output a smaller load torque, which helps to ensure the stability of engine speed during control switching. The method for determining the target motor limiting torque is illustrated in the following example.

[0064] In some embodiments, determining the target motor limiting torque based on the operating information includes:

[0065] Based on the aforementioned operating information, determine the generator's maximum recovery torque and the engine load limiting torque, respectively.

[0066] The minimum value among the generator's maximum recovery torque, the engine's load limiting torque, and the engine's maximum air circuit torque is taken as the target motor limiting torque.

[0067] Specifically, the maximum regenerative torque of the generator is the maximum value of the regenerative torque, and the regenerative torque will not exceed the maximum regenerative torque. The engine load limiting torque is the upper limit of the load torque determined based on engine operating data under current vehicle operating conditions, with the aim of reducing engine load torque. The maximum torque of the engine's air intake system is data directly obtained from the engine. The maximum torque of the engine's air intake system refers to the maximum torsional torque output from the crankshaft end when the engine operates at a specific speed and the air intake system (including the intake system, fuel supply system, and ignition system) is optimally matched.

[0068] The minimum value among the generator's maximum regenerative torque, the engine load limiting torque, and the engine's maximum airflow torque is taken as the target motor limiting torque. Specifically, it can be expressed as: Target motor limiting torque = MAX{generator maximum regenerative torque, engine load limiting torque, engine airflow maximum torque × (-1)}. Where the generator maximum regenerative torque is negative, the engine load limiting torque is negative, the engine airflow maximum torque is positive, and engine airflow maximum torque × (-1) is negative. Taking the largest value is equivalent to selecting the torque corresponding to the minimum absolute value among the generator maximum regenerative torque, engine load limiting torque, and engine airflow maximum torque × (-1) as the target motor limiting torque.

[0069] If the absolute value of the generator's maximum regenerative torque is less than the absolute value of the engine load limiting torque, and the absolute value of the generator's maximum regenerative torque is less than the absolute value of the engine's maximum airflow torque, then the target motor limiting torque = the generator's maximum regenerative torque. If the absolute value of the engine load limiting torque is less than the generator's maximum regenerative torque, and the absolute value of the engine load limiting torque is less than the absolute value of the engine's maximum airflow torque, then the target motor limiting torque = the engine load limiting torque. If the absolute value of the engine's maximum airflow torque is less than the generator's maximum regenerative torque, and the absolute value of the engine's maximum airflow torque is less than the engine load limiting torque, then the target motor limiting torque = the engine's maximum airflow torque × (-1). In the above method, the torque corresponding to the minimum value is taken as the target motor limiting torque to ensure that the generator's generating torque does not exceed the generator's maximum regenerative torque and the engine's maximum airflow torque, thus avoiding damage to the performance of the generator and engine. At the same time, taking the minimum value allows the generator to output a smaller generating torque, and correspondingly, the engine will output a smaller load torque.

[0070] Accordingly, the current methods for determining the limiting torque of a motor include:

[0071] Determine the generator's maximum recovery torque based on operating information;

[0072] The smaller value between the generator's maximum recovery torque and the engine's maximum airflow torque is used as the current motor limiting torque.

[0073] Specifically, the maximum regenerative torque of the generator is the maximum value of the generator's regenerative torque, and the generator's regenerative torque will not exceed the maximum regenerative torque. The maximum torque of the engine's air intake system is data obtained directly from the engine. The maximum torque of the engine's air intake system refers to the maximum torsional torque output from the crankshaft end when the engine's air intake system (including the intake system, fuel supply system, and ignition system) is optimally matched at a specific engine speed.

[0074] The smaller value between the generator's maximum regenerative torque and the engine's maximum airflow torque is taken as the current motor limiting torque. Specifically, it can be expressed as: Current motor limiting torque = MAX{generator maximum regenerative torque, engine airflow maximum torque × (-1)}. Where the generator maximum regenerative torque is negative, the engine airflow maximum torque is positive, and engine airflow maximum torque × (-1) is negative. Taking the larger value is equivalent to selecting the torque corresponding to the smaller absolute value of the generator maximum regenerative torque and engine airflow maximum torque × (-1) as the current motor limiting torque.

[0075] If the absolute value of the generator's maximum regenerative torque is less than the absolute value of the engine's maximum exhaust torque, then the current motor limiting torque equals the generator's maximum regenerative torque. If the absolute value of the engine's maximum exhaust torque is less than the absolute value of the generator's maximum regenerative torque, then the current motor limiting torque equals the engine's maximum exhaust torque multiplied by (-1). By taking the smaller value, the generator's output torque can be prevented from exceeding both the generator's maximum regenerative torque and the engine's maximum exhaust torque, thus avoiding damage to the performance of the generator and engine.

[0076] There is a certain correlation between the generator recovery torque and the generator recovery power. By determining a reasonable generator recovery power, the generator recovery torque can be determined, providing a data basis for the subsequent target motor limit torque. The method for determining the maximum generator recovery torque is illustrated in the following example.

[0077] In some embodiments, the operating information includes the power battery charging power, accessory power consumption, generator reserved power, generator rated power, and generator current speed;

[0078] The maximum recovery torque of the generator is determined based on the aforementioned operating information, including:

[0079] The available regenerative power of the vehicle is determined based on the charging power of the power battery, the power consumed by the accessories, and the reserved power of the generator.

[0080] The smaller value between the available regenerative power of the vehicle and the rated power of the generator is taken as the generator regenerative power;

[0081] The maximum recovery torque of the generator is determined based on the generator's recovery power and the generator's current speed.

[0082] Specifically, the operating information includes the power battery charging power, accessory power consumption, generator reserve power, generator rated power, and generator current speed. The generator's maximum recovery torque can be determined using the following formula:

[0083] Vehicle usable recyclable power = power battery charging power - accessory power consumption + generator reserved power (1)

[0084] Generator recoverable power = MIN{vehicle available recoverable power, generator rated power} (2)

[0085] Maximum generator recovery torque = Generator recovery power × 9550 / Generator current speed (3)

[0086] The electrical energy generated by the generator is used to charge the power battery and also supplies power to the vehicle's electrical accessories. The main function of the generator's reserved power is to ensure the stability and safety of the power system, cope with sudden high loads, and extend equipment lifespan. Therefore, the vehicle's available regenerative power equals the sum of the power battery charging power and the generator's reserved power, minus the power consumed by the accessories. When determining the generator's regenerative power, it is crucial to ensure that the regenerative power does not exceed the generator's rated power. Exceeding the rated power can lead to overheating, increased wear, or reduced efficiency. Therefore, the smaller of the vehicle's available regenerative power and the generator's rated power is used as the generator's regenerative power, ensuring that the regenerative power is less than or equal to the generator's rated power. Finally, based on the generator's regenerative power, the generator's current speed, and the motor's power-torque conversion formula, the generator's maximum regenerative torque is determined. This embodiment provides a method for calculating the generator's maximum regenerative torque, offering a data foundation for subsequently determining a reasonable target motor limiting torque.

[0087] Engine load limiting torque can affect the stability of the transition from HCU-controlled idle to ECM-controlled idle. Determining the engine load limiting torque requires considering factors affecting engine operating efficiency and the remaining charge of the power battery to ensure the determined torque is reasonable. The method for determining the engine load limiting torque is illustrated in the following examples.

[0088] In some embodiments, the operating information may also include the remaining charge of the power battery, engine speed, engine temperature, and engine load torque.

[0089] Determining the engine load limiting torque based on the aforementioned operating information includes:

[0090] In response to the remaining charge of the power battery being greater than or equal to a first threshold, the engine load limiting torque is determined based on the engine speed, the remaining charge of the power battery, the engine temperature, and atmospheric pressure; or,

[0091] In response to the remaining charge of the power battery being less than a first threshold, the engine load limiting torque is determined based on the engine load torque, engine speed, the remaining charge of the power battery, the engine temperature, and atmospheric pressure.

[0092] Specifically, when determining the engine load limiting torque, if the remaining charge of the power battery is greater than or equal to a first threshold, it indicates that the power battery does not have an urgent charging demand. Therefore, the initial engine load limiting torque can be determined based on engine speed, the remaining charge of the power battery, and a pre-calibrated correspondence. Generally, the higher the engine speed, the greater the output load torque, and the engine load limiting torque can be increased accordingly. The more remaining charge in the power battery, the lower the charging demand, and the lower the demand for engine load torque, so the engine load limiting torque can be decreased accordingly. Engine temperature affects engine operating efficiency; lower engine operating efficiency reduces the output load torque. Additionally, atmospheric pressure also affects engine operating efficiency; lower atmospheric pressure reduces the engine's intake air volume, lowering engine operating efficiency and consequently reducing the output load torque. Therefore, when determining the final engine load limiting torque, the initial engine load limiting torque can be corrected based on engine temperature and atmospheric pressure to better match the current state of the engine. For example, the first threshold can be 25%.

[0093] If the remaining charge of the power battery is less than the first threshold, it indicates an urgent need for charging. In this case, the power battery needs to be charged. The engine's output load torque can be appropriately increased to reduce the limitations on engine output and increase the engine load limit torque value. Based on the previously determined engine load limit torque, the engine load torque needs to be combined with the engine's actual load torque to determine the final engine load limit torque. The engine load torque reflects the real-time power demand of the vehicle's electrical equipment. A higher engine load torque indicates a higher power demand from the electrical equipment, and a lower engine load torque indicates a lower power demand. To charge the power battery promptly, the limitation on the engine's output load torque can be appropriately relaxed. If the engine load torque is higher than the case where the remaining charge of the power battery is greater than or equal to the first threshold, the engine load limit torque can be appropriately increased, i.e., the upper limit of the load torque output can be increased. This allows the engine to output more load torque to charge the power battery and other electrical equipment, preventing the power battery from becoming depleted or affecting the normal operation of other electrical equipment in the vehicle.

[0094] This embodiment presents a method for limiting engine load torque. When determining the engine load torque limit, it is necessary to consider not only factors directly affecting engine operating efficiency, such as engine speed, engine temperature, and atmospheric pressure, but also the remaining charge of the vehicle's power battery. By meeting the urgent charging needs of the power battery, a more reasonable engine load torque limit is determined to achieve a smooth transition from HCU-controlled idle to ECM-controlled idle.

[0095] When the remaining charge of the power battery is greater than or equal to a first threshold, determining the engine load limiting torque based on the engine speed, the remaining charge of the power battery, the engine temperature, and atmospheric pressure includes:

[0096] Based on the engine speed, the remaining charge of the power battery, and the first preset correspondence, the first engine load limiting torque is determined.

[0097] Based on the engine temperature and the second preset correspondence, the engine temperature correction coefficient is determined by querying and selecting.

[0098] Based on the atmospheric pressure and the third preset correspondence, the atmospheric pressure correction coefficient is determined by querying and selecting.

[0099] The product of the first engine load limiting torque, the engine temperature correction factor, and the atmospheric pressure correction factor is used as the engine load limiting torque.

[0100] Specifically, the first preset correspondence determines the relationship between engine speed (rpm), remaining battery charge (%), and first engine load limiting torque (Nm). As shown in Table 1, when the remaining battery charge is constant, the first engine load limiting torque increases with engine speed; the higher the engine speed, the greater the first engine load limiting torque. Since load torque is negative, the first engine load limiting torque is also negative. When the engine speed is constant, the first engine load limiting torque gradually decreases with increasing remaining charge. When the remaining charge is less than a certain value (e.g., 70% in Table 1), it is considered that the battery currently has a high-power charging demand; therefore, the first engine load limiting torque remains unchanged. When the remaining charge exceeds a certain value (e.g., 70% in Table 1), it is considered that the battery currently does not have a high-power charging demand, and the more remaining charge, the smaller the charging demand; thus, the first engine load limiting torque shows a gradually decreasing trend. When the remaining charge approaches 100%, to prevent overcharging, the first engine load limiting torque drops to zero. In addition, when the engine speed is 700 rpm and 800 rpm, the first engine load limiting torque is set to zero or 20 Nm due to the low speed.

[0101] It should be noted that the specific values ​​of engine speed, remaining battery power, and first engine load limiting torque not listed in Table 1 can be obtained through interpolation. The values ​​in Table 1 are for illustrative purposes only and are not intended to be limiting.

[0102] Table 1 First Preset Correspondence Table

[0103]

[0104] The second preset correspondence establishes the relationship between engine temperature (°C) and the engine temperature correction coefficient. As engine temperature increases, the engine temperature correction coefficient initially increases and then decreases. When the engine temperature is too low, such as below zero degrees Celsius, engine efficiency decreases; therefore, the engine temperature correction coefficient is less than 1. Furthermore, as engine temperature increases, engine efficiency gradually increases, and the engine temperature correction coefficient gradually approaches 1. When the engine temperature is within its optimal range (e.g., 0°C to 110°C in Table 2), the engine temperature correction coefficient is equal to 1. As engine temperature continues to rise, engine efficiency decreases; therefore, the engine temperature correction coefficient also decreases. It should be noted that specific values ​​for engine temperature and engine temperature correction coefficient not shown in Table 2 can be obtained through interpolation. The values ​​in Table 2 are for illustrative purposes only and are not restrictive.

[0105] Table 2 Second Preset Correspondence Table

[0106]

[0107] The third pre-defined correspondence establishes the relationship between atmospheric pressure (Pa) and the atmospheric pressure correction coefficient, as shown in Table 3. The atmospheric pressure correction coefficient gradually increases with increasing atmospheric pressure. This is because lower atmospheric pressure reduces the engine's intake air volume, affecting combustion efficiency and decreasing engine performance. Therefore, an atmospheric pressure correction coefficient less than 1 corrects the first engine load limiting torque, thus reducing it. It should be noted that specific values ​​for atmospheric pressure and atmospheric pressure correction coefficients not shown in Table 3 can be obtained through interpolation. The values ​​in Table 3 are for illustrative purposes only and are not restrictive.

[0108] Table 3. Third Preset Correspondence Table

[0109]

[0110] After determining the first engine load limiting torque, engine temperature correction factor, and atmospheric pressure correction factor, the product of these three factors is taken as the engine load limiting torque. Specifically, it can be expressed as: Engine load limiting torque = First engine load limiting torque × Engine temperature correction factor × Atmospheric pressure correction factor. The engine load limiting torque obtained after correction by the engine temperature and atmospheric pressure factors better matches the current operating state of the engine, increasing the rationality of subsequently determining the target engine's requested torque.

[0111] When the remaining charge of the power battery is less than a first threshold, determining the engine load limiting torque based on the engine load torque, engine speed, remaining charge of the power battery, engine temperature, and atmospheric pressure includes:

[0112] Based on the engine speed, the remaining charge of the power battery, and the first preset correspondence, the first engine load limiting torque is determined.

[0113] Based on the engine temperature and the second preset correspondence, the engine temperature correction coefficient is determined by querying and selecting.

[0114] Based on the atmospheric pressure and the third preset correspondence, the atmospheric pressure correction coefficient is determined by querying and selecting.

[0115] The product of the first engine load limiting torque, the engine temperature correction factor, and the atmospheric pressure correction factor is used as the second engine load limiting torque;

[0116] The larger of the engine's load torque and the second engine load limiting torque is taken as the engine load limiting torque.

[0117] In this embodiment, the method for determining the first engine load limiting torque, engine temperature correction coefficient, and atmospheric pressure correction coefficient is the same as in the previous embodiment, and will not be repeated here. Given that the remaining charge of the power battery is less than the first threshold, indicating an urgent charging demand, this demand needs to be met. The larger of the engine load torque and the second engine load limiting torque is used as the engine load limiting torque, thereby increasing the engine load limiting torque value. This allows the engine to output more load torque to charge the power battery. Increasing the engine load limiting torque value is equivalent to reducing the upper limit of the engine's output load torque, enabling the engine to output more load torque. Specifically, it can be expressed as: Engine load limiting torque = MIN{Engine load torque, First engine load limiting torque × Engine temperature correction coefficient × Atmospheric pressure correction coefficient}. Where the engine load torque is negative, and the first engine load limiting torque × Engine temperature correction coefficient × Atmospheric pressure correction coefficient is also negative; taking the smaller value is equivalent to selecting the larger absolute value of the torque as the engine load limiting torque. The method in this embodiment can meet the charging demand of the power battery when its remaining charge is low by increasing the engine load limiting torque, avoiding battery depletion.

[0118] Controlling the engine output to reach the target requested torque is a gradual process; that is, the real-time torque output by the engine gradually decreases from the current requested torque to the target requested torque. Furthermore, there will be some fluctuations during this decrease, and it is not a strictly stable drop. Therefore, executing the idle speed control switching request requires finding a suitable switching moment. The specific switching method is illustrated in the following example.

[0119] In some embodiments, controlling the engine to output the target engine requested torque and executing the idle speed control switching request includes:

[0120] During the process of controlling the engine output torque to decrease from the current engine requested torque, the real-time engine output torque is obtained, and in response to the real-time engine output torque being equal to the target engine requested torque, the idle speed control switching request is executed.

[0121] Specifically, during the process of reducing the requested engine torque to the target requested engine torque, the rate of decrease in the requested engine torque will fluctuate, and the engine output torque may drop below the target requested engine torque. During this process, it is necessary to monitor the real-time engine output torque. Once the real-time engine output torque is detected to equal the target requested engine torque, an idle speed control switching request is immediately executed, and the idle speed control flag is set to 1, indicating that the ECM controls the idle speed. This allows for timely switching of idle speed control, reducing the time spent on idle speed control switching.

[0122] In addition to switching when the real-time engine output torque equals the target engine requested torque, switching can also occur when the real-time engine output torque is close to the target engine requested torque, i.e., early switching. When switching, the real-time engine output torque is already close to the target engine requested torque. Switching at this point has minimal impact on the stability of engine idle speed control, ensuring timely idle speed control switching while further shortening the switching time. It should be noted that "the real-time engine output torque is close to the target engine requested torque" can be understood as a small difference between the real-time engine output torque and the target engine requested torque. For example, if the difference between the real-time engine output torque and the target engine requested torque is ≤ 5 Nm, then the real-time engine output torque can be considered close to the target engine requested torque.

[0123] A smooth change in engine output torque is beneficial to achieving stability in idle speed control switching. The following specific examples illustrate the specific method for a smooth reduction in engine output torque.

[0124] In some embodiments, controlling the engine output torque to decrease from the currently requested engine torque includes:

[0125] The engine output torque is controlled to decrease from the current engine requested torque according to a first preset gradient.

[0126] Specifically, after determining the target engine requested torque using the method described in the aforementioned embodiments, the target engine requested torque is sent to the engine control unit (ECU), which then controls the engine to output the target engine requested torque. To avoid excessive changes in the engine output torque rate, filtering can be used to ensure the stability of the engine requested torque change when it changes from the current engine requested torque to the target engine requested torque. This prevents sudden changes in engine output torque that could affect the driving experience. Specifically, the engine output torque can be controlled to decrease from the current engine requested torque to the target engine requested torque according to a first preset gradient. For example, the first preset gradient can be 50 Nm / s, equivalent to a decrease of 50 Nm of engine requested torque per second. This allows for a stable transition of the engine requested torque. Once the real-time engine requested torque drops to the target engine requested torque, an idle speed control switching request is executed, switching the idle speed control from HCU-controlled idle to ECM-controlled idle. Reducing the engine requested torque according to the first preset gradient helps to ensure the stability of the idle speed control switching, weakens sudden torque changes, and filters out noise interference. If the torque change is large, it may cause impact vibrations when the engine is rotating, leading to engine damage. In addition to gradient filtering, smoothing filtering can also be used to control the engine output torque to decrease from the current engine requested torque to the target engine requested torque.

[0127] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0128] It should be noted that some embodiments of this application have been described above. In some cases, the actions or steps described in the above embodiments can be performed in a different order than that shown in the above embodiments and the desired result can still be achieved. In addition, the processes depicted in the accompanying drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0129] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides a vehicle control device.

[0130] refer to Figure 3 The vehicle control device includes:

[0131] The acquisition module 302 is configured to acquire vehicle operating information in response to an idle speed control switching request; wherein the idle speed control switching request is used to request a switch from idle speed control by the hybrid power control unit to idle speed control by the engine control module.

[0132] The determining module 304 is configured to determine the target motor limit torque based on the operating information, and reduce the motor limit torque corresponding to the generator from the current motor limit torque to the target motor limit torque; wherein the generator output torque is less than or equal to the motor limit torque corresponding to the generator;

[0133] The control module 306 is configured to use the smaller of the current engine requested torque and the target motor limiting torque as the target engine requested torque, control the engine to output the target engine requested torque, and execute the idle speed control switching request.

[0134] In some embodiments, the determining module 304 is further configured to determine the generator maximum recovery torque and the engine load limiting torque based on the operating information; and to use the minimum value among the generator maximum recovery torque, the engine load limiting torque, and the engine air circuit maximum torque as the target motor limiting torque.

[0135] In some embodiments, the operating information includes the power battery charging power, accessory power consumption, generator reserved power, generator rated power, and generator current speed; the determining module 304 is further configured to determine the vehicle's available regenerative braking power based on the power battery charging power, the accessory power consumption, and the generator reserved power; take the smaller value between the vehicle's available regenerative braking power and the generator rated power as the generator regenerative braking power; and determine the generator's maximum regenerative braking torque based on the generator regenerative braking power and the generator current speed.

[0136] In some embodiments, the operating information further includes the remaining charge of the power battery, engine speed, engine temperature, and engine load torque; the determining module 304 is further configured to determine the engine load limiting torque based on the engine speed, the remaining charge of the power battery, the engine temperature, and atmospheric pressure in response to the remaining charge of the power battery being greater than or equal to a first threshold; or, in response to the remaining charge of the power battery being less than the first threshold, determine the engine load limiting torque based on the engine load torque, engine speed, the remaining charge of the power battery, the engine temperature, and atmospheric pressure.

[0137] In some embodiments, the determining module 304 is further configured to: query and determine a first engine load limiting torque based on the engine speed, the remaining charge of the power battery, and a first preset correspondence; query and determine an engine temperature correction coefficient based on the engine temperature and a second preset correspondence; query and determine an atmospheric pressure correction coefficient based on the atmospheric pressure and a third preset correspondence; and use the product of the first engine load limiting torque, the engine temperature correction coefficient, and the atmospheric pressure correction coefficient as the engine load limiting torque.

[0138] In some embodiments, the determining module 304 is further configured to query and determine the first engine load limiting torque based on the engine speed, the remaining charge of the power battery and a first preset correspondence.

[0139] Based on the engine temperature and the second preset correspondence, the engine temperature correction coefficient is determined by querying; based on the atmospheric pressure and the third preset correspondence, the atmospheric pressure correction coefficient is determined by querying; the product of the first engine load limiting torque, the engine temperature correction coefficient, and the atmospheric pressure correction coefficient is taken as the second engine load limiting torque; the larger value between the engine load torque and the second engine load limiting torque is taken as the engine load limiting torque.

[0140] In some embodiments, the control module 306 is further configured to acquire the real-time engine output torque during the process of controlling the engine output torque to decrease from the current engine requested torque, and to execute the idle speed control switching request in response to the real-time engine output torque being equal to the target engine requested torque.

[0141] In some embodiments, the control module 306 is further configured to control the engine output torque to decrease from the current engine requested torque according to a first preset gradient.

[0142] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0143] The apparatus of the above embodiments is used to implement the corresponding vehicle control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0144] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle control method described in any of the above embodiments.

[0145] Figure 4 This embodiment illustrates a more specific hardware structure of an electronic device. The device may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0146] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0147] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0148] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0149] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0150] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0151] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0152] The electronic devices described above are used to implement the corresponding vehicle control methods in any of the foregoing embodiments and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0153] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium that stores computer instructions for causing the computer to execute the vehicle control method as described in any of the above embodiments.

[0154] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0155] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the vehicle control method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0156] Based on the same concept, corresponding to any of the above embodiments, this application also provides a computer program product, including computer program instructions, which, when run on a computer, cause the computer to perform the method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0157] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application is limited to these examples; under the concept of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in detail for the sake of brevity.

[0158] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0159] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0160] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of this application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. A vehicle control method, characterized in that, include: In response to an idle speed control switching request in the vehicle's series drive mode, the vehicle's operating information is acquired; wherein, the idle speed control switching request is used to request a switch from idle speed control by the hybrid power control unit to idle speed control by the engine control module; Based on the operating information, the target motor limiting torque is determined, and the motor limiting torque corresponding to the generator is reduced from the current motor limiting torque to the target motor limiting torque; wherein, the generator output torque is less than or equal to the motor limiting torque corresponding to the generator; The smaller of the current engine requested torque and the target motor limiting torque is taken as the target engine requested torque. The engine is controlled to output the target engine requested torque, and the idle speed control switching request is executed. Determining the target motor limiting torque based on the operating information includes: Based on the aforementioned operating information, determine the generator's maximum recovery torque and the engine load limiting torque, respectively. The minimum value among the generator's maximum recovery torque, the engine's load limiting torque, and the engine's maximum air circuit torque is taken as the target motor limiting torque; The operating information includes the remaining charge of the power battery, engine speed, engine temperature, and engine load torque; determining the engine load limiting torque based on the operating information includes: In response to the remaining charge of the power battery being greater than or equal to a first threshold, the engine load limiting torque is determined based on the engine speed, the remaining charge of the power battery, the engine temperature, and atmospheric pressure; or, In response to the remaining charge of the power battery being less than the first threshold, the engine load limiting torque is determined based on the engine load torque, the engine speed, the remaining charge of the power battery, the engine temperature, and the atmospheric pressure.

2. The method according to claim 1, characterized in that, The operating information also includes the power battery charging power, accessory power consumption, generator reserved power, generator rated power, and generator current speed; The maximum recovery torque of the generator is determined based on the aforementioned operating information, including: The available regenerative power of the vehicle is determined based on the charging power of the power battery, the power consumed by the accessories, and the reserved power of the generator. The smaller value between the available regenerative power of the vehicle and the rated power of the generator is taken as the generator regenerative power; The maximum recovery torque of the generator is determined based on the generator's recovery power and the generator's current speed.

3. The method according to claim 1, characterized in that, Determining the engine load limiting torque based on the engine speed, the remaining charge of the power battery, the engine temperature, and atmospheric pressure includes: Based on the engine speed, the remaining charge of the power battery, and the first preset correspondence, the first engine load limiting torque is determined. Based on the engine temperature and the second preset correspondence, the engine temperature correction coefficient is determined by querying and selecting. Based on the atmospheric pressure and the third preset correspondence, the atmospheric pressure correction coefficient is determined by querying and selecting. The product of the first engine load limiting torque, the engine temperature correction factor, and the atmospheric pressure correction factor is used as the engine load limiting torque.

4. The method according to claim 1, characterized in that, Determining the engine load limiting torque based on the engine load torque, engine speed, remaining charge of the power battery, engine temperature, and atmospheric pressure includes: Based on the engine speed, the remaining charge of the power battery, and the first preset correspondence, the first engine load limiting torque is determined. Based on the engine temperature and the second preset correspondence, the engine temperature correction coefficient is determined by querying and selecting. Based on the atmospheric pressure and the third preset correspondence, the atmospheric pressure correction coefficient is determined by querying and selecting. The product of the first engine load limiting torque, the engine temperature correction factor, and the atmospheric pressure correction factor is used as the second engine load limiting torque; The larger of the engine's load torque and the second engine load limiting torque is taken as the engine load limiting torque.

5. The method according to claim 1, characterized in that, Controlling the engine to output the target engine requested torque and executing the idle speed control switching request includes: During the process of controlling the engine output torque to decrease from the current engine requested torque, the real-time engine output torque is obtained, and in response to the real-time engine output torque being equal to the target engine requested torque, the idle speed control switching request is executed.

6. The method according to claim 5, characterized in that, The control of the engine output torque to decrease from the current engine requested torque includes: The engine output torque is controlled to decrease from the current engine requested torque according to a first preset gradient.

7. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that, When the processor executes the computer program, it implements the method as described in any one of claims 1 to 6.

8. A vehicle, characterized in that, The vehicle includes the electronic equipment as described in claim 7.

Images