Extended-range vehicle engine control method, device, equipment and medium

Abstract

The invention discloses an extended-range vehicle engine control method, device and equipment and a medium. The method comprises the steps that running information of a vehicle and the temperature of a catalyst of an exhaust system of the vehicle are obtained; determining a first ignition angle according to a preset ignition strategy and the operation information; under the condition that the temperature of the catalyst does not reach the first preset temperature, the engine is controlled to operate according to the first ignition angle; under the condition that the temperature of the catalyst reaches the first preset temperature and does not exceed the second preset temperature, a second ignition angle is determined according to the first ignition angle, the operation information and a preset delay strategy, and the engine is controlled to operate according to the second ignition angle; the second ignition angle is later than the corresponding first ignition angle. Therefore, according to different stages of the temperature of the catalyst, the engine is controlled to operate according to the corresponding ignition angles, the fuel which is not fully combusted is subjected to secondary combustion after entering the exhaust system by postponing ignition, and the temperature of the catalyst is rapidly increased through heat generated by secondary combustion.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, and in particular to a range extended vehicle engine control method, device, equipment and medium. BACKGROUND

[0002] In the case that the power battery of the range extended vehicle is insufficient, the engine is used to charge the power battery to achieve a longer driving range.

[0003] After the engine is started, the catalyst temperature is quickly raised to the light-off temperature capable of realizing the conversion reaction through a corresponding control strategy (for example, temporarily increasing the engine speed), so that the catalyst in the exhaust system converts the pollutants generated by the engine combustion. After reaching the light-off temperature, the related art mainly continues to raise the catalyst temperature to the optimal working temperature according to the heat brought by the engine itself running, so that the exhaust gas of the vehicle meets the emission standard. However, the efficiency of raising the catalyst temperature is low. Therefore, how to improve the efficiency of raising the catalyst temperature is a technical problem to be solved at present. SUMMARY

[0004] The present application provides a range extended vehicle engine control method, device, equipment and medium, which solves the technical problem of low efficiency of raising the catalyst temperature in the prior art, and achieves the technical effect of improving the efficiency of raising the catalyst temperature.

[0005] In a first aspect, the present application provides a range extended vehicle engine control method, comprising:

[0006] obtaining running information of the vehicle and catalyst temperature of an exhaust system of the vehicle;

[0007] determining a first ignition angle according to a preset ignition strategy and the running information;

[0008] controlling the engine to run according to the first ignition angle in the case that the catalyst temperature does not reach a first preset temperature;

[0009] determining a second ignition angle according to the first ignition angle, the running information and a preset delay strategy in the case that the catalyst temperature reaches the first preset temperature and does not exceed a second preset temperature, and controlling the engine to run according to the second ignition angle; the second ignition angle is later than the corresponding first ignition angle.

[0010] In some embodiments of the present application, based on the foregoing scheme, determining the second ignition angle according to the first ignition angle, the running information and the preset delay strategy comprises:

[0011] determining a delay ignition angle difference value according to the running information and the preset delay strategy;

[0012] The second ignition angle is determined according to the first ignition angle and a delay ignition angle difference value.

[0013] In some embodiments of the present application, based on the foregoing scheme, the delay ignition angle difference value is determined according to the operation information and a preset delay strategy, comprising:

[0014] The delay ignition angle difference value is determined according to the actual vehicle speed and the actual ambient temperature in the operation information, and a first preset correlation relationship between the vehicle speed, the temperature and the ignition angle difference value in the preset delay strategy.

[0015] In some embodiments of the present application, based on the foregoing scheme, in the case that the catalyst temperature exceeds a second preset temperature, the method further comprises:

[0016] The power generation power is determined according to the operation information and a preset charging strategy;

[0017] The engine is controlled to operate according to the power generation power.

[0018] In some embodiments of the present application, based on the foregoing scheme, the power generation power is determined according to the operation information and a preset charging strategy, comprising:

[0019] The power generation power is determined according to the actual ambient temperature in the operation information, an actual power difference between the actual power and the balance power of the power battery, and a second preset correlation relationship between the power difference, the temperature and the power in the preset charging strategy.

[0020] In some embodiments of the present application, based on the foregoing scheme, after the operation information of the vehicle and the catalyst temperature of the exhaust system of the vehicle are obtained, before the first ignition angle is determined according to the preset ignition strategy and the operation information, the method further comprises:

[0021] Whether to control the engine to start is determined according to the actual power, the balance power of the power battery and the engine cooling water temperature in the operation information.

[0022] In the case that the actual power is lower than the balance power, and the engine cooling water temperature is lower than a preset water temperature, the engine is controlled to start.

[0023] In some embodiments of the present application, based on the foregoing scheme, the first preset temperature and the second preset temperature are determined by the following steps:

[0024] According to the chemical properties of the catalyst, the light-off temperature corresponding to the start of the conversion reaction of the catalyst on the pollutants in the exhaust system is determined as the first preset temperature.

[0025] According to the chemical properties, the best working temperature corresponding to the highest conversion efficiency of the conversion reaction of the catalyst is determined as the second preset temperature.

[0026] In a second aspect, the present application provides an extended-range vehicle engine control device, comprising:

[0027] an acquisition module configured to acquire running information of the vehicle and a catalyst temperature of an exhaust system of the vehicle;

[0028] a first ignition angle determination module configured to determine a first ignition angle according to a preset ignition strategy and the running information;

[0029] an engine first control module configured to control the engine to run at the first ignition angle when the catalyst temperature does not reach a first preset temperature;

[0030] an engine second control module configured to determine a second ignition angle according to the first ignition angle, the running information and a preset delay strategy when the catalyst temperature reaches the first preset temperature and does not exceed a second preset temperature, and control the engine to run at the second ignition angle; the second ignition angle is later than the corresponding first ignition angle.

[0031] In a third aspect, the present application provides an electronic device, comprising:

[0032] a processor;

[0033] a memory configured to store processor-executable instructions;

[0034] wherein the processor is configured to execute to implement the extended-range vehicle engine control method provided in the first aspect.

[0035] In a fourth aspect, the present application provides a non-transitory computer-readable storage medium, when instructions in the storage medium are executed by a processor of an electronic device, the electronic device can execute to implement the extended-range vehicle engine control method provided in the first aspect.

[0036] The one or more technical solutions provided in the embodiments of the present application have at least the following technical effects or advantages:

[0037] The embodiment of the present application provides a range extending vehicle engine control method, comprising: obtaining running information of a vehicle and catalyst temperature of an exhaust system of the vehicle; determining a first ignition angle according to a preset ignition strategy and the running information; controlling the engine to run according to the first ignition angle in the case that the catalyst temperature does not reach a first preset temperature; determining a second ignition angle according to the first ignition angle, the running information and a preset delay strategy in the case that the catalyst temperature reaches the first preset temperature and does not exceed a second preset temperature, and controlling the engine to run according to the second ignition angle; and the second ignition angle is later than the corresponding first ignition angle. It can be seen that the embodiment of the present application adopts different ignition angle control strategies in different temperature stages of the catalyst, thereby improving the temperature rising rate of the catalyst. Especially in the case that the catalyst temperature reaches the first preset temperature and does not exceed the second preset temperature, the engine is controlled to run according to the second ignition angle to delay ignition, so that the fuel in the engine cylinder which is not fully combusted due to the delayed ignition continues to combust in the exhaust system, thereby directly and quickly improving the temperature of the catalyst in the exhaust system by means of the heat generated by the secondary combustion, to quickly meet the demand of the exhaust system on the emission standard. BRIEF DESCRIPTION OF DRAWINGS

[0038] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0039] Figure 1 A flowchart of a range extending vehicle engine control method provided by the embodiment of the present application is shown in the figure.

[0040] Figure 2 A structural diagram of a range extending vehicle engine control device provided by the embodiment of the present application is shown in the figure.

[0041] Figure 3 A structural diagram of an electronic device provided by the embodiment of the present application is shown in the figure. DETAILED DESCRIPTION

[0042] The embodiment of the present application provides a range extending vehicle engine control method, which solves the technical problem of low catalyst temperature efficiency in the prior art.

[0043] The technical solution of the embodiment of the present application is as follows to solve the above technical problem:

[0044] The application embodiment provides a range-extender vehicle engine control method, comprising: obtaining running information of a vehicle and a catalyst temperature of an exhaust system of the vehicle; determining a first ignition angle according to a preset ignition strategy and the running information; in a case where the catalyst temperature does not reach a first preset temperature, controlling the engine to run according to the first ignition angle; in a case where the catalyst temperature reaches the first preset temperature and does not exceed a second preset temperature, determining a second ignition angle according to the first ignition angle, the running information and a preset delay strategy, and controlling the engine to run according to the second ignition angle; and the second ignition angle is later than the corresponding first ignition angle. It can be seen that the application embodiment adopts different ignition angle control strategies in different temperature stages of the catalyst, thereby improving the temperature rising rate of the catalyst. Especially in a case where the catalyst temperature reaches the first preset temperature and does not exceed the second preset temperature, the engine is controlled to run according to the second ignition angle to delay ignition, so that the fuel in the engine cylinder which is not fully combusted due to the delayed ignition continues to combust in the exhaust system, thereby directly and quickly increasing the temperature of the catalyst in the exhaust system by means of the heat generated by the secondary combustion, to quickly meet the demand of the exhaust system on the emission standard.

[0045] In order to better understand the above technical solutions, the above technical solutions will be described in detail below in combination with the drawings of the specification and specific embodiments.

[0046] First of all, the term "and / or" appearing in this paper is only to describe the association relationship of the associated objects, which means that there can be three kinds of relationships, for example, A and / or B, which can represent the three cases of A alone, A and B together, and B alone. In addition, the character " / " in this paper generally represents that the front and rear associated objects are in an "or" relationship.

[0047] The range-extender vehicle is a key technology vehicle for the transition from a traditional fuel vehicle to a pure electric vehicle. Its power system integrates a power battery and an engine, and according to an energy management strategy, the power battery provides driving force for the vehicle in the normal driving process, and in the case of insufficient power battery power, the engine charges the power battery to maintain the vehicle to continue driving.

[0048] Therefore, unlike the engine of a traditional fuel vehicle which is always in a starting state during driving, the engine of a range-extender vehicle will be frequently started and stopped during operation to optimize energy consumption, and this intermittent working mode causes the exhaust system catalyst to repeatedly experience temperature rising and falling cycles. During engine shutdown, the catalyst temperature significantly decays, and after the engine is restarted, the system needs the catalyst temperature to quickly rise to the working temperature, so as to utilize the catalyst to convert the pollutants generated by the engine combustion, so that the exhaust gas of the vehicle meets the emission standard.

[0049] The prior art solution mainly relies on engine active intervention means (such as increasing engine speed) to increase exhaust gas temperature to accelerate the catalyst to reach the light-off temperature. The light-off temperature generally refers to the reaction temperature corresponding to the 50% conversion rate of the catalyst for a specific pollutant under standard test conditions. However, such a method can promote the temperature rise of the catalyst by increasing the exhaust gas temperature, but it will cause significant vibration and noise problems, which will worsen the driving comfort. Therefore, after the catalyst temperature reaches the light-off temperature, the vehicle will exit the above-mentioned active intervention means, and the exhaust gas temperature will continue to be used to warm up the catalyst on the basis of alleviating the driving experience.

[0050] However, there is still a significant gap between the light-off temperature and the optimal working temperature of the catalyst. During the time window when the catalyst rises from the light-off temperature to the optimal working temperature, the vehicle does not implement effective warming means, and the conversion efficiency of the catalyst for pollutants is still at a low level, making it a weak link in pollutant control in the exhaust system, which is difficult to meet the increasingly stringent emission standards.

[0051] To solve the above problems, the embodiment of the present application provides an engine control method for a range extended vehicle. As shown in Figure 1 The flowchart of the engine control method for the range extended vehicle provided by the embodiment of the present application is shown in the figure, which includes steps S1-S4.

[0052] Step S1, obtaining the running information of the vehicle and the catalyst temperature of the exhaust system of the vehicle;

[0053] Step S2, determining the first ignition angle according to the preset ignition strategy and the running information;

[0054] Step S3, controlling the engine to operate according to the first ignition angle when the catalyst temperature does not reach the first preset temperature;

[0055] Step S4, determining the second ignition angle according to the first ignition angle, the running information and the preset delay strategy when the catalyst temperature reaches the first preset temperature and does not exceed the second preset temperature, and controlling the engine to operate according to the second ignition angle; the second ignition angle is later than the corresponding first ignition angle.

[0056] Regarding step S1, the running information of the vehicle and the catalyst temperature of the exhaust system of the vehicle are obtained.

[0057] The running information refers to a collection of various running parameters used to indicate the current running state of the vehicle during actual operation. For example, the running information includes at least one of the actual vehicle speed, the actual ambient temperature, the actual power battery capacity, the balanced power battery capacity, and the engine cooling water temperature.

[0058] The actual vehicle speed refers to the current driving speed of the vehicle. The actual ambient temperature refers to the current external ambient temperature in which the vehicle is located. The actual power amount of the power battery refers to the current power amount of the power battery serving as the power source of the vehicle in the range extender of the vehicle. The balanced power amount of the power battery refers to the minimum power amount required for maintaining the basic functions of the vehicle, which is determined according to the energy management strategy of the vehicle. The engine cooling water temperature refers to the current temperature of the cooling water for reducing the thermal state of the engine in the range extender of the vehicle.

[0059] The catalyst temperature refers to the current temperature of the catalyst arranged in the catalytic converter in the exhaust system of the vehicle. The current temperature of the catalyst directly determines the conversion efficiency of the catalyst in the current stage for the conversion reaction of the pollutants in the exhaust system.

[0060] It can be understood that the running information of the vehicle and the catalyst temperature can be acquired in real time by corresponding sensors or other detection components according to a preset frequency, and after each acquisition, the subsequent steps S2-S4 are sequentially executed according to the data acquired in the current acquisition. The process of sequentially executing steps S2-S4 according to the data acquired in a certain acquisition will be described in detail in the embodiments of the present application.

[0061] After the running information of the vehicle and the catalyst temperature of the exhaust system of the vehicle are acquired in step S1, before the first ignition angle is determined according to the preset ignition strategy and the running information in step S2, the method further comprises steps S11-S12.

[0062] In step S11, whether to control the engine to start is determined according to the actual power amount, the balanced power amount and the engine cooling water temperature in the running information.

[0063] In step S12, the engine is controlled to start in the case that the actual power amount is lower than the balanced power amount and the engine cooling water temperature is lower than the preset water temperature.

[0064] Regarding step S11, it can be understood that the range extended vehicle is driven by the power battery as the power source in the normal driving process, and in the case that the remaining power amount of the power battery is about to be insufficient to support the normal driving of the vehicle, the engine is selected to be started to charge the power battery, so as to maintain the driving state of the vehicle. Therefore, the engine is not in a state of being started all the time, but is started in specific cases.

[0065] Regarding step S12, in the process of determining whether to control the engine to start, the first access condition for controlling the engine to start can be that the actual power amount is lower than the balanced power amount. In the case that the actual power amount is lower than the balanced power amount, whether the engine cooling water temperature is lower than the preset water temperature is further determined, and the second access condition for controlling the engine to start is that the engine cooling water temperature is lower than the preset water temperature. When both the first access condition and the second access condition are met, the engine is controlled to start.

[0066] When the engine cooling water temperature is lower than a preset water temperature (e.g. 80℃), it indicates that the engine is in a cold state, and starting the engine can maintain the combustion reaction in the engine in a more stable state, which is conducive to the catalyst in the exhaust system absorbing the heat generated by the combustion reaction as soon as possible to increase the temperature of the catalyst itself.

[0067] Regarding step S2, the first ignition angle is determined according to the preset ignition strategy and the operating information.

[0068] The preset ignition strategy refers to a pre-designed ignition timing control rule for improving the catalyst temperature rise rate. For example, the first ignition angle is determined by the preset ignition strategy and real-time data such as vehicle speed and ambient temperature in the operating information.

[0069] Regarding step S3, when the catalyst temperature does not reach the first preset temperature, the engine is controlled to operate according to the first ignition angle.

[0070] The first preset temperature can be obtained by the following steps: according to the chemical properties of the catalyst, the light-off temperature corresponding to the start of the conversion reaction of the catalyst on the pollutants in the exhaust system is determined as the first preset temperature. That is, the essence of the first preset temperature is the critical temperature threshold of the chemical activation of the catalyst, and the catalyst needs to reach the first preset temperature to start the conversion reaction on the pollutants. Exemplarily, the first preset temperature is 350℃.

[0071] When the catalyst temperature does not reach the first preset temperature, the high-voltage discharge is triggered when the crankshaft rotates to the current first ignition angle in the current ignition cycle of the engine to control the combustion reaction in the engine in real time.

[0072] Regarding step S4, when the catalyst temperature reaches the first preset temperature and does not exceed the second preset temperature, the second ignition angle is determined according to the first ignition angle, the operating information and the preset delay strategy, and the engine is controlled to operate according to the second ignition angle; the second ignition angle is later than the corresponding first ignition angle.

[0073] The second preset temperature can be obtained by the following steps: according to the chemical properties of the catalyst, the best working temperature corresponding to the highest conversion efficiency of the conversion reaction of the catalyst is determined as the second preset temperature. Exemplarily, the second preset temperature is 500℃.

[0074] The second ignition angle is a transitional ignition parameter used in the process of increasing the catalyst temperature from the first preset temperature to the second preset temperature, and the purpose is to delay the time of starting the combustion reaction in the current combustion cycle. By reducing the angle of the crankshaft rotation to delay the ignition, the fuel in the engine cylinder fails to be fully combusted, and this part of the un-combusted fuel continues to combust in the exhaust system, thereby directly and quickly increasing the temperature of the catalyst in the exhaust system by means of the heat generated by the secondary combustion.

[0075] Further, the step S4 of determining the second ignition angle according to the first ignition angle, the operation information and the preset delay strategy comprises steps S41-S42.

[0076] In step S41, the delay ignition angle difference value is determined according to the operation information and the preset delay strategy;

[0077] In step S42, the second ignition angle is determined according to the first ignition angle and the corresponding delay ignition angle difference value.

[0078] Regarding step S41, the delay ignition angle difference value is determined according to the operation information and the preset delay strategy.

[0079] Specifically, the delay ignition angle difference value is determined according to the actual vehicle speed and the actual ambient temperature in the operation information, and the first preset correlation relationship between the vehicle speed, the temperature and the ignition angle difference value in the preset delay strategy.

[0080] The vehicle speed is a direct factor affecting the engine load and causing vibration. In the case of low vehicle speed, the engine load is low, and the sensitivity of the vehicle body to engine torque fluctuation is high. At this time, delaying the ignition is easy to cause low-frequency vibration of the vehicle body, so a smaller delay ignition angle difference value is used in the low-speed case to reduce the possibility of causing the vehicle body vibration. In the case of high vehicle speed, the load demand of the vehicle on the engine is higher, which can mask the engine noise and vibration to some extent, so a larger delay ignition angle difference value is allowed, so that more fuel enters the exhaust system for secondary combustion to increase the rate of increasing the catalyst temperature.

[0081] The ambient temperature is a direct factor affecting the engine combustion reaction and the catalyst thermal state. In the case of low ambient temperature, the efficiency of the combustion reaction in the engine is low, and delaying the ignition at this time is easy to cause misfire, so a smaller delay ignition angle difference value is needed to compensate for the heat loss of the engine in the low-temperature case. In the case of high ambient temperature, the combustion reaction and the catalyst thermal state are relatively stable, so a larger delay ignition angle difference value is allowed, so that more fuel enters the exhaust system for secondary combustion to increase the rate of increasing the catalyst temperature.

[0082] For example, the first preset correlation relationship is shown in Table 1. It should be noted that the ignition angle difference in Table 1 is represented in the form of a negative number. The data in Table 1, except for the first row and the first column, are ignition angle differences, with units of degrees (°).

[0083] Table 1: First preset correlation relationship

[0084]

[0085] For example, the data in the third row and the third column of Table 1 represent that, in the case of an actual ambient temperature of -30 degrees Celsius and an actual vehicle speed of 5 km / h, the second ignition angle is obtained by delaying the first ignition angle by 2°, and the engine is controlled to operate according to the second ignition angle.

[0086] Regarding step S42, the second ignition angle is determined according to the first ignition angle and the corresponding delay ignition angle difference.

[0087] Specifically, the first ignition angle obtained in step S2 and the delay ignition angle difference obtained in step S41 are superimposed to obtain the second ignition angle that the engine is currently controlled to execute.

[0088] It can be understood that, in the first stage in which the catalyst temperature does not reach the first preset temperature, the engine operates according to the determined first ignition angle, the fuel is fully combusted in the engine cylinder, and the catalyst increases its temperature by absorbing the heat of the exhaust gas generated by the combustion. In the second stage in which the catalyst temperature reaches the first preset temperature but does not exceed the second preset temperature, the engine operates according to the second ignition angle that is later than the first ignition angle.

[0089] That is, in the first time window in which the catalyst temperature increases to the first preset temperature, for each unit time divided by the first time window, the first ignition angle is determined according to the vehicle operating information obtained in the current unit time and the preset ignition strategy, and the engine is controlled to operate according to the corresponding first ignition angle in the current unit time. In the next unit time, the first ignition angle is updated according to the newly obtained vehicle operating information and the preset ignition strategy in the next unit time, and the engine is controlled to operate according to the updated first ignition angle in the next unit time.

[0090] Similarly, in the second time window in which the catalyst temperature is raised from the first preset temperature to the second preset temperature, for each unit time divided by the second time window, the first ignition angle is determined according to the vehicle operating information obtained in the current unit time and the preset ignition strategy, the delay ignition angle difference value is determined according to the operating information in the current unit time and the preset delay strategy, and the engine is controlled to operate according to the second ignition angle obtained by superimposing the first ignition angle and the delay ignition angle difference value in the current unit time. In the next unit time, the first ignition angle is updated according to the newly obtained vehicle operating information in the next unit time and the preset ignition strategy, the delay ignition angle difference value is updated according to the operating information in the next unit time and the preset delay strategy, and the engine is controlled to operate according to the second ignition angle obtained by superimposing the updated first ignition angle and the delay ignition angle difference value in the next unit time.

[0091] Further, in the case where the catalyst temperature exceeds the second preset temperature, the method further comprises steps S51-S52.

[0092] In step S51, the power generation power is determined according to the operating information and the preset charging strategy.

[0093] In step S52, the engine is controlled to operate according to the power generation power.

[0094] Regarding steps S51-S52, specifically, the power generation power is determined according to the actual ambient temperature in the operating information, the actual power difference between the actual power and the balance power of the power battery, and the second preset correlation relationship between the power difference, the temperature and the power in the preset charging strategy, and the engine is controlled to operate according to the power generation power.

[0095] After the catalyst temperature exceeds the second preset temperature, the conversion efficiency of the catalyst to pollutants has reached the highest level, which can fully meet the emission standards of the exhaust system, so the focus of the engine in this stage is to efficiently charge the power battery.

[0096] The ambient temperature is a key factor restricting the stability of the engine. The higher the ambient temperature, the higher the engine intake temperature, which is easy to cause the engine to run unstably, so the power generation power of the engine needs to be appropriately reduced in the case where the ambient temperature is high, to reduce the possibility of knock due to unstable operation.

[0097] The actual power difference between the actual power and the balance power of the power battery directly reflects the current energy demand of the vehicle for charging. In the case where the actual power difference is large, a larger power generation power is needed to make the engine charge the power battery as soon as possible, to reduce the possibility of the occurrence of the situation that the vehicle runs unstably due to insufficient power battery power.

[0098] For example, the second preset correlation relationship is shown in Table 2. It should be noted that the data in Table 2 except the first row and the first column are power, and the unit is kW.

[0099] Table 2: Second preset correlation relationship

[0100]

[0101] For example, the data in the third row and the third column in Table 2 represent that the generator is controlled to operate at a power of 15 kW in the case that the actual power difference is 1 kWh and the actual ambient temperature is-30℃.

[0102] In summary, the application embodiment provides a range-extending vehicle engine control method, which comprises: acquiring running information of a vehicle and a catalyst temperature of an exhaust system of the vehicle; determining a first ignition angle according to a preset ignition strategy and the running information; controlling the engine to operate at the first ignition angle in the case that the catalyst temperature does not reach a first preset temperature; determining a second ignition angle according to the first ignition angle, the running information and a preset delay strategy, and controlling the engine to operate at the second ignition angle in the case that the catalyst temperature reaches the first preset temperature and does not exceed a second preset temperature; and the second ignition angle is later than the corresponding first ignition angle. It can be seen that the application embodiment adopts different ignition angle control strategies in different temperature stages of the catalyst, thereby improving the temperature rising rate of the catalyst. Especially in the case that the catalyst temperature reaches the first preset temperature and does not exceed the second preset temperature, the engine is controlled to operate at the second ignition angle to delay ignition, so that the fuel in the engine cylinder which is not fully combusted due to the delayed ignition continues to combust in the exhaust system, thereby directly and quickly increasing the temperature of the catalyst in the exhaust system by means of the heat generated by the secondary combustion, to quickly meet the demand of the exhaust system for emission standards.

[0103] Based on the same inventive concept, the application embodiment also provides a range-extending vehicle engine control device as shown in Figure 2 The device comprises:

[0104] The acquisition module 21 is configured to acquire running information of a vehicle and a catalyst temperature of an exhaust system of the vehicle.

[0105] The first ignition angle determination module 22 is configured to determine a first ignition angle according to a preset ignition strategy and the running information.

[0106] The engine first control module 23 is configured to control the engine to operate at the first ignition angle in the case that the catalyst temperature does not reach a first preset temperature.

[0107] The second control module 24 is configured to determine the second ignition angle according to the first ignition angle, the operation information and the preset delay strategy, and control the engine to operate according to the second ignition angle when the catalyst temperature reaches the first preset temperature and does not exceed the second preset temperature; and the second ignition angle is later than the corresponding first ignition angle.

[0108] Further, the device further comprises a second ignition angle determination module configured to:

[0109] determine the delay ignition angle difference value according to the operation information and the preset delay strategy;

[0110] determine the second ignition angle according to the first ignition angle and the corresponding delay ignition angle difference value.

[0111] Further, the device further comprises a delay ignition angle difference value determination module configured to:

[0112] determine the delay ignition angle difference value according to the actual vehicle speed and the actual ambient temperature in the operation information and the first preset correlation relationship between the vehicle speed, the temperature and the ignition angle difference value in the preset delay strategy.

[0113] Further, the device further comprises a charging control module configured to:

[0114] determine the power generation power according to the operation information and the preset charging strategy;

[0115] control the engine to operate according to the power generation power.

[0116] Further, the device further comprises a power generation power determination module configured to:

[0117] determine the power generation power according to the actual ambient temperature in the operation information, the actual power difference value between the actual power and the balance power of the power battery and the second preset correlation relationship between the power difference value, the temperature and the power in the preset charging strategy.

[0118] Further, the device further comprises an engine start control module configured to:

[0119] determine whether to control the engine to start according to the actual power, the balance power of the power battery and the engine cooling water temperature in the operation information;

[0120] control the engine to start when the actual power is lower than the balance power and the engine cooling water temperature is lower than the preset water temperature.

[0121] Further, the device further comprises a preset temperature determination module configured to:

[0122] determine the light-off temperature corresponding to the start of the conversion reaction of the catalyst to the pollutants in the exhaust system as the first preset temperature according to the chemical properties of the catalyst;

[0123] According to the chemical properties, the optimal working temperature corresponding to the highest conversion efficiency of the conversion reaction of the catalyst is determined as the second preset temperature.

[0124] Based on the same inventive concept, the embodiment of the present application also provides an electronic device as shown in Figure 3 The electronic device comprises:

[0125] a processor 31;

[0126] a memory 32 for storing instructions executable by the processor 31;

[0127] The processor 31 is configured to execute to implement the method for controlling the range-extending vehicle engine provided in the foregoing.

[0128] Based on the same inventive concept, the embodiment of the present application also provides a non-transitory computer-readable storage medium, when instructions in the storage medium are executed by the processor 31 of the electronic device, the electronic device can execute to implement the method for controlling the range-extending vehicle engine provided in the foregoing.

[0129] Since the electronic device introduced in the embodiment is the electronic device used to implement the method for processing information in the embodiment of the present application, the specific implementation of the electronic device and its various changes can be understood by the person skilled in the art based on the method for processing information introduced in the embodiment of the present application, so the implementation of the electronic device in the method in the embodiment of the present application will not be introduced in detail. As long as the electronic device used to implement the method for processing information in the embodiment of the present application is implemented by the person skilled in the art, it belongs to the scope of the present application.

[0130] Those skilled in the art will appreciate that embodiments of the present application can be provided as methods, systems, or computer program products. Therefore, the present application can take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware aspects. Moreover, the present application can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0131] The present application is described in reference to the flowchart illustrations and / or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart illustrations and / or block diagrams. Figure 1 one or more functions specified in the flowchart illustrations and / or block diagrams. Figure 1 one or more functions specified in the flowchart illustrations and / or block diagrams.

[0132] These computer program instructions can also be stored in a computer- readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instructions which implement the functions specified in the flowchart illustrations and / or block diagrams. Figure 1 one or more functions specified in the flowchart illustrations and / or block diagrams. Figure 1 one or more functions specified in the flowchart illustrations and / or block diagrams.

[0133] These computer program instructions can also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart illustrations and / or block diagrams. Figure 1 one or more functions specified in the flowchart illustrations and / or block diagrams. Figure 1 one or more functions specified in the flowchart illustrations and / or block diagrams.

[0134] While the preferred embodiments of the application have been described, additional variations and modifications can be made to the embodiments by those of skill in the art once they have the benefit of the present disclosure without departing from the spirit and scope of the application. Accordingly, the attached claims are intended to embrace all such variations and modifications as fall within the scope of the present application.

[0135] Obviously, numerous modifications and variations of the present application are possible in light of the above teachings. It is therefore to be understood that within the scope of the appended claims and their equivalents, the application can be practiced otherwise than as specifically described.

Claims

1. A range-extended vehicle engine control method, characterized in that: include: acquiring operating information of the vehicle and a catalyst temperature of an exhaust system of the vehicle; determining a first ignition angle according to a preset ignition strategy and the operating information; When the catalyst temperature does not reach a first preset temperature, controlling the engine to operate according to the first ignition angle; When the catalyst temperature reaches the first preset temperature and does not exceed the second preset temperature, a second ignition angle is determined based on the first ignition angle, the operating information and a preset delay strategy, and the engine is controlled to operate according to the second ignition angle; the second ignition angle is later than the corresponding first ignition angle.

2. The extended-range vehicle engine control method according to claim 1, wherein: The determining the second ignition angle according to the first ignition angle, the operating information, and a preset delay strategy includes: Determining a delayed ignition angle difference according to the operating information and the preset delay strategy; The second ignition angle is determined according to a difference between the first ignition angle and the corresponding delayed ignition angle.

3. The extended-range vehicle engine control method according to claim 2, wherein: The determining the delayed ignition angle difference according to the operating information and the preset delay strategy includes: The delayed ignition angle difference is determined according to the actual vehicle speed and the actual ambient temperature in the operating information and a first preset correlation relationship among the vehicle speed, temperature and the ignition angle difference in the preset delay strategy.

4. The extended-range vehicle engine control method according to claim 1, wherein: When the catalyst temperature exceeds the second preset temperature, the method further includes: Determining the generated power according to the operating information and a preset charging strategy; The engine is controlled to operate according to the generated power.

5. The extended-range vehicle engine control method according to claim 4, characterized in that: The determining of the generated power according to the operating information and a preset charging strategy includes: The generated power is determined based on the actual ambient temperature in the operating information, the actual power difference between the actual power of the power battery and the balanced power, and the second preset association relationship between the power difference, temperature and power in the preset charging strategy.

6. The extended-range vehicle engine control method according to claim 1, wherein: After obtaining the operating information of the vehicle and the catalyst temperature of the exhaust system of the vehicle, and before determining the first ignition angle according to the preset ignition strategy and the operating information, the method further includes: determining whether to control the engine to start based on the actual power battery capacity, the balance power capacity, and the engine cooling water temperature in the operating information; When the actual power is lower than the balance power and the engine cooling water temperature is lower than a preset water temperature, the engine is controlled to start.

7. The extended-range vehicle engine control method according to claim 1, wherein: The first preset temperature and the second preset temperature are determined by the following steps: determining, based on the chemical properties of the catalyst, a light-off temperature corresponding to the catalyst starting to perform a conversion reaction on pollutants in the exhaust system as the first preset temperature; According to the chemical properties, the optimal operating temperature corresponding to the highest conversion efficiency of the conversion reaction of the catalyst is determined as the second preset temperature.

8. An extended-range vehicle engine control device, characterized in that: include: an acquisition module, configured to acquire operating information of the vehicle and a catalyst temperature of an exhaust system of the vehicle; a first ignition angle determination module, configured to determine a first ignition angle according to a preset ignition strategy and the operation information; a first engine control module, configured to control the engine to operate according to the first ignition angle if the catalyst temperature does not reach a first preset temperature; a second engine control module, configured to determine a second ignition angle based on the first ignition angle, the operating information, and a preset delay strategy, and control the engine to operate at the second ignition angle when the catalyst temperature reaches the first preset temperature and does not exceed a second preset temperature; the second ignition angle being later than the corresponding first ignition angle.

9. An electronic device, characterized in that: include: processor; a memory for storing instructions executable by the processor; The processor is configured to execute to implement a range-extended vehicle engine control method according to any one of claims 1 to 7.

10. A non-transitory computer-readable storage medium, which, when the instructions in the storage medium are executed by a processor of an electronic device, enables the electronic device to implement the extended-range vehicle engine control method according to any one of claims 1 to 7.

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