Vehicle control method and vehicle

Abstract

The invention provides a vehicle control method and a vehicle, and the method comprises the steps: responding to the starting of an engine and receiving an idle speed control request, enabling the engine to enter an idle speed working condition, and controlling the idle speed through an ECM at the moment. If it is determined that the started duration is smaller than the preset holding duration, the engine is controlled to output first load torque; wherein the first load torque is smaller than or equal to the initial load torque of the engine. Equivalently, in the preset holding time, compared with the initial load torque, the load torque output by the engine is reduced, the stability of the idling rotating speed can be maintained in the initial starting stage of the engine, and the driving experience of a user is improved. If it is determined that the vehicle meets the preset torque recovery condition, it shows that the engine has reached a relatively stable state after running for a period of time, and at the moment, the output torque of the engine can be controlled to be increased from the first load torque to the initial load torque, so that the load requirement of the vehicle is met.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle hybrid power control, and in particular to a vehicle control method and a vehicle. Background Art

[0002] After the vehicle engine is started, it enters the idle condition. If the engine load torque is too large or changes too quickly, the ECM (Engine Control Module) will control the idle speed unstable, causing the idle speed to fluctuate, seriously affecting the driving experience. Summary of the Invention

[0003] In view of this, the purpose of this application is to provide a vehicle control method and a vehicle to solve the problem of idle speed fluctuation after engine startup.

[0004] Based on the above objectives, the first aspect of the present application provides a vehicle control method, comprising: In response to the engine being started and the engine being in an idle state, determining whether a startup time of the engine is less than a corresponding preset maintenance time; In response to determining that the started time is less than the preset holding time, controlling the engine to output a first load torque; wherein the first load torque is less than or equal to the initial load torque of the engine; In response to determining that the vehicle satisfies a preset torque recovery condition, the engine output torque is controlled to increase from the first load torque to the initial load torque.

[0005] Optionally, the method for determining the first load torque includes: Get engine operation information; The first load torque is determined according to the engine operating information and the initial load torque.

[0006] Optionally, determining the first load torque according to the engine operating information and the initial load torque includes: determining a load limit torque according to the engine operating information; The smaller value between the load limit torque and the initial load torque is set as the first load torque.

[0007] Optionally, the engine operation information includes engine temperature and engine speed; The determining of the load limit torque according to the engine operation information includes: The load limit torque is determined according to the engine temperature, the engine speed, and a first corresponding relationship; wherein the first corresponding relationship determines a corresponding relationship among the engine temperature, the engine speed, and the load limit torque.

[0008] Optionally, before controlling the engine to output the first load torque, the method includes: Determine whether the catalyst light-off state is activated; In response to the catalyst light-off state being activated, the first load torque is corrected according to an intake air temperature of the engine and an ambient temperature.

[0009] Optionally, the correcting the first load torque according to the intake temperature and ambient temperature of the engine includes: determining a first correction coefficient according to the intake air temperature and a second corresponding relationship; determining a second correction coefficient according to the ambient temperature and the third corresponding relationship; Correcting the first load torque according to the first correction coefficient and the second correction coefficient; The second corresponding relationship determines the corresponding relationship between the intake air temperature and the first correction coefficient, and the third corresponding relationship determines the corresponding relationship between the ambient temperature and the second correction coefficient.

[0010] Optionally, the method for determining the preset holding time includes: The remaining power of the power battery is obtained, and the preset holding time is determined according to the remaining power and a fourth corresponding relationship; wherein the fourth corresponding relationship determines a corresponding relationship between the remaining power and the preset holding time.

[0011] Optionally, determining whether the vehicle meets a preset torque recovery condition includes: In response to the engine being started for a time period greater than or equal to a corresponding preset holding time period and the catalyst light-off state being an inactive state, it is determined that the vehicle meets a preset torque recovery condition.

[0012] Optionally, controlling the engine output torque to increase from the first load torque to the initial load torque includes: determining a first gradient according to the engine temperature and a fifth correspondence relationship, wherein the fifth correspondence relationship determines a correspondence relationship between the engine temperature and the first gradient; The engine output torque is controlled to increase from the first load torque to the initial load torque according to the first gradient.

[0013] Based on the same inventive concept, the second aspect of the present application further provides a vehicle, comprising: a memory for storing executable program code; A processor is used to call and run the executable program code from the memory, so that the vehicle executes the method as described in the first aspect.

[0014] As can be seen from the above, the vehicle control method and vehicle provided by this application include: In response to the engine starting and receiving the idle control request, the engine enters the idle state, at which time the idle speed is controlled by the ECM. If it is determined that the startup time is less than the preset holding time, the engine is controlled to output a first load torque; wherein, the first load torque is less than or equal to the initial load torque of the engine. This is equivalent to, within the preset holding time, the load torque output by the engine is reduced compared to the initial load torque, which is beneficial to maintaining the stability of the idle speed at the initial stage of engine startup and improving the user's driving experience. If it is determined that the vehicle meets the preset torque recovery conditions, it means that the engine has reached a relatively stable state after running for a period of time. At this time, the engine output torque can be controlled to increase from the first load torque to the initial load torque to meet the load requirements of the vehicle. The vehicle control method of the present application appropriately reduces the load torque output by the engine at the initial stage of engine startup by setting a preset holding time, thereby achieving the purpose of stabilizing the idle speed. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the technical solutions in this application or related technologies, the following briefly introduces the drawings required for use in the embodiments or related technical descriptions. Obviously, the drawings described below are merely embodiments of this application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0016] Figure 1 A schematic diagram of a vehicle architecture according to an embodiment of the present application; Figure 2 A schematic flow chart of a vehicle control method according to an embodiment of the present application; Figure 3 This is a vehicle control timing diagram of an embodiment of the present application; Figure 4 This is a schematic structural diagram of a vehicle control device according to an embodiment of the present application; Figure 5 This is a schematic diagram of the hardware structure of an electronic device according to an embodiment of the present application. DETAILED DESCRIPTION

[0017] In order to make the objectives, technical solutions and advantages of this application more clear, this application is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0018] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present application should have the usual meanings understood by people with ordinary skills in the field to which this application belongs. The "first", "second" and similar words used in the embodiments of the present application do not indicate any order, quantity or importance, but are only used to distinguish different components. "Include" or "comprise" and similar words mean that the elements or objects appearing before the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like 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.

[0019] Figure 1 Schematic diagram of the vehicle architecture of this application is shown. 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, and front 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 via a front-drive propeller shaft to drive the vehicle. 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. The front-axle differential 107 is located between the left front wheel 1091 and the right front wheel 1092. The rear-drive motor 102 is disposed on the rear axle and is used to provide power to the rear wheels via the rear-drive propeller shaft to drive the vehicle. The rear-drive motor 102 is connected to a first end of a rear-axle transmission 106, and a second end of the rear-axle transmission 106 is connected to a rear-axle differential 108, which is disposed 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 closed, and the engine 103 can directly drive the vehicle via the front-axle transmission 105, in which case the front wheels serve as the driving wheels. When the hybrid vehicle is in series mode, the clutch 104 is closed, and the engine 103 drives the front-drive motor 101 to generate electricity, which can provide electrical energy to the rear-drive motor 102, driving the vehicle through the rear-drive motor 102, and can also charge the power battery when the power battery is low.

[0020] In series mode, engine idle speed control consists of both the HCU (Hybrid Control Unit) and the ECM (Engine Control Module) controlling idle speed. Under certain operating conditions, the HCU's engine control is less than ideal, requiring dual engine and clutch control for precise and smooth operation. In these situations, the HCU issues a request to the ECM to switch idle speed control from HCU to ECM control. HCU idle speed control uses electrical signals to control idle speed, offering a fast response and adapting to large load torque fluctuations. However, due to mechanical limitations, ECM idle speed control suffers from limited precision and flexibility. High or fluctuating engine load torque can significantly affect idle speed stability. For example, after the engine starts and enters idle mode, the ECM controls idle speed. If the vehicle's load demand is high, requiring a high initial engine load torque, this can easily lead to unstable idle speed.

[0021] In view of this, the present application proposes a vehicle control method, which actively reduces the load torque required to be output by the engine within a certain period of time after the engine is started and enters the idle condition, thereby avoiding the problem of unstable idle speed when the ECM controls the idle speed, thereby improving the user's driving experience.

[0022] The embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0023] This application provides a vehicle control method, referring to Figure 2 , including the following steps: Step 102: In response to the engine being started and the engine being in an idle state, determine whether the engine has been started for a time period that is less than a corresponding preset holding time period.

[0024] Specifically, after the engine is started, due to the unstable engine operating state, the HCU sends an idle control request to the ECM, so that the ECM can control the engine idle speed, and the engine will enter the idle state. When the engine is started, the timing starts, and it is determined whether the engine has been started for less than the preset holding time. The preset holding time is determined based on the remaining power of the power battery. Different remaining powers correspond to different preset holding times. The preset holding time is the time to reduce the engine output load torque. Within the preset holding time, it is generally believed that the engine operation stability is poor and the idle speed is prone to fluctuations.

[0025] Step 104 : In response to determining that the started time is less than the preset holding time, controlling the engine to output a first load torque; wherein the first load torque is less than or equal to the initial load torque of the engine.

[0026] Specifically, if it is determined that the startup time is less than the preset holding time, it means that the engine startup time is short, and the engine is still in an unstable operating state, which is not suitable for outputting a large load torque. At this time, the engine is controlled to output the first load torque. The first load torque is determined in combination with the engine operating information and the initial load torque. The engine operating information includes at least the engine temperature and the engine speed. The engine temperature and the engine speed can be used to characterize whether the engine's operating state is stable. For example, if the engine temperature is too low, it means that the engine has not yet warmed up and has not reached the ideal operating temperature. If the engine speed is lower than the normal idle speed, it means that the engine has not yet operated normally. Therefore, the first load torque determined in combination with the engine operating information is a load torque that matches the current engine's operating state. After the engine outputs the first load torque, there will be no unstable idle speed.

[0027] The first load torque is less than or equal to the initial load torque, and the initial load torque is the load torque calculated by the HCU according to the vehicle load demand. For example, the HCU can obtain the initial load torque by calculation according to the target speed and target power generation of the engine, or it can determine the pre-calibrated initial load torque by looking up the table according to the target speed and target power generation. Among them, the calibration freedom of the pre-calibrated initial load torque is higher, which can avoid the problem of the calculated initial load torque not matching the actual operating conditions of the engine. The technician can choose the method for determining the initial load torque according to actual needs, and no specific restrictions are made in this embodiment. When the initial load torque is large, it exceeds the current operating capacity of the engine. In order to reduce the load torque output by the engine, the engine can output a first load torque that is less than the initial load torque. When the initial load torque is small, it matches the current operating capacity of the engine, and the first load torque can also be equal to the initial load torque.

[0028] After the first load torque is determined, the engine is controlled to output the first load torque. When the load torque output by the engine changes from zero to the first load torque, in order to avoid a large rate of change in the load torque, a filtering method can be used to increase the load torque of the engine from zero to the first load torque. Specifically, the load torque of the engine can be increased from zero to the first load torque according to a second gradient. For example, if the first load torque is 30Nm and the second gradient is 5Nm / s, when filtering is performed according to the second gradient, the engine takes 6 seconds to increase the load torque from zero to the first load torque. By gradually increasing the load torque, the stability of the idle control is increased.

[0029] Step 106 : In response to determining that the vehicle meets a preset torque recovery condition, controlling the engine output torque to increase from the first load torque to the initial load torque.

[0030] Specifically, after controlling the engine to output the first load torque, it is possible to detect in real time whether the vehicle meets the preset torque recovery conditions. If the torque recovery conditions are met, it indicates that the engine is now in a stable operating state and the idle control is relatively stable. At this time, in order to meet the load requirements of the vehicle, the engine can be controlled to restore the output of the initial load torque. Exemplarily, the torque recovery conditions may specifically include that the engine has been started for a time that is greater than or equal to the preset holding time, and may also include that the engine catalyst ignition state is not activated. Among them, when the engine has been started for a time that is greater than or equal to the preset holding time, it can be considered that the engine has been running for a period of time and is in a relatively stable operating state. If the engine catalyst ignition state is activated, the engine combustion is unstable, and then the engine operating state is unstable. If the engine catalyst ignition state is not activated, it means that the engine operating state is stable.

[0031] It should be noted that the torque recovery condition may also include other methods for determining whether the current engine operating state is stable. If the engine operation is stable, it can be determined that the vehicle has met the torque recovery condition. The engine output torque is then controlled to increase from the first load torque to the initial load torque. This means that the engine output load torque is increased to meet the vehicle's load requirements.

[0032] Based on steps 102 to 106 above, the vehicle control method provided in this embodiment includes: in response to engine startup and receiving an idle control request, the engine enters an idle state, at which point the idle speed is controlled by the ECM. If it is determined that the startup duration is less than a preset hold duration, the engine is controlled to output a first load torque; wherein the first load torque is less than or equal to the initial load torque of the engine. This means that during the preset hold duration, the load torque output by the engine decreases compared to the initial load torque, which is beneficial for maintaining a stable idle speed during the initial engine startup, avoiding engine stall due to unstable idle control, and improving the user's driving experience. If it is determined that the vehicle meets the preset torque recovery condition, indicating that the engine has reached a relatively stable state after running for a period of time, the engine output torque can be controlled to increase from the first load torque to the initial load torque to meet the vehicle's load requirements. By setting a preset hold duration, the vehicle control method of this application appropriately reduces the engine output load torque during the initial engine startup, thereby achieving the purpose of stabilizing the idle speed.

[0033] The determination of the first load torque not only incorporates engine operating information to ensure that the determined first load torque matches the engine operating state, but also incorporates the initial load torque to further ensure that the first load torque is less than or equal to the initial load torque. A specific embodiment will be described below.

[0034] In some embodiments, the method for determining the first load torque includes: Get engine operation information; The first load torque is determined according to the engine operating information and the initial load torque.

[0035] Specifically, the engine operating information may include engine temperature and engine speed. The engine operating information can be used to determine whether the engine operating state is stable. The engine has an optimal operating temperature range. Within the optimal operating temperature range, the engine operating state is stable and efficient. However, if the engine temperature is lower than the lower limit temperature of the optimal operating temperature range, or higher than the upper limit temperature of the optimal operating temperature range, it will affect the engine's operating stability and cause the idle speed to be unstable. When the engine is idling, the idle speed is usually within a certain range, such as within the range of 1000rpm~1050rpm. If the engine speed exceeds the normal idle speed range, it means that the idle condition is not stable and the idle speed fluctuates. Therefore, when determining the first load torque, it is necessary to combine the engine operating information that can characterize the engine operating state.

[0036] Furthermore, to reduce the load torque output by the engine, the determined first load torque must be less than or equal to the initial load torque. Therefore, when determining the first load torque, the specific value of the initial load torque must be referenced to ensure that the load torque determined based on the engine operating information does not exceed the initial load torque, thereby determining a reasonable first load torque. The method of this embodiment combines the engine operating information and the initial load torque to determine the first load torque. The engine operating information and the initial load torque can indicate whether the engine operating state is stable. This ensures not only the rationality of the first load torque determination but also its compatibility with the current engine operating state, thereby helping to avoid fluctuations in idle speed.

[0037] Furthermore, in some embodiments, determining the first load torque according to the engine operating information and the initial load torque includes: determining a load limit torque according to the engine operating information; The smaller value between the load limit torque and the initial load torque is set as the first load torque.

[0038] Specifically, when determining the first load torque, the load limit torque is first determined based on the engine operating information. The load limit torque is a load torque that matches the current operating state of the engine. When the engine outputs the load limit torque, it will not cause idle speed fluctuations. The load limit torque is then compared with the initial load torque, and the smaller value is used as the first load torque. For example, if the calculated load limit torque is 30 Nm and the initial load torque is 50 Nm, then the first load torque = MIN (load limit torque, initial load torque) = (30 Nm, 50 Nm) = 30 Nm. If the current vehicle load demand is small, the calculated initial load torque is also small, indicating that the current engine operating state can fully meet the vehicle load demand. By taking the smaller value, the determined first load torque is equal to the initial load torque.

[0039] The method of this embodiment provides a method for determining the first load torque. By taking the smaller value of the load limit torque and the initial load torque, it can be ensured that the first load torque is less than or equal to the initial load torque, and that the load torque output by the engine matches its own operating state, which is conducive to stabilizing the idle condition of the engine.

[0040] Furthermore, in some embodiments, the engine operation information includes engine temperature and engine speed; The determining of the load limit torque according to the engine operation information includes: The load limit torque is determined according to the engine temperature, the engine speed, and a first corresponding relationship; wherein the first corresponding relationship determines a corresponding relationship among the engine temperature, the engine speed, and the load limit torque.

[0041] Specifically, this embodiment pre-calibrates the correspondence between engine temperature, engine speed, and load limit torque in the first correspondence. In the first correspondence, if the engine temperature is constant, the load limit torque shows a trend of first increasing and then decreasing as the engine speed increases. In Table 1 shown below, when the engine temperature is 0°C and the engine speed is 800rpm, the load limit torque is 20Nm. When the engine speed increases to 1000rpm, the load limit torque increases to 25Nm. When the engine speed increases to 2500rpm, the load limit torque decreases to 20Nm. This is because the engine is currently in idle condition, and the engine speed in idle condition is within the range of 1000rpm to 2000rpm, which is within the normal idle speed range. After exceeding the normal idle speed range, the difficulty of idle speed control increases when the ECM controls the idle speed. Therefore, when the engine speed is 1000rpm~2000rpm, the torque limit for the engine output is smaller, so the calibrated torque value is larger. When the engine speed exceeds 1000rpm~2000rpm, the torque limit for the engine output is larger, so the calibrated torque value is smaller.

[0042] In the first correspondence, if the engine speed is constant, the load-limiting torque shows a trend of first increasing and then remaining constant as the engine temperature increases. In Table 1 shown below, when the engine speed is 1000rpm and the engine temperature changes from -15°C to 10°C, the load-limiting torque is positively correlated with the engine temperature, increasing from 10Nm to 30Nm. However, when the engine temperature exceeds 10°C, the load-limiting torque remains at 30Nm. This is because after the engine temperature reaches 10°C, it can be considered that the engine has entered the optimal operating temperature range, the performance is relatively good, and the load-limiting torque can be maintained at a certain value. It should be noted that the specific values ​​of engine temperature, engine speed and load-limiting torque in Table 1 are for illustrative purposes only and do not have a restrictive effect.

[0043] Table 1 First correspondence

[0044] Through this embodiment, a first corresponding relationship is constructed based on the influence of engine temperature and engine speed on engine performance. Through the first corresponding relationship, the load limit torque can be quickly and accurately determined, so that the load limit torque is reasonable and can match the current operating state of the engine, which is conducive to the subsequent accurate determination of the first load torque.

[0045] In the aforementioned embodiment, when the engine startup duration is less than the preset hold duration, the engine is controlled to output a first load torque, thereby achieving the goal of controlling the engine output load torque to be less than or equal to the initial load torque. However, in addition to the engine startup duration affecting the engine's operating state, the activation of the engine's catalyst ignition state can also affect the engine's operating state. If the engine's operating state is affected by the engine's catalyst ignition state during the preset hold duration, the first load torque needs to be further corrected to more accurately match the engine's current operating state.

[0046] In some embodiments, before controlling the engine to output the first load torque, the method includes: Determine whether the catalyst light-off state is activated; In response to the catalyst light-off state being activated, the first load torque is corrected according to an intake air temperature of the engine and an ambient temperature.

[0047] Specifically, after the vehicle is started, the catalyst requires a period of warm-up to reach its light-off temperature, enabling effective catalytic decomposition of exhaust gases. The catalyst's light-off temperature is typically around 200-300°C. Within this temperature range, the catalyst can oxidize carbon monoxide (CO) to non-toxic carbon dioxide, reduce nitrogen oxides (NOx) to non-toxic nitrogen, and oxidize hydrocarbons (HC) to water and carbon dioxide. If the vehicle is idling, the time it takes for the catalyst to reach light-off temperature increases. The activated catalyst light-off status indicates that the catalyst is currently in the warm-up phase and has not yet reached the light-off temperature, resulting in poor catalytic performance. This, in turn, leads to poor engine exhaust flow, affecting the engine's air-fuel ratio and reducing combustion efficiency. The engine's operating state is unstable, prone to idle speed fluctuations. Therefore, if the engine has been started for less than the preset hold time and the catalyst light-off status is activated, engine instability has increased. To ensure stable engine operation, the engine's load torque can be further reduced. Furthermore, before controlling the engine to output the first load torque, the first load torque can be corrected based on the engine's intake air temperature and ambient temperature. During the correction, if the intake air temperature and ambient temperature cause a decrease in engine operating efficiency, the first load torque can be corrected to further reduce the engine's output load torque. Both the engine's intake air temperature and ambient temperature affect engine operating efficiency. Therefore, the intake air temperature and ambient temperature can be used as factors influencing the first load torque. If it is determined that the current intake air temperature and ambient temperature will cause a decrease in engine operating efficiency, the corrected first load torque will be reduced.

[0048] In this embodiment, when the engine has been started for less than the preset hold time and the catalyst light-off state is activated, engine instability has increased, and further limiting the engine's output load torque is necessary to maintain stable engine operation. By further modifying the first load torque based on intake air temperature and ambient temperature, which can affect engine efficiency, the first load torque can be reduced, further ensuring idle speed stability.

[0049] It should be noted that in addition to correcting the first load torque according to the engine's intake temperature and ambient temperature, the first load torque can also be corrected according to the temperature of the catalyst. Since the catalyst ignition state is activated at this time, it means that the temperature of the catalyst is gradually rising to the ignition temperature. The closer the temperature of the catalyst is to the ignition temperature, the better the catalytic effect, and thus the higher the combustion efficiency of the engine. Therefore, the temperature of the catalyst can be monitored in real time, and the corresponding correction coefficient can be set according to the temperature of the catalyst. The higher the temperature of the catalyst, the larger the correction coefficient. When the temperature of the catalyst reaches the ignition temperature, the correction coefficient is 1. The correction of the first load torque is achieved by multiplying the correction coefficient by the first load torque.

[0050] Furthermore, in some embodiments, the correcting the first load torque according to the intake temperature of the engine and the ambient temperature includes: determining a first correction coefficient according to the intake air temperature and a second corresponding relationship; determining a second correction coefficient according to the ambient temperature and the third corresponding relationship; Correcting the first load torque according to the first correction coefficient and the second correction coefficient; The second corresponding relationship determines the corresponding relationship between the intake air temperature and the first correction coefficient, and the third corresponding relationship determines the corresponding relationship between the ambient temperature and the second correction coefficient.

[0051] Specifically, when the first load torque is corrected according to the intake temperature and the ambient temperature, a first correction coefficient is first determined according to the intake temperature, and a second correction coefficient is determined according to the ambient temperature. Then, the first load torque is corrected according to the first correction coefficient and the second correction coefficient.

[0052] The first correction coefficient is determined based on the intake air temperature and a pre-established second correspondence relationship, which defines the relationship between intake air temperature and the first correction coefficient. As intake air temperature increases, the first correction coefficient shows a trend of first increasing and then decreasing. As shown in Table 2 below, as the intake air temperature increases from -10°C to 20°C, the first correction coefficient increases from 0.8 to 1. This is because when the intake air temperature is low (e.g., below 0°C), the engine is not in its optimal operating temperature range, resulting in low engine efficiency. Therefore, the first correction coefficient is small. As the intake air temperature increases, the first correction coefficient gradually increases. Subsequently, as the intake air temperature increases from 20°C to 45°C, the first correction coefficient remains unchanged. This is because within this temperature range, the engine is in its optimal operating temperature range, and intake air temperature does not affect engine efficiency, resulting in high engine efficiency. Therefore, the first correction coefficient = 1 and remains unchanged. When the intake air temperature exceeds 45°C, the engine temperature exceeds the optimal temperature range. Excessive engine temperature can also affect engine operating efficiency. Therefore, within this temperature range, as the intake air temperature increases, the first correction coefficient begins to decrease. It should be noted that the specific values ​​of the intake air temperature and the first correction coefficient in Table 2 are for illustrative purposes only and are not limiting. Those skilled in the art may adapt the values ​​of the first correction coefficient to different intake air temperatures based on actual needs.

[0053] Table 2 Second correspondence

[0054] The second correction coefficient is determined based on the ambient temperature and a third correspondence. The third correspondence is pre-established and defines the correspondence between the ambient temperature and the second correction coefficient. As the ambient temperature increases, the second correction coefficient shows an increasing trend. As shown in Table 3 below, when the intake air temperature increases from -10°C to 20°C, the first correction coefficient increases from 0.9 to 1. This is because lower ambient temperatures (e.g., below 10°C) result in lower engine temperatures, which in turn affects engine efficiency. Furthermore, since the impact of ambient temperature on engine temperature is minimal within a certain range (-10°C to 10°C), the second correction coefficient remains unchanged (at 0.9) within this range. When the intake air temperature reaches or exceeds 20°C, the ambient temperature does not affect engine efficiency, and the second correction coefficient remains at 1. It should be noted that the specific values ​​for the ambient temperature and second correction coefficient in Table 3 are for illustrative purposes only and are not limiting. Those skilled in the art may adapt the values ​​of the second correction coefficient for different ambient temperatures based on actual needs.

[0055] Table 3 The third correspondence

[0056] After determining the first correction coefficient and the second correction coefficient, the first load torque is corrected according to the first correction coefficient and the second correction coefficient. The corrected first load torque = the first load torque × the first correction coefficient × the second correction coefficient. For example, if the first load torque is 30Nm, the first correction coefficient is 0.8, and the second correction coefficient is 1, then the corrected first load torque = 30Nm × 0.8 × 1 = 24Nm. Through the method of this embodiment, a method for correcting the first load torque is provided. Taking into account that the intake temperature and the ambient temperature will affect the engine operating efficiency, the value of the first load torque is appropriately reduced through the correction method, which is conducive to maintaining the stability of the engine operation, thereby achieving the stability of the idle speed.

[0057] The preset hold time is not fixed but is determined based on the remaining charge in the vehicle's power battery. The longer the preset hold time, the longer it takes for the engine's power generation capacity to recover to its initial load torque. If the remaining charge in the power battery is low, the engine will be unable to provide sufficient power to the vehicle, impacting the vehicle's normal power needs and reducing the user experience. The following examples illustrate how to determine an appropriate preset hold time.

[0058] In some embodiments, the method for determining the preset holding time includes: The remaining power of the power battery is obtained, and the preset holding time is determined according to the remaining power and a fourth corresponding relationship; wherein the fourth corresponding relationship determines a corresponding relationship between the remaining power and the preset holding time.

[0059] Specifically, the preset holding time is determined based on the remaining power of the power battery and the fourth corresponding relationship. The fourth corresponding relationship is pre-constructed, in which the corresponding relationship between the remaining power of the power battery and the preset holding time is calibrated. If the remaining power of the power battery is low, it means that the power battery has a large charging demand. If the preset holding time is long, the engine cannot be restored to normal power generation capacity, that is, it cannot meet the charging demand of the power battery, which will affect the normal operation of the vehicle. In order to avoid this phenomenon, it is necessary to appropriately shorten the preset holding time. As shown in Table 4 below, when the remaining power of the power battery changes from 10% to 20%, the preset holding time shows an increasing trend, extending from 5s to 15s. That is, within this range, the preset holding time increases with the increase of the remaining power of the power battery, which can effectively avoid power battery feeding. When the remaining power battery charge exceeds 20%, the preset hold time is maintained at 15 seconds. This is because an engine startup time of 15 seconds typically allows for stable operation, restoring the output load torque to its initial load torque, thereby restoring the engine's normal power generation capacity, without causing engine idle speed fluctuations. The method of this embodiment achieves a reasonable setting of the preset hold time, ensuring that the power battery's greater charging needs are prioritized and preventing power battery overcharging. When the power battery charge is not expected to overcharge, the preset hold time is appropriately extended to achieve stable operation at engine idle.

[0060] Table 4 Fourth correspondence table

[0061] After the engine has been outputting the first load torque for a period of time, the engine temperature gradually approaches the engine's optimal operating temperature range, and the engine speed gradually increases and stabilizes. At this point, the engine is capable of normal power generation, and the engine's load torque output can be restored. This is explained below using a specific embodiment.

[0062] In some embodiments, determining whether the vehicle satisfies a preset torque recovery condition includes: In response to the engine being started for a time period greater than or equal to a corresponding preset holding time period and the catalyst light-off state being an inactive state, it is determined that the vehicle meets a preset torque recovery condition.

[0063] Specifically, if the engine has been started for a period of time within a preset hold time, the engine's output load torque is limited, controlling the first load torque output by the engine to be less than or equal to the initial load torque, thereby improving idle control stability. After the engine has been running for a period of time, if the engine has been started for a period of time greater than or equal to the preset hold time, it is generally considered that the engine has stabilized and is capable of normal power generation. The engine's output torque can be restored to the initial load torque. The torque recovery condition can be that the engine's started time is greater than or equal to the corresponding preset hold time.

[0064] In addition, it can be seen from the aforementioned embodiments that the catalyst ignition state can affect the combustion efficiency of the engine. If the catalyst ignition state is in an inactivated state, it indicates that the catalyst has reached the ignition temperature and can fully decompose and catalyze the exhaust gas. The engine can discharge the exhaust gas normally and the combustion efficiency is not affected. Usually, under idling conditions, due to the low heating rate, the time it takes for the catalyst to reach the ignition temperature is relatively long and may exceed the preset holding time. When the catalyst reaches the ignition temperature, the engine may have been started for a period of time that exceeds the preset holding time. Therefore, at this time, it can also be considered that the engine has stabilized and has the ability to generate electricity normally. The output torque of the engine can be restored to the initial load torque. The torque recovery condition can be that the catalyst ignition state is in an inactivated state.

[0065] Preferably, the torque recovery condition can be that the engine has been started for a period of time greater than or equal to a preset hold time, and the catalyst ignition state is inactive. This further confirms that the engine has stabilized and is capable of normal power generation, allowing the engine output torque to be restored to the initial load torque. The method of this embodiment establishes reasonable torque recovery conditions. As long as the vehicle meets the torque recovery conditions, the initial load torque can be restored, restoring the engine's normal power generation capacity and meeting the vehicle's power needs. In some embodiments, controlling the engine output torque to increase from the first load torque to the initial load torque includes: determining a first gradient according to the engine temperature and a fifth correspondence relationship, wherein the fifth correspondence relationship determines a correspondence relationship between the engine temperature and the first gradient; The engine output torque is controlled to increase from the first load torque to the initial load torque according to the first gradient.

[0066] Specifically, when the engine output torque increases from the first load torque to the initial load torque, in order to avoid the idle control from being unstable due to the large load torque change rate, a filtering method is used to increase the output torque from the first load torque to the initial load torque. Specifically, the engine output torque is controlled to increase from the first load torque to the initial load torque according to the first gradient, which effectively reduces the load torque change rate. The first gradient is determined based on the engine temperature and the fifth correspondence, and the fifth correspondence calibrates the correspondence between the engine temperature and the first gradient. As the engine temperature rises, the value of the first gradient shows an upward trend, and the engine temperature is proportional to the first gradient. This is because after the engine is started, the engine temperature gradually increases and gradually approaches the optimal operating temperature range of the engine. The engine performance tends to be stable, and therefore, it can withstand a larger load torque change rate, that is, it can adapt to a larger first gradient.

[0067] Furthermore, when determining the first gradient, the engine temperature is obtained in real time. If the engine temperature changes, the first gradient determined according to the fifth correspondence will also change accordingly. When increasing from the first load torque to the initial load torque, filtering can be performed based on a fixed first gradient or a dynamically changing first gradient. The method of this embodiment provides a filtering method for increasing from the first load torque to the initial load torque, ensuring a gradual transition of the engine output load torque and avoiding issues such as unstable idle speed control caused by a rapid rate of change.

[0068] Figure 3 The vehicle control timing diagram of the present application is shown. Figure 3 As shown, the x-axis represents time, and the y-axis represents the load torque output by the engine. When it is determined that the engine has been started and an engine idle control request is received, the first flag position corresponding to the idle control request is 1, and the engine startup time is counted, and the second flag position corresponding to the preset holding time is 1. If the catalyst ignition state is in an activated state, the corresponding third flag position is 1. When there is no engine idle control request, the first flag position is 0, and accordingly, the load torque output by the engine is zero. When the first flag position corresponding to the idle control request is 1, the load torque output by the engine is filtered from zero to the first load torque according to the second gradient. When the engine startup time exceeds the preset holding time, the second flag position is 0, and when the catalyst ignition state is in an inactivated state, the third flag position is 0. When the second flag and the third flag are both set to 0, the load torque output by the engine increases from the first load torque to the initial load torque according to the first gradient. The moment when the second flag is 0 and the moment when the third flag are both set to 0 can be the same or different. The moment when the third flag is 1 can be different from the moment when the second flag is 1, or it can be earlier than the moment when the second flag is 1. As shown Figure 3As shown, the time when the third mark position 1 is earlier than the time when the second mark position 1 is set, and the time when the third mark position 0 is the same as the time when the second mark position 0 is set. At this time, the vehicle is still in the idle state. When the idle control request is canceled, the first mark position 0 is set.

[0069] It should be noted that the method of the embodiment of the present application can be performed by a single device, such as a computer or server. The method of this embodiment can also be applied in a distributed scenario and performed by multiple devices working together. In such a distributed scenario, one of the multiple devices may only perform one or more steps of the method of the embodiment of the present application, and the multiple devices will interact with each other to complete the method.

[0070] It should be noted that the above description is limited to some embodiments of the present application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in an order different from that described in the above embodiments and still achieve the desired results. Furthermore, the processes depicted in the accompanying drawings do not necessarily require the specific order or sequential order shown to achieve the desired results. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0071] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a vehicle control device.

[0072] refer to Figure 4 , the vehicle control device comprises: The determination module 202 is configured to determine whether a startup time of the engine is less than a corresponding preset holding time in response to the engine being started and the engine being in an idle state; The first control module 204 is configured to control the engine to output a first load torque in response to determining that the started time is less than the preset holding time; wherein the first load torque is less than or equal to the initial load torque of the engine; The second control module 206 is configured to control the engine output torque to increase from the first load torque to the initial load torque in response to determining that the vehicle satisfies a preset torque recovery condition.

[0073] In some embodiments, the first control module 204 is further configured to obtain engine operating information; The first load torque is determined according to the engine operating information and the initial load torque.

[0074] In some embodiments, the first control module 204 is further configured to determine a load limit torque according to the engine operating information; and use a smaller value between the load limit torque and the initial load torque as the first load torque.

[0075] In some embodiments, the engine operating information includes engine temperature and engine speed; The first control module 204 is further configured to determine the load limit torque according to the engine temperature, the engine speed, and a first corresponding relationship; wherein the first corresponding relationship determines a corresponding relationship among the engine temperature, the engine speed, and the load limit torque.

[0076] In some embodiments, before controlling the engine to output the first load torque, the determination module 202 is further configured to determine whether the catalyst ignition state is activated; in response to the catalyst ignition state being activated, the first load torque is corrected according to the intake temperature and ambient temperature of the engine.

[0077] In some embodiments, the determination module 202 is further configured to determine a first correction coefficient based on the intake temperature and a second correspondence; determine a second correction coefficient based on the ambient temperature and a third correspondence; and correct the first load torque based on the first correction coefficient and the second correction coefficient; wherein the correspondence between the intake temperature and the first correction coefficient is determined in the second correspondence, and the correspondence between the ambient temperature and the second correction coefficient is determined in the third correspondence.

[0078] In some embodiments, the determination module 202 is further configured to obtain the remaining power of the power battery, and determine the preset retention time based on the remaining power and the fourth correspondence; wherein the fourth correspondence determines the correspondence between the remaining power and the preset retention time.

[0079] In some embodiments, the second control module 206 is further configured to determine that the vehicle meets the preset torque recovery condition in response to the engine starting time being greater than or equal to the corresponding preset holding time and the catalyst ignition state being in an inactive state.

[0080] In some embodiments, the second control module 206 is further configured to determine a first gradient based on the engine temperature and a fifth correspondence, wherein the fifth correspondence determines a correspondence between the engine temperature and the first gradient; and control the engine output torque to increase from the first load torque to the initial load torque according to the first gradient.

[0081] For the convenience of description, the above devices are described as being divided into various modules according to their functions. Of course, when implementing this application, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0082] The apparatus of the above embodiment is used to implement the corresponding vehicle control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be described in detail here.

[0083] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and runnable on the processor, wherein when the processor executes the program, the vehicle control method described in any of the above embodiments is implemented.

[0084] Figure 5 A more specific hardware structure diagram of an electronic device provided in this embodiment is shown. 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, the memory 1020, the input / output interface 1030, and the communication interface 1040 are communicatively connected to each other within the device via the bus 1050.

[0085] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), a microprocessor, an 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.

[0086] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage devices, dynamic storage devices, etc. The memory 1020 can store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0087] The input / output interface 1030 is used to connect to input / output modules to enable information input and output. The input / output modules can be configured as components within the device (not shown) or externally connected to the device to provide corresponding functions. Input devices may include a keyboard, mouse, touch screen, microphone, and various sensors. Output devices may include a display, speaker, vibrator, indicator light, and the like.

[0088] The communication interface 1040 is used to connect to a communication module (not shown) to enable communication between the device and other devices. The communication module can communicate via wired means (such as USB, network cable, etc.) or wireless means (such as mobile network, Wi-Fi, Bluetooth, etc.).

[0089] The bus 1050 comprises a path for transmitting information between the various components of the device (eg, the processor 1010 , the memory 1020 , the input / output interface 1030 , and the communication interface 1040 ).

[0090] It should be noted that although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040, and the bus 1050, in a specific implementation, the device may also include other components necessary for normal operation. In addition, it will be understood by those skilled in the art that the above device may only include the components necessary to implement the embodiments of this specification, and does not necessarily include all the components shown in the figure.

[0091] The electronic device of the above embodiment is used to implement the corresponding vehicle control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0092] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a non-transitory computer-readable storage medium, which stores computer instructions, and the computer instructions are used to enable the computer to execute the vehicle control method described in any of the above embodiments.

[0093] The computer-readable media of this embodiment includes permanent and non-permanent, removable and non-removable media that can be used to store information by any method or technology. The 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 technology, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information that can be accessed by a computing device.

[0094] The computer instructions stored in the storage medium of the above embodiment are used to enable the computer to execute the vehicle control method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0095] Based on the same concept, corresponding to any of the above-mentioned embodiments, the present application also provides a computer program product, including computer program instructions. When the computer program instructions are run on a computer, the computer executes the method described in any of the above embodiments, which has the beneficial effects of the corresponding method embodiments and will not be repeated here.

[0096] It is understandable that before using the technical solutions of each embodiment of the present disclosure, the type, scope of use, usage scenarios, etc. of the personal information involved will be informed to the user in an appropriate manner, and the user's authorization will be obtained.

[0097] For example, in response to a user's active request, a prompt message is sent to the user to clearly inform the user that the operation requested will require the acquisition and use of the user's personal information. This allows the user to independently choose whether to provide personal information to the electronic device, application, server, storage medium, or other software or hardware that performs the operation of the technical solution of the present disclosure based on the prompt message.

[0098] As an optional but non-limiting implementation, in response to receiving the user's active request, the prompt information may be sent to the user in the form of a pop-up window, in which the prompt information may be presented in text form. In addition, the pop-up window may also contain a selection control for the user to select "agree" or "disagree" to the electronic device providing personal information.

[0099] It is understandable that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of the present disclosure. Other methods that comply with relevant laws and regulations may also be applied to the implementation of the present disclosure.

[0100] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present application is limited to these examples. In line with the present application, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of simplicity.

[0101] In addition, to simplify the description and discussion, and to avoid obscuring the understanding of the embodiments of the present application, well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided figures. Furthermore, devices may be shown in block diagram form to avoid obscuring the understanding of the embodiments of the present application, and this also takes into account the fact that the implementation details of these block diagram devices are highly dependent on the platform on which the embodiments of the present application will be implemented (i.e., these details should be fully understood by those skilled in the art). Where specific details (e.g., circuits) are set forth to describe the exemplary embodiments of the present application, it will be apparent to those skilled in the art that the embodiments of the present application can be implemented without these specific details or with variations therefrom. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0102] Although the present invention has been described in conjunction with specific embodiments thereof, many alternatives, modifications, and variations of these embodiments will be apparent to those skilled in the art based on the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may utilize the discussed embodiments.

[0103] The embodiments of the present application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the present application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present application should be included in the scope of protection of the present application.

Claims

1. A vehicle control method, characterized in that: include: In response to the engine being started and the engine being in an idle state, determining whether a startup time of the engine is less than a corresponding preset maintenance time; In response to determining that the started time is less than the preset holding time, controlling the engine to output a first load torque; wherein the first load torque is less than or equal to the initial load torque of the engine; In response to determining that the vehicle satisfies a preset torque recovery condition, the engine output torque is controlled to increase from the first load torque to the initial load torque.

2. The method according to claim 1, characterized in that The method for determining the first load torque includes: Get engine operation information; The first load torque is determined according to the engine operating information and the initial load torque.

3. The method according to claim 2, characterized in that The determining the first load torque according to the engine operating information and the initial load torque includes: determining a load limit torque according to the engine operating information; The smaller value between the load limit torque and the initial load torque is set as the first load torque.

4. The method according to claim 3, characterized in that The engine operation information includes engine temperature and engine speed; The determining of the load limit torque according to the engine operation information includes: The load limit torque is determined according to the engine temperature, the engine speed, and a first corresponding relationship; wherein the first corresponding relationship determines a corresponding relationship among the engine temperature, the engine speed, and the load limit torque.

5. The method according to claim 1, characterized in that Before controlling the engine to output a first load torque, the method includes: Determine whether the catalyst light-off state is activated; In response to the catalyst light-off state being activated, the first load torque is corrected according to an intake air temperature of the engine and an ambient temperature.

6. The method according to claim 5, characterized in that The correcting the first load torque according to the intake air temperature and the ambient temperature of the engine includes: determining a first correction coefficient according to the intake air temperature and a second corresponding relationship; determining a second correction coefficient according to the ambient temperature and the third corresponding relationship; Correcting the first load torque according to the first correction coefficient and the second correction coefficient; The second corresponding relationship determines the corresponding relationship between the intake air temperature and the first correction coefficient, and the third corresponding relationship determines the corresponding relationship between the ambient temperature and the second correction coefficient.

7. The method according to claim 1, characterized in that The method for determining the preset holding time includes: The remaining power of the power battery is obtained, and the preset holding time is determined according to the remaining power and a fourth corresponding relationship; wherein the fourth corresponding relationship determines a corresponding relationship between the remaining power and the preset holding time.

8. The method according to claim 1, characterized in that Determining whether the vehicle meets a preset torque recovery condition includes: In response to the engine being started for a time period greater than or equal to a corresponding preset holding time period and the catalyst light-off state being an inactive state, it is determined that the vehicle meets a preset torque recovery condition.

9. The method according to claim 1, characterized in that The controlling the engine output torque to increase from the first load torque to the initial load torque includes: determining a first gradient according to the engine temperature and a fifth correspondence relationship, wherein the fifth correspondence relationship determines a correspondence relationship between the engine temperature and the first gradient; The engine output torque is controlled to increase from the first load torque to the initial load torque according to the first gradient.

10. A vehicle, characterized in that: The vehicle comprises: a memory for storing executable program code; A processor is configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 9.

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