Vehicle control method and device, electronic equipment and vehicle

Abstract

The invention relates to the technical field of vehicle control, in particular to a vehicle control method and device, electronic equipment and a vehicle. The method comprises the steps that after a vehicle is powered on, the current water temperature is detected; in response to the fact that the current water temperature is smaller than the water temperature threshold value, the current engine rotating speed is obtained; determining an air-fuel ratio compensation value in response to the condition that the current engine speed is greater than the speed threshold; and the operation air-fuel ratio of the engine is obtained, the air-fuel ratio compensation value and the operation air-fuel ratio are added, the compensated air-fuel ratio is obtained, and the engine is controlled to conduct combustion operation according to the compensated air-fuel ratio. The determined air-fuel ratio compensation value is added on the basis of the operation air-fuel ratio of the engine, then the compensated air-fuel ratio is obtained, the engine operates in a combustion mode on the basis of the compensated air-fuel ratio, it can be guaranteed that the situation that the air-fuel ratio of the engine is too low can be avoided, engine combustion is stable, the situation that the engine is on fire is reduced, and the service life of the engine is prolonged. The shaking of the vehicle can be reduced, and the riding experience of a user is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle control method, device, electronic equipment, and vehicle. Background Technology

[0002] Currently, in hybrid vehicles, if the driver immediately accelerates with heavy throttle after a cold start, the engine will operate at high RPM and high load for an extended period. During a cold start, the coolant temperature is low, resulting in poor fuel atomization and increasing the risk of misfires, causing vehicle vibration. Summary of the Invention

[0003] In view of this, the purpose of this application is to provide a vehicle control method, device, electronic equipment and vehicle to solve the technical problem that the engine is prone to misfire when accelerating with high throttle after a cold start, which causes the vehicle to vibrate.

[0004] To achieve the above objectives, this application provides a vehicle control method, comprising: After the vehicle is powered on, check the current water temperature; In response to determining that the current water temperature is less than the water temperature threshold, the current engine speed is obtained; In response to the current engine speed being greater than a speed threshold, an air-fuel ratio compensation value is determined; The engine's operating air-fuel ratio is obtained, and the air-fuel ratio compensation value is added to the operating air-fuel ratio to obtain the compensated air-fuel ratio. The engine is then controlled to operate according to the compensated air-fuel ratio.

[0005] In some embodiments, determining the air-fuel ratio compensation value in response to the current engine speed being greater than a speed threshold includes: In response to the current engine speed being greater than a speed threshold, a target water temperature and a target load torque corresponding to the current engine speed are determined; The air-fuel ratio compensation value is determined based on the target water temperature and the target load torque.

[0006] In some embodiments, after the engine is controlled to operate in accordance with the compensated air-fuel ratio, the method further includes: Monitor engine speed and compare the monitored engine speed with historical engine speeds; In response to the monitored engine speed being less than or equal to the historical engine speed, the air-fuel ratio compensation value remains unchanged; or, In response to the monitored engine speed being greater than the historical engine speed, the changed water temperature and changed load torque corresponding to the monitored engine speed are determined. Based on the changed water temperature and the changed load torque, a new air-fuel ratio compensation value is determined; The engine's operating air-fuel ratio is superimposed and compensated using the new air-fuel ratio compensation value to obtain a new compensated air-fuel ratio, and the engine is controlled to operate according to the new compensated air-fuel ratio.

[0007] In some embodiments, after the engine is controlled to operate in accordance with the compensated air-fuel ratio, the method further includes: In response to the engine entering closed-loop mode, the determination of the air-fuel ratio compensation value is stopped, and the engine is controlled to perform combustion operation according to the operating air-fuel ratio.

[0008] In some embodiments, the response to the engine entering a closed-loop state includes: Obtain the vehicle's runtime after power-on; In response to the runtime being greater than or equal to the runtime threshold, the engine is determined to have entered a closed-loop state.

[0009] In some embodiments, prior to the response to the runtime being greater than or equal to a runtime threshold, the method further includes: Obtain vehicle location information and ambient temperature information; Determine multiple candidate runtime thresholds corresponding to the ambient temperature information; The runtime threshold corresponding to the vehicle location information is determined from a plurality of candidate runtime thresholds.

[0010] In some embodiments, the response to the engine entering a closed-loop state includes: Obtain the operating temperature of the oxygen sensor and the new current water temperature; In response to the oxygen sensor's operating temperature being greater than or equal to the oxygen sensor's temperature threshold, and the new current coolant temperature being greater than or equal to the closed-loop coolant temperature threshold, the engine is determined to have entered a closed-loop state.

[0011] In some embodiments, during the process of controlling the engine to operate in accordance with the compensated air-fuel ratio, the method further includes: Receives the accelerator pedal depressor position; In response to the pedal opening being greater than or equal to a threshold value, the pedal opening is adjusted to a preset opening, the corresponding execution torque is determined according to the preset opening, and the engine is controlled to operate according to the execution torque; or... In response to the pedal opening being less than the opening threshold, the corresponding execution torque is determined according to the pedal opening, and the engine is controlled to run according to the execution torque.

[0012] Based on the same inventive concept, this application also provides a vehicle control device, comprising: The water temperature detection module is configured to detect the current water temperature after the vehicle is powered on; The engine speed acquisition module is configured to acquire the current engine speed in response to determining that the current water temperature is less than a water temperature threshold. The compensation value determination module is configured to determine the air-fuel ratio compensation value in response to the current engine speed being greater than a speed threshold. The engine control module is configured to acquire the engine's operating air-fuel ratio, add the air-fuel ratio compensation value to the operating air-fuel ratio to obtain the compensated air-fuel ratio, and control the engine to operate according to the compensated air-fuel ratio.

[0013] Based on the same inventive concept, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method described above when executing the computer program.

[0014] Based on the same inventive concept, this application also provides a vehicle including the electronic equipment described above.

[0015] As can be seen from the above, the vehicle control method, device, electronic equipment, and vehicle provided in this application can detect the current water temperature after the vehicle is powered on. If the current water temperature is lower than the water temperature threshold, it indicates that the vehicle is starting from cold. The current engine speed will then be obtained. If the current engine speed is higher than the speed threshold, it is determined that the engine may have an excessively lean air-fuel ratio, which could easily lead to engine misfire. Therefore, to avoid engine misfire, a corresponding air-fuel ratio compensation value will be determined. This compensation value is added to the engine's operating air-fuel ratio to obtain a compensated air-fuel ratio. The engine operates based on this compensated air-fuel ratio, ensuring that the engine does not have an excessively lean air-fuel ratio, thus ensuring stable engine combustion, reducing the occurrence of engine misfire, reducing vehicle vibration, and improving the user's riding experience. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a flowchart of a vehicle control method according to an embodiment of this application; Figure 2 This is a logical schematic diagram of a vehicle control method according to an embodiment of this application; Figure 3 This is a structural block diagram of a vehicle control device according to an embodiment of this application; Figure 4 This is a schematic diagram of the structure of an electronic device according to an embodiment of this application. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0019] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0020] ECU: Electronic Control Unit.

[0021] In related technologies, traditional fuel vehicles have an engine as their sole power source. Before driving or before heavy acceleration, the engine is usually already running and idling. During driving, the engine is mostly in the closed-loop air-fuel ratio control stage. Even if the engine runs to a high speed and high load range due to driving acceleration control, the air-fuel ratio will not be too lean due to the closed-loop air-fuel ratio control.

[0022] For hybrid vehicles: When the engine in a hybrid system starts cold (coolant temperature <50℃), it immediately accelerates at high throttle. The engine is not the sole power source; typically, the electric motor drives the vehicle initially. The engine only engages when the vehicle requires significant power, and then drives the vehicle at high or even full load. This means it's already operating at high speed and high load before the air-fuel ratio is under closed-loop control. At this time, the engine needs to simultaneously power both the vehicle and the generator, resulting in prolonged high-speed, high-load operation (unlike traditional gasoline engines, which typically operate solely for vehicle driving and don't experience such high loads). The vehicle is usually in open-loop control for 6-8 seconds after initial engine start-up. During this phase, the engine continuously outputs high speed and high load power. Simultaneously, due to the low coolant temperature and poor fuel atomization, misfires can occur during this specific phase due to an excessively lean air-fuel ratio, leading to vehicle vibration, a brief malfunction indicator lamp illumination, and a decreased user experience.

[0023] Open-loop control refers to the engine electronic control unit (ECU) determining the fuel injection quantity without relying on the feedback signal from the oxygen sensor regarding the oxygen content in the exhaust. Instead, it calculates and sets the fuel injection quantity entirely based on data pre-calibrated in memory, combined with current engine operating parameters (such as engine speed, intake air volume, throttle position, coolant temperature, etc.).

[0024] Based on the above, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0025] The vehicle control method proposed in the embodiments of this application is applied to a vehicle controller, which includes a vehicle controller, an in-vehicle control unit (VVVU) controller, or an engine electronic control unit (ECU), wherein the engine is the engine of a hybrid vehicle.

[0026] like Figure 1 As shown, the method includes: Step 101: After the vehicle is powered on, check the current water temperature.

[0027] In practice, the vehicle's engine coolant is equipped with at least one temperature sensor. Upon receiving a power-on signal, the engine's electronic controller continuously receives coolant temperature information from this sensor, averages the received data, and uses the average value as the current coolant temperature. Specifically, the driver triggering the vehicle's power-on button generates a power-on signal. Alternatively, the driver issuing a voice command and / or gesture command, if matching the target voice command and / or gesture command for vehicle power-on control, will generate a power-on signal and control the vehicle's start-up.

[0028] In addition, the engine's electronic controller, while receiving coolant temperature information from various temperature sensors, also monitors the operational status of each sensor. If a malfunction is detected, a temperature sensor fault message is generated and sent to the display screen to prompt the driver to repair or replace the faulty sensor promptly. This fault message includes the location, serial number, and cause of the malfunction.

[0029] Step 102: In response to determining that the current water temperature is less than the water temperature threshold, obtain the current engine speed.

[0030] In practice, the water temperature threshold is used to determine the water temperature corresponding to the engine entering the hot start state. If the current water temperature is lower than the water temperature threshold, it means that the engine start is a cold start when the vehicle is powered on. If the engine is under heavy load (for example, the driver presses the accelerator pedal more), the engine speed may be relatively high. At this time, the air-fuel ratio may be too lean, which may easily lead to engine misfire.

[0031] The process for determining the water temperature threshold is as follows: Obtain the current ambient temperature and vehicle model, and retrieve the corresponding water temperature threshold relationship data based on the vehicle model. This water temperature threshold relationship data includes the water temperature thresholds corresponding to various ambient temperatures. In this way, you can find the water temperature threshold corresponding to the current ambient temperature from the water temperature threshold relationship data.

[0032] Alternatively, obtain the vehicle model, determine the calculation function relationship between ambient temperature and water temperature threshold based on the vehicle model, then determine the current ambient temperature, substitute the current ambient temperature into the calculation function relationship, and calculate the water temperature threshold.

[0033] Step 103: In response to the current engine speed being greater than the speed threshold, determine the air-fuel ratio compensation value.

[0034] In practice, the speed threshold is the maximum speed of the transmitter when the vehicle is in the current shift line, which is a preset value.

[0035] Specifically, this engine speed threshold is determined during the engine polarity development phase of the vehicle. During testing and baseline analysis, when the vehicle requires high engine power and torque output, the accelerator is typically pressed quite deeply. At this accelerator opening, the engine speed at the shift points during the testing phase will rise relatively high. The highest engine speed corresponding to each shift point during the testing phase will be collected multiple times. The average engine speed value will be calculated and used as the speed threshold, associated with the corresponding shift point and stored. This way, each shift point can obtain its corresponding speed threshold.

[0036] After obtaining the current engine speed, the system retrieves the corresponding speed threshold from storage based on the vehicle's current shift point and compares the current engine speed with the speed threshold. If the current engine speed is less than or equal to the speed threshold, it indicates that the vehicle is in a normal engine operation phase, and there will be no situation where the air-fuel ratio is too lean, so there is no need to start the air-fuel ratio compensation process. If the current engine speed is greater than the speed threshold, it indicates that the vehicle is in a high-speed engine operation phase. At this time, due to the low water temperature, the fuel atomization effect is poor, which can easily lead to an excessively lean air-fuel ratio, resulting in poor engine combustion and a high risk of misfire. In this case, the air-fuel ratio compensation process needs to be started, and the air-fuel ratio compensation value will be determined based on the current operating conditions of the vehicle.

[0037] Step 104: Obtain the engine's operating air-fuel ratio, add the air-fuel ratio compensation value to the operating air-fuel ratio to obtain the compensated air-fuel ratio, and control the engine to operate according to the compensated air-fuel ratio.

[0038] In practice, when the engine obtains the operating air-fuel ratio determined by the vehicle's current operating state, if the engine continues to operate under the control of this operating air-fuel ratio when the current engine speed is higher than the speed threshold, the air-fuel ratio may become too lean due to low coolant temperature and poor fuel atomization. To avoid this, a compensation value is added to the operating air-fuel ratio. This compensated air-fuel ratio can compensate for an excessively lean operating air-fuel ratio, preventing the engine from operating with an excessively lean air-fuel ratio. This allows the engine to burn according to the compensated air-fuel ratio, ensuring that the gas flow rate matches the current combustion conditions, which is conducive to flame center formation and reduces the risk of misfire.

[0039] The above solution detects the current coolant temperature after the vehicle is powered on. If the current coolant temperature is lower than the threshold, it indicates a cold start. The system then obtains the current engine speed. If the current engine speed is higher than the threshold, it indicates a potential problem with the air-fuel ratio being too lean, which could lead to misfire. To prevent misfire, a corresponding air-fuel ratio compensation value is determined. This compensation value is added to the engine's operating air-fuel ratio to obtain a compensated air-fuel ratio. The engine operates based on this compensated air-fuel ratio, ensuring stable combustion, reducing the risk of misfire, minimizing vehicle vibration, and improving the user's riding experience.

[0040] As a preferred embodiment, one process for determining the operating air-fuel ratio described above is as follows: Step A1: Determine the current intake air temperature of the engine, and determine the base air-fuel ratio based on the current intake air temperature and the current coolant temperature.

[0041] Step A2: Obtain the engine's intake airflow rate and determine the intake volume based on the intake airflow rate.

[0042] Step A3: Determine the air-fuel ratio compensation amount based on the intake air volume, and add the air-fuel ratio compensation amount to the base air-fuel ratio to obtain the operating air-fuel ratio.

[0043] As a preferred embodiment, another process for determining the operating air-fuel ratio described above is as follows: Step B1: Determine the current intake air temperature and the current battery voltage.

[0044] Step B2: Combine the current intake air temperature and current battery voltage with the current coolant temperature and current engine speed to find the corresponding operating air-fuel ratio.

[0045] The above method enables the accurate determination of the operating air-fuel ratio that matches the current operating conditions of the engine during cold start, when the engine is in an open-loop state.

[0046] In some embodiments, step 103 includes: Step 1031: In response to the current engine speed being greater than the speed threshold, determine the target water temperature and target load torque corresponding to the current engine speed.

[0047] In practice, the water temperature and load torque at the current engine speed are determined and used as the target water temperature and target load torque.

[0048] Step 1033: Determine the air-fuel ratio compensation value based on the target water temperature and the target load torque.

[0049] In practice, the air-fuel ratio compensation values ​​corresponding to each water temperature and load torque are pre-stored, specifically in tabular, key-value pair, or graphical relationship format, with tabular storage being preferred. The stored air-fuel ratio compensation values ​​are accurate values ​​obtained from actual vehicle testing. During actual vehicle testing, the engine can ensure stable combustion according to the corresponding air-fuel ratio compensation values, preventing misfires.

[0050] The specific process for determining the air-fuel ratio compensation value is as follows: Based on the target water temperature, retrieve multiple candidate air-fuel ratio compensation values ​​corresponding to the target water temperature from storage; then, select the corresponding air-fuel ratio compensation value from the multiple candidate air-fuel ratio compensation values ​​based on the target load torque.

[0051] Alternatively, based on the target load torque, retrieve multiple candidate air-fuel ratio compensation values ​​corresponding to the target load torque from storage; then, based on the target water temperature, select the corresponding air-fuel ratio compensation value from the multiple candidate air-fuel ratio compensation values.

[0052] The above scheme ensures that when the current engine speed is greater than the speed threshold, the target coolant temperature and target load torque at the time the current engine speed occurs will be determined. Based on the target coolant temperature and target load torque, an accurate air-fuel ratio compensation value will be determined. After compensating the operating air-fuel ratio based on this compensation value, the engine can burn normally and avoid engine misfire.

[0053] In some embodiments, after step 104, the method further includes: Step 105: Monitor engine speed and compare the monitored engine speed with the historical engine speed, wherein the historical engine speed is the engine speed corresponding to the moment when the current air-fuel ratio compensation value is determined.

[0054] In practice, after determining that the current engine speed is greater than the speed threshold, the air-fuel ratio compensation process begins (that is, the engine's operating air-fuel ratio is compensated according to the determined air-fuel ratio compensation value, and the engine combustion operation is controlled according to the compensated air-fuel ratio).

[0055] Then, the engine speed is monitored according to the monitoring cycle, and the monitored engine speed is compared with the historical engine speed corresponding to the time when the current air-fuel ratio compensation value is determined to determine the magnitude of the two.

[0056] Each monitoring cycle is defined as a moment in time. The engine speed corresponding to each monitoring cycle is determined. The water temperature and load torque corresponding to the monitoring cycle are also recorded. The engine speed and its corresponding water temperature and load torque are stored in association according to the monitoring cycle (the corresponding association storage method includes at least one of the following: table storage, key-value pair storage or graph relation storage).

[0057] Step 106: In response to the monitored engine speed being less than or equal to the historical engine speed, the air-fuel ratio compensation value is kept unchanged.

[0058] In practice, if the monitored engine speed is less than or equal to the historical engine speed, the air-fuel ratio compensation value will remain unchanged (i.e., the currently used air-fuel ratio compensation value will be used) in order to ensure the compensation of the engine air-fuel ratio. In this way, the operating air-fuel ratio of the engine at the current moment can be determined. The unchanged air-fuel ratio compensation value is added to the operating air-fuel ratio to obtain the compensated air-fuel ratio. The engine combustion operation is controlled according to the compensated air-fuel ratio.

[0059] Alternatively, in step 107, in response to the monitored engine speed being greater than the historical engine speed, the changed water temperature and changed load torque corresponding to the monitored engine speed are determined.

[0060] Step 108: Determine a new air-fuel ratio compensation value based on the changed water temperature and the changed load torque.

[0061] In practice, if the monitored engine speed is higher than the historical engine speed, it indicates that the engine speed is increasing. To adapt to the increased engine speed, it is necessary to determine the changed coolant temperature and changed load torque at the corresponding moment based on the monitored engine speed from the associated storage. Then, based on the changed coolant temperature and changed load torque, a new air-fuel ratio compensation value is determined.

[0062] Step 109: Use the new air-fuel ratio compensation value to superimpose and compensate the engine's operating air-fuel ratio to obtain a new compensated air-fuel ratio, and control the engine to operate according to the new compensated air-fuel ratio.

[0063] In practice, the current operating air-fuel ratio of the engine will be determined, and a new air-fuel ratio compensation value will be added to this operating air-fuel ratio. This new compensation value can be used to compensate for an excessively lean operating air-fuel ratio. The new compensated air-fuel ratio will not result in an excessively lean air-fuel ratio, allowing the engine to burn and operate according to the new compensated air-fuel ratio.

[0064] The above scheme ensures that the engine speed is continuously monitored during the air-fuel ratio compensation process. If the monitored engine speed does not exceed the historical engine speed corresponding to the current air-fuel ratio compensation value at the determined moment, the air-fuel ratio compensation value will be maintained to ensure the engine's combustion effect. If the monitored engine speed increases (i.e., the monitored engine speed is greater than the historical engine speed), continuing to use the same air-fuel ratio compensation value may result in poor engine compensation. Therefore, a new air-fuel ratio compensation value needs to be determined based on the changed water temperature and changed load torque corresponding to the monitored engine speed. This new air-fuel ratio compensation value is then superimposed on the engine's operating air-fuel ratio to obtain a new compensated air-fuel ratio that better matches the increased engine speed. Controlling the engine's combustion operation according to this new compensated air-fuel ratio results in better engine combustion and reduces the likelihood of engine misfire.

[0065] This ensures that the engine can operate at the new compensated air-fuel ratio, resulting in more complete combustion and further reducing the possibility of engine misfires.

[0066] In some embodiments, after step 104, the method further includes: Step 110: In response to the engine entering closed-loop state, stop determining the air-fuel ratio compensation value and control the engine to perform combustion operation according to the operating air-fuel ratio.

[0067] In practice, the closed-loop state means that the engine's electronic controller can control the engine's combustion based on the monitored engine combustion operation status data, thereby forming a closed-loop control state.

[0068] If the engine enters closed-loop mode, it can be determined that the engine has entered a stable combustion operation state. At this time, the cold start process of the engine ends, and there is no need to perform air-fuel ratio compensation. The determination of the air-fuel ratio compensation value will stop, and the engine will be controlled to perform combustion operation in closed-loop mode according to the currently determined operating air-fuel ratio.

[0069] The above scheme enables timely monitoring of the engine's operating status. Once the engine enters closed-loop mode, the cold start process ends, and there is no need for air-fuel ratio compensation. The process of determining the current air-fuel ratio compensation value will stop, and the engine will no longer be compensated for the currently determined operating air-fuel ratio. The engine will be directly controlled to operate in closed-loop mode according to the currently determined operating air-fuel ratio.

[0070] In some embodiments, step 110, responding to the engine entering a closed-loop state, includes: Step a1: Obtain the running time of the vehicle after it is powered on.

[0071] In practice, a timer is installed in the engine's electronic controller. After receiving the signal that the vehicle is powered on, the timer starts counting and accumulates the running time after the vehicle is powered on.

[0072] The specific process for determining the runtime is as follows: Step a11: The engine's electronic controller receives a power-on signal from the vehicle and confirms the power-on signal.

[0073] In step a12, in response to the valid event of the vehicle being powered on, the control timer is started.

[0074] Step a13: Use a timer to obtain the time point of the clock module, and starting from that time point, retrieve the corresponding time from the clock module according to a predetermined clock cycle, calculate the time difference between the retrieved time and the time point, use the time difference as the cumulative running time, and continuously store the cumulative running time in the timer.

[0075] Step a2: In response to the runtime being greater than or equal to the runtime threshold, determine that the engine has entered a closed-loop state.

[0076] In practice, the runtime threshold is used to determine the duration of the engine cold start process. If the runtime is greater than or equal to this runtime threshold, it indicates that the open-loop control process for engine cold start has ended and the engine has entered a normal closed-loop state.

[0077] The process for determining this runtime threshold is as follows: Step a21: Retrieve the vehicle model and determine the relationship between ambient temperature and cold start-up duration based on the vehicle model.

[0078] The system pre-stores the relationship between ambient temperature and cold start runtime for each vehicle model, allowing the system to find the relationship based on the vehicle model. This relationship is negatively correlated with the cold start runtime (i.e., the higher the ambient temperature, the shorter the cold start runtime).

[0079] Step a22: Obtain the current ambient temperature, and select the runtime corresponding to the current ambient temperature from multiple candidate runtimes as the runtime threshold.

[0080] The above scheme can determine in a timely manner whether the engine has entered the closed-loop state based on the running time after the vehicle is powered on. Then, after the engine enters the closed-loop state, the process of determining the current air-fuel ratio compensation value stops. In this way, the compensation for the currently determined operating air-fuel ratio will no longer be performed, and the engine will be directly controlled to perform closed-loop combustion operation according to the currently determined operating air-fuel ratio.

[0081] In some embodiments, prior to step a2, the method further includes: Step b1: Obtain vehicle location information and ambient temperature information.

[0082] In practice, the engine's electronic controller pre-stores data on the location of each vehicle, ambient temperature, and corresponding operating time thresholds.

[0083] The engine's electronic controller is connected to the vehicle's positioning module. The process by which the engine's electronic controller acquires vehicle location information is as follows: Step b11: The positioning module acquires satellite signals and determines the initial position information based on the satellite signals.

[0084] Step b12: The positioning module acquires the relative position signal of the vehicle relative to the roadside base station. Based on the relative position signal and the accurate position of the roadside base station, the initial position information is adjusted to obtain the vehicle position information. The positioning module then sends the vehicle position information to the engine's electronic controller.

[0085] In step b13, the engine's electronic controller periodically receives vehicle location information from the positioning module.

[0086] A temperature sensor is installed on the vehicle, positioned at the front to avoid interference from heat sources in the engine compartment and exhaust system. The temperature sensor is connected to the engine's electronic controller via the body control unit. The process for acquiring the aforementioned ambient temperature information is as follows: In step b14, the temperature sensor collects the analog voltage signal under the current environment and uses an analog-to-digital converter to convert the analog voltage signal into a digital signal.

[0087] In step b15, the temperature sensor sends a digital signal to the body controller.

[0088] In step b16, the vehicle body controller uses the temperature characteristic curve to convert the received digital signal into the corresponding initial ambient temperature.

[0089] In step b17, the body controller performs a moving average filter on the initial ambient temperature to obtain ambient temperature information, and then sends the ambient temperature information to the engine's electronic controller.

[0090] In step b18, the engine's electronic controller receives the ambient temperature information.

[0091] Step b2: Determine multiple candidate running time thresholds corresponding to the ambient temperature information.

[0092] In practice, the engine's electronic controller stores a set of candidate operating time thresholds corresponding to various ambient temperature information, and there are multiple candidate operating time thresholds in this set.

[0093] Step b3: Determine the runtime threshold corresponding to the vehicle location information from multiple candidate runtime thresholds.

[0094] In practice, the corresponding candidate running time threshold will be selected from multiple candidate running time thresholds based on the vehicle location information, and used as the running time threshold.

[0095] The above scheme can combine vehicle location information and ambient temperature information to accurately determine the operating time threshold. Then, by comparing the operating time after the vehicle is powered on with the operating time threshold, the engine is promptly determined to enter closed-loop mode after the operating time after the vehicle is powered on reaches the operating time threshold. This allows the engine to be controlled to operate in a closed-loop manner, avoiding continuous compensation of the air-fuel ratio, which would otherwise increase fuel consumption.

[0096] In some embodiments, step 110, responding to the engine entering a closed-loop state, includes: Step c1: Obtain the operating temperature of the oxygen sensor and the new current water temperature.

[0097] In practice, the oxygen sensor is installed on the corresponding exhaust pipe of the engine and is used to monitor the oxygen concentration during the exhaust process.

[0098] The oxygen sensor is equipped with a temperature sensor. The engine's electronic control unit can obtain the operating temperature detected by the temperature sensor located on the oxygen sensor. The specific process is as follows: In step c11, the engine's electronic controller supplies power to the oxygen sensor, and the oxygen sensor establishes communication with the engine's electronic controller.

[0099] In step c12, the engine controller sends a pulse width modulation voltage with a predetermined duty cycle to the oxygen sensor, causing the heating resistor in the oxygen sensor to start working and generate heat to heat the oxygen sensor.

[0100] In step c13, the temperature sensor on the oxygen sensor continuously monitors the operating temperature of the oxygen sensor during the oxygen sensor heating process and sends the operating temperature of the oxygen sensor to the engine's electronic controller.

[0101] In step c14, the engine's electronic controller receives feedback from the temperature sensor on the oxygen sensor, indicating the operating temperature of the oxygen sensor.

[0102] The process of obtaining the new current water temperature: In step c15, the engine's electronic controller receives water temperature information from at least one current temperature sensor.

[0103] In step c16, the engine's electronic controller calculates the average value of at least one received water temperature information and uses the calculated average value as the new current water temperature.

[0104] Step c2: In response to the oxygen sensor's operating temperature being greater than or equal to the oxygen sensor's temperature threshold, and the new current coolant temperature being greater than or equal to the closed-loop coolant temperature threshold, the engine is determined to have entered a closed-loop state.

[0105] In practice, the engine's electronic controller compares the oxygen sensor's operating temperature with the pre-stored oxygen sensor temperature threshold, and also compares the new current coolant temperature with the closed-loop coolant temperature threshold.

[0106] If the oxygen sensor's operating temperature is greater than or equal to the oxygen sensor's temperature threshold, and the new current coolant temperature is greater than or equal to the closed-loop coolant temperature threshold, it indicates that the engine has entered closed-loop mode. At this point, the process of determining the current air-fuel ratio compensation value stops, so there will be no more compensation for the currently determined operating air-fuel ratio, and the engine will be directly controlled to perform closed-loop combustion operation according to the currently determined operating air-fuel ratio.

[0107] If the oxygen sensor's operating temperature is lower than the oxygen sensor's temperature threshold, or if the new current coolant temperature is lower than the closed-loop coolant temperature threshold, it proves that the engine is still in open-loop mode. At this time, the current air-fuel ratio compensation value will continue to be determined to compensate for the currently determined operating air-fuel ratio, so that the engine can perform normal combustion operation according to the compensated air-fuel ratio.

[0108] The above scheme can determine in a timely manner whether the engine has entered a closed-loop state based on the working temperature of the oxygen sensor and the new current water temperature. It can also stop the current air-fuel ratio compensation process in a timely manner, avoiding the need for continuous air-fuel ratio compensation in an open-loop state for a long time. This ensures that the engine can burn normally while reducing fuel consumption.

[0109] The vehicle control method of this application is described below with reference to a specific embodiment, such as... Figure 2 The logic diagram shown indicates that the engine is a hybrid engine.

[0110] The specific process of this method is as follows: S1, the vehicle key fob detected a power-on signal.

[0111] S2, the engine's electronic control unit (ECU) receives a power-on signal and is awakened.

[0112] The following steps are all performed using the engine's electronic control unit: S3. Detect the current water temperature and determine whether the current water temperature is lower than the water temperature threshold (e.g., 50℃, 51℃ or 52℃, preferably 50℃, which can be calibrated according to actual needs). If yes, proceed to step S4. Otherwise, determine that it is not a cold start and control the engine to perform combustion control according to the normally determined air-fuel ratio (i.e., do not perform the air-fuel ratio compensation process).

[0113] S4. Obtain the current engine speed and determine whether the current engine speed is greater than the speed threshold. If yes, proceed to step S5. Otherwise, control the engine to perform combustion control according to the normally determined air-fuel ratio (i.e., do not perform the air-fuel ratio compensation process).

[0114] Specifically, the engine speed threshold (e.g., X) is determined during the engine polarity development phase of the vehicle. During testing and evaluation, when the vehicle requires high engine power and torque output, the accelerator is typically pressed quite deeply. At this accelerator opening, the engine speed at the shift points during the testing phase will rise relatively high. The highest engine speed corresponding to each shift point during the testing phase is collected. During the testing phase, the highest engine speed corresponding to each shift point is collected multiple times, and the average speed value is calculated. This average speed value is used as the engine speed threshold and associated with the corresponding shift point for storage. In this way, each shift point can obtain its corresponding engine speed threshold.

[0115] S5 determines the target water temperature and target load torque corresponding to the current engine speed.

[0116] S6 determines the air-fuel ratio compensation value based on the target water temperature and target load torque.

[0117] In practice, the air-fuel ratio compensation values ​​corresponding to each water temperature and load torque are shown in Table 1 below. This allows you to find the air-fuel ratio compensation value corresponding to the target water temperature and target load torque using Table 1.

[0118] Table 1

[0119] The specific process for determining the air-fuel ratio compensation value is as follows: Based on the target water temperature, retrieve multiple candidate air-fuel ratio compensation values ​​corresponding to the target water temperature from storage; then, select the corresponding air-fuel ratio compensation value from the multiple candidate air-fuel ratio compensation values ​​based on the target load torque.

[0120] Alternatively, based on the target load torque, retrieve multiple candidate air-fuel ratio compensation values ​​corresponding to the target load torque from storage; then, based on the target water temperature, select the corresponding air-fuel ratio compensation value from the multiple candidate air-fuel ratio compensation values.

[0121] S7: Obtain the engine's operating air-fuel ratio, add the air-fuel ratio compensation value to the operating air-fuel ratio to obtain the compensated air-fuel ratio, and control the engine to operate according to the compensated air-fuel ratio.

[0122] S8. Continuously monitor the engine speed and determine whether the monitored engine speed is less than or equal to the historical engine speed corresponding to the determined time of the current air-fuel ratio compensation value. If yes, proceed to step S9; otherwise, proceed to step S10.

[0123] S9, keep the currently used air-fuel ratio compensation value unchanged.

[0124] S10: Determine the changed water temperature and changed load torque corresponding to the monitored engine speed; determine a new air-fuel ratio compensation value based on the changed water temperature and changed load torque; use the new air-fuel ratio compensation value to superimpose and compensate the engine's operating air-fuel ratio to obtain a new compensated air-fuel ratio; and control the engine to operate according to the new compensated air-fuel ratio.

[0125] For example, when the engine speed is 1.1X at a historical moment (e.g., the first moment) (e.g., the engine speed at the first moment 1.1X > speed threshold X), the air-fuel ratio compensation control is initiated. The correspondence between engine speed, water temperature, and load torque is recorded. Based on the water temperature and load torque, a table is looked up to obtain the first air-fuel ratio compensation value currently in use, and the first air-fuel ratio compensation value is used to compensate the operating air-fuel ratio.

[0126] If the monitored engine speed at the monitoring time (e.g., the second time) is X (e.g., the monitored engine speed is less than the historical engine speed 1.1X, X < 1.1X), the first air-fuel ratio compensation value will continue to be used.

[0127] If the monitored engine speed at the monitoring time (e.g., the third time) is 1.2X (e.g., the monitored engine speed is greater than the historical engine speed of 1.1X, 1.2X > 1.1X), record the engine speed, water temperature and load torque at the monitoring time, look up the second air-fuel ratio compensation value in the table based on the water temperature and load torque, and use the second air-fuel ratio compensation value to compensate the operating air-fuel ratio.

[0128] Continue monitoring the engine speed. If the monitored engine speed at the monitoring time (e.g., the fourth time) is 1.1X (e.g., the monitored engine speed is less than the historical engine speed of 1.2X, 1.1X < 1.2X), continue to use the second air-fuel ratio compensation value.

[0129] S11. Obtain the running time after the vehicle is powered on, and determine whether the running time is greater than or equal to the running time threshold. If yes, proceed to step S12; otherwise, return to step S8.

[0130] S12, the engine enters closed-loop mode, stops determining the air-fuel ratio compensation value, and controls the engine to operate according to the operating air-fuel ratio.

[0131] In summary, by adding a specific air-fuel ratio compensation value to the engine's operating air-fuel ratio, a compensated air-fuel ratio is obtained. The engine operates based on this compensated air-fuel ratio, ensuring that the air-fuel ratio is not too lean, thus ensuring stable combustion, reducing the occurrence of engine misfires, reducing vehicle vibration, and improving the user's riding experience.

[0132] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0133] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0134] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides a vehicle control device.

[0135] refer to Figure 3 The device includes: The water temperature detection module 201 is configured to detect the current water temperature after the vehicle is powered on; The engine speed acquisition module 202 is configured to acquire the current engine speed in response to determining that the current water temperature is less than a water temperature threshold. The compensation value determination module 203 is configured to determine the air-fuel ratio compensation value in response to the current engine speed being greater than a speed threshold. The engine control module 204 is configured to acquire the engine's operating air-fuel ratio, add the air-fuel ratio compensation value to the operating air-fuel ratio to obtain the compensated air-fuel ratio, and control the engine to operate according to the compensated air-fuel ratio.

[0136] In some embodiments, the compensation value determination module 203 is specifically configured to: In response to the current engine speed being greater than a speed threshold, a target water temperature and a target load torque corresponding to the current engine speed are determined; The air-fuel ratio compensation value is determined based on the target water temperature and the target load torque.

[0137] In some embodiments, the compensation value determination module 203 is specifically configured to: Monitor engine speed and compare the monitored engine speed with historical engine speed, wherein the historical engine speed is the engine speed at the moment when the current air-fuel ratio compensation value is determined; In response to the monitored engine speed being less than or equal to the historical engine speed, the air-fuel ratio compensation value remains unchanged; or, In response to the monitored engine speed being greater than the historical engine speed, the changed water temperature and changed load torque corresponding to the monitored engine speed are determined; Based on the changed water temperature and the changed load torque, a new air-fuel ratio compensation value is determined; The engine's operating air-fuel ratio is superimposed and compensated using the new air-fuel ratio compensation value to obtain a new compensated air-fuel ratio, and the engine is controlled to operate according to the new compensated air-fuel ratio.

[0138] In some embodiments, the device further includes a closed-loop control module configured to: After the engine is controlled to operate in a combustion state according to the compensated air-fuel ratio, in response to the engine entering a closed-loop state, the determination of the air-fuel ratio compensation value is stopped, and the engine is controlled to operate in a combustion state according to the operating air-fuel ratio.

[0139] In some embodiments, the closed-loop control module is specifically configured as follows: Obtain the vehicle's runtime after power-on; In response to the runtime being greater than or equal to the runtime threshold, the engine is determined to have entered a closed-loop state.

[0140] In some embodiments, the closed-loop control module is specifically configured as follows: Before the response to the runtime being greater than or equal to the runtime threshold, vehicle location information and ambient temperature information are acquired; Determine multiple candidate runtime thresholds corresponding to the ambient temperature information; The runtime threshold corresponding to the vehicle location information is determined from a plurality of candidate runtime thresholds.

[0141] In some embodiments, the closed-loop control module is further configured as follows: Obtain the operating temperature of the oxygen sensor and the new current water temperature; In response to the oxygen sensor's operating temperature being greater than or equal to the oxygen sensor's temperature threshold, and the new current coolant temperature being greater than or equal to the closed-loop coolant temperature threshold, the engine is determined to have entered a closed-loop state.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

[0157] Based on the same inventive concept, this application also provides a vehicle including the device or electronic device described in the above embodiments. The beneficial effects of embodiments having corresponding devices or electronic devices will not be elaborated further here.

[0158] It is understood that before using the technical solutions of the various embodiments in this application, users will be informed of the type, scope of use, and usage scenarios of the personal information involved in an appropriate manner, and user authorization will be obtained.

[0159] For example, upon receiving a user's active request, a prompt message is sent to the user to explicitly inform them that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose, based on the prompt message, whether to provide personal information to the software or hardware such as electronic devices, applications, servers, or storage media performing the operations described in this application.

[0160] As an optional but not limited implementation, in response to a user's active request, sending a prompt message to the user can be done via a pop-up window, where the prompt message can be presented in text format. Furthermore, the pop-up window can also include a selection control allowing the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0161] It is understood that the above notification and user authorization process is merely illustrative and does not limit the implementation of this application. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this application.

[0162] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application (including the claims) is limited to these examples; within the framework of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in the details for the sake of brevity.

[0163] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0164] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0165] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. A vehicle control method, characterized in that, include: After the vehicle is powered on, check the current water temperature; In response to determining that the current water temperature is less than the water temperature threshold, the current engine speed is obtained; In response to the current engine speed being greater than a speed threshold, an air-fuel ratio compensation value is determined; The engine's operating air-fuel ratio is obtained, and the air-fuel ratio compensation value is added to the operating air-fuel ratio to obtain the compensated air-fuel ratio. The engine is then controlled to operate according to the compensated air-fuel ratio.

2. The method according to claim 1, characterized in that, The step of determining the air-fuel ratio compensation value in response to the current engine speed being greater than a speed threshold includes: In response to the current engine speed being greater than a speed threshold, a target water temperature and a target load torque corresponding to the current engine speed are determined; The air-fuel ratio compensation value is determined based on the target water temperature and the target load torque.

3. The method according to claim 2, characterized in that, After the engine is controlled to operate according to the compensated air-fuel ratio, the method further includes: Monitor engine speed and compare the monitored engine speed with historical engine speed, wherein the historical engine speed is the engine speed at the moment when the current air-fuel ratio compensation value is determined; In response to the monitored engine speed being less than or equal to the historical engine speed, the air-fuel ratio compensation value remains unchanged; or, In response to the monitored engine speed being greater than the historical engine speed, the changed water temperature and changed load torque corresponding to the monitored engine speed are determined; Based on the changed water temperature and the changed load torque, a new air-fuel ratio compensation value is determined; The engine's operating air-fuel ratio is superimposed and compensated using the new air-fuel ratio compensation value to obtain a new compensated air-fuel ratio, and the engine is controlled to operate according to the new compensated air-fuel ratio.

4. The method according to claim 1, characterized in that, After the engine is controlled to operate according to the compensated air-fuel ratio, the method further includes: In response to the engine entering closed-loop mode, the determination of the air-fuel ratio compensation value is stopped, and the engine is controlled to perform combustion operation according to the operating air-fuel ratio.

5. The method according to claim 4, characterized in that, The response to the engine entering closed-loop state includes: Obtain the vehicle's runtime after power-on; In response to the runtime being greater than or equal to the runtime threshold, the engine is determined to have entered a closed-loop state.

6. The method according to claim 5, characterized in that, Before the response to a runtime greater than or equal to a runtime threshold, the method further includes: Obtain vehicle location information and ambient temperature information; Determine multiple candidate runtime thresholds corresponding to the ambient temperature information; The runtime threshold corresponding to the vehicle location information is determined from a plurality of candidate runtime thresholds.

7. The method according to claim 4, characterized in that, The response to the engine entering closed-loop state includes: Obtain the operating temperature of the oxygen sensor and the new current water temperature; In response to the oxygen sensor's operating temperature being greater than or equal to the oxygen sensor's temperature threshold, and the new current coolant temperature being greater than or equal to the closed-loop coolant temperature threshold, the engine is determined to have entered a closed-loop state.

8. A vehicle control device, characterized in that, include: The water temperature detection module is configured to detect the current water temperature after the vehicle is powered on; The engine speed acquisition module is configured to acquire the current engine speed in response to determining that the current water temperature is less than a water temperature threshold. The compensation value determination module is configured to determine the air-fuel ratio compensation value in response to the current engine speed being greater than a speed threshold. The engine control module is configured to acquire the engine's operating air-fuel ratio, add the air-fuel ratio compensation value to the operating air-fuel ratio to obtain the compensated air-fuel ratio, and control the engine to operate according to the compensated air-fuel ratio.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the method as described in any one of claims 1 to 8.

10. A vehicle, characterized in that, Includes the electronic device as described in claim 9.

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