Engine operation control method, engine and vehicle

Abstract

The invention provides an engine operation control method, an engine and a vehicle, and relates to the technical field of engines, and the method comprises the following steps: in response to the first power-on of the vehicle at the current time period, obtaining a temperature calibration parameter for starting an exhaust gas recirculation system; in response to the fact that the temperature calibration parameter is smaller than or equal to a first preset threshold value, the preset first temperature is determined as the starting temperature of the exhaust gas recirculation system; in response to determining that the ambient temperature reaches the first temperature, controlling an exhaust gas recirculation system of the engine to operate; wherein the exhaust gas recirculation system has a preset reference starting temperature, and the first temperature is higher than the reference starting temperature; the temperature calibration parameter is used for representing the temperature level from the end of vehicle use in the current time period to the first power-on moment in the next time period. According to the control method, the problem that the EGR system of the vehicle runs in the low-temperature environment, and consequently the follow-up pipeline is frozen can be solved.

Description

Technical Field

[0001] This application relates to the field of engine technology, and in particular to an engine operation control method, an engine, and a vehicle. Background Technology

[0002] When a vehicle operates its EGR (Exhaust Gas Recirculation) system in a low-temperature environment, water vapor in the exhaust gas will generate water droplets that accumulate in the intercooler's rear piping. These water droplets and accumulated water in the piping will condense into ice in the low-temperature environment, affecting the vehicle's operation when it is used again. Summary of the Invention

[0003] In view of this, the purpose of this application is to propose an engine operation control method, an engine, and a vehicle to solve the problem that the EGR system of a vehicle operating in a low-temperature environment causes the pipeline to freeze and affect the vehicle's operation.

[0004] To achieve the above objectives, this application provides an engine operation control method, comprising the following steps:

[0005] In response to the vehicle's first power-on during the current period, acquire temperature calibration parameters for starting the exhaust gas recirculation system; In response to determining that the temperature calibration parameter is less than or equal to a first preset threshold, the preset first temperature is determined as the start-up temperature of the exhaust gas recirculation system. In response to determining that the ambient temperature has reached the first temperature, the exhaust gas recirculation system of the engine is controlled to operate; The exhaust gas recirculation system has a preset reference start-up temperature, and the first temperature is greater than the reference start-up temperature; the temperature calibration parameter is used to characterize the temperature level from the end of the current period of vehicle use to the first power-on time of the next period.

[0006] Optionally, obtaining the temperature calibration parameters for starting the exhaust gas recirculation system includes: Within the current time period and a preset number of time periods preceding it, obtain the engine temperature parameters corresponding to the vehicle's first power-on time for each time period; determine the minimum value among the multiple engine temperature parameters as the temperature calibration parameter; or, The network temperature data is obtained from the end of the current period's vehicle use to the first power-on time of the next period, and at least a portion of the network temperature data is used as the temperature calibration parameter.

[0007] Optionally, the engine temperature parameters include the ambient temperature of the engine and the actual engine temperature; The acquisition of engine temperature parameters for the first power-on of the vehicle corresponding to each time period includes: Obtain the ambient temperature of the engine and the actual engine temperature at the moment when the vehicle is first powered on for each time period; The engine temperature parameters are obtained by weighting the ambient temperature and the actual engine temperature.

[0008] Optionally, the control methods also include: In response to determining that the temperature calibration parameter is greater than or equal to a second preset threshold, the preset reference start-up temperature is determined as the start-up temperature of the exhaust gas recirculation system, wherein the second preset threshold is greater than the first preset threshold.

[0009] Optionally, the control methods also include: In response to determining that the temperature calibration parameter is greater than the first preset threshold and less than the second preset threshold, the vehicle's first power-on time in the previous time period is obtained. Based on the time interval between the vehicle's first power-on time in the previous period and the vehicle's first power-on time in the current period, the start-up temperature of the exhaust gas recirculation system in the current driving period is determined. The previous time period includes at least one historical vehicle power-on time.

[0010] Optionally, determining the start-up temperature of the exhaust gas recirculation system during the current driving period based on the time interval between the vehicle's first power-on time in the previous period and the vehicle's first power-on time in the current period includes: In response to determining that the time interval between the vehicle's first power-on time in the previous period and the vehicle's first power-on time in the current period is less than or equal to a preset time interval, the start-up temperature of the exhaust gas recirculation system in the previous period is determined as the start-up temperature of the exhaust gas recirculation system in the current period. In response to the determination that the time interval between the vehicle's first power-on time in the previous period and the vehicle's first power-on time in the current period is greater than a preset time interval, the first temperature is corrected based on the temperature parameters at the time of the vehicle's first power-on in the current period, and the corrected first temperature is determined as the start-up temperature of the exhaust gas recirculation system in the current period.

[0011] Optionally, the process of pre-determining the second preset threshold includes: Obtain the day-night temperature difference at the vehicle's location within a preset time period; The second preset threshold is determined based on the day-night temperature difference; The diurnal temperature difference is the difference between the highest daytime temperature and the lowest nighttime temperature.

[0012] Optional, also includes: In response to the determination that the vehicle is powered on again in the current time period, the start-up temperature of the exhaust gas recirculation system corresponding to the first power-on of the vehicle in the current time period is taken as the start-up temperature of the exhaust gas recirculation system after the vehicle is powered on again.

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

[0014] Based on the same inventive concept, this disclosure also provides a vehicle including the aforementioned electronic equipment.

[0015] As can be seen from the above, the engine operation control method provided in this application includes the following steps: in response to the vehicle being powered on for the first time in the current period, acquiring temperature calibration parameters for starting the exhaust gas recirculation system, wherein the temperature calibration parameters are used to characterize the temperature level from the end of the current period's vehicle use to the first power-on time of the next period; in response to determining that the temperature calibration parameters are less than or equal to a first preset threshold, determining a preset first temperature as the start-up temperature of the exhaust gas recirculation system, wherein the exhaust gas recirculation system has a preset reference start-up temperature, and the first temperature is greater than the reference start-up temperature; in response to determining that the ambient temperature reaches the first temperature, controlling the engine's exhaust gas recirculation system to operate. The engine operation control method of this application first obtains a temperature calibration parameter for starting the exhaust gas recirculation (EGR) system. This temperature calibration parameter characterizes the temperature level from the end of the current driving period to the first power-on time of the next period. Based on this parameter, it is determined whether the starting temperature of the EGR system needs to be adjusted during the current driving cycle to avoid the problem of large amounts of condensate freezing in the subsequent low-temperature environment. When it is determined that the temperature calibration parameter is less than or equal to a first preset threshold, the preset first temperature is determined as the starting temperature of the exhaust gas recirculation system. The first temperature is greater than the reference starting temperature. That is, when it is determined that the temperature calibration parameter is less than or equal to the first preset threshold, the starting temperature of the exhaust gas recirculation system (based on the ambient temperature) is increased to avoid low-temperature starting of the EGR system. This avoids the exhaust gas entering the EGR pipeline and encountering cold, thus preventing the generation of a large amount of condensate and reducing the water content in the EGR pipeline. This effectively reduces the amount of ice forming in the EGR pipeline after encountering cold. 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 schematic diagram illustrating an engine operation control method according to an embodiment of this application; Figure 2 This is a schematic diagram showing the engine operation control device according to an embodiment of this application; Figure 3 This is a schematic diagram of the structure of an electronic device shown in 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] As mentioned in the background, exhaust gas recirculation (EGR) is a key technology in automotive engine power optimization and emission control. Its core function is to reintroduce a portion of the exhaust gases from the engine into the intake system, thereby reducing the oxygen concentration in the combustion chamber and controlling the combustion temperature, thus effectively reducing nitrogen oxides (NOx). x The generation of pollutants such as ) can improve the fuel economy and power output smoothness of the engine to a certain extent.

[0021] However, when a vehicle is operating in a low-temperature environment, the exhaust gas from the engine contains a large amount of water vapor. This water vapor is gaseous at high temperatures, but when the vehicle is in a low-temperature environment, the temperature of the EGR system's pipes decreases accordingly, creating a significant temperature gradient with the high-temperature exhaust gas. At this time, the water vapor in the exhaust gas will transfer heat to the cooler pipe walls through thermal conduction, gradually lowering its own temperature below the dew point, and then changing from a gaseous state to liquid water droplets. These condensed water droplets and accumulated water will gather under gravity at the lowest point of the EGR pipes (the pipes after the intercooler) and in low-lying areas on the inner wall of the pipes. These locations are often the areas with the lowest temperatures and relatively slow airflow in the system, and are also where condensation is most likely to accumulate. After the vehicle is driven off, as the duration of the low-temperature environment increases, these accumulated water droplets will be further cooled, and when the temperature drops below the freezing point, they will condense into hard ice.

[0022] The formation of these ice blocks can negatively impact the normal operation of a vehicle. Ice blocks in the pipes can occupy space in the airflow channels, increasing exhaust resistance and potentially causing exhaust gases to stagnate within the pipes, disrupting the normal operating rhythm of the EGR system and affecting the overall stability of the engine. When the vehicle is restarted, these ice blocks may dislodge due to engine vibration or airflow impact, entering the engine's intake system with the airflow. Occasionally, ice blocks can become stuck in the throttle valve plate, affecting its return to its original position, leading to throttle-related fault codes, and ultimately causing the vehicle to enter stall mode, affecting normal customer use and causing complaints.

[0023] To address the aforementioned problems, this application proposes an engine operation control method, an engine, and a vehicle.

[0024] The following is in conjunction with the appendix Figure 1-3 The embodiments of this application will be described in detail below.

[0025] An engine operation control method includes the following steps: S100: In response to the vehicle being powered on for the first time in the current period, acquire temperature calibration parameters for starting the exhaust gas recirculation system, wherein the temperature calibration parameters are used to characterize the temperature level from the end of the current period of vehicle use to the first time of power-on in the next period. Specifically, the first power-on of the vehicle during the current period, that is, the first time the vehicle's power is turned on during the current period, the vehicle's ECU will immediately execute the temperature calibration parameter acquisition command. The current period can be the entire day, that is, when the vehicle is first powered on today, the temperature calibration parameters used for starting the exhaust gas recirculation system can be acquired.

[0026] Temperature calibration parameters are used to characterize the temperature level from the end of the current period of vehicle use to the first power-on time of the next period (e.g., tomorrow or the day after tomorrow). Based on this parameter, it is possible to determine whether there will be a low temperature period (e.g., a period with a temperature ≤ 0℃) from the end of the current period of vehicle use to the first power-on time of the next period. If there is a low temperature period, the EGR system start-up temperature needs to be adjusted to avoid or reduce the problem of condensate freezing in the intercooler rear pipeline under low temperature conditions.

[0027] S200: In response to determining that the temperature calibration parameter is less than or equal to a first preset threshold, the preset first temperature is determined as the start-up temperature of the exhaust gas recirculation system, wherein the exhaust gas recirculation system has a preset reference start-up temperature, and the first temperature is greater than the reference start-up temperature. Specifically, after obtaining the temperature calibration parameters, the ECU immediately compares them with a preset first threshold. This first threshold is the core judgment value for assessing the risk of icing after the current driving cycle; essentially, it's a risk threshold. When the temperature calibration parameters are below this threshold, it means that the ambient temperature after vehicle use is below the critical temperature that may cause condensation and icing. At this point, the probability of condensation and icing in the EGR lines during subsequent parking will increase significantly. Therefore, during this driving cycle, the ECU can prevent the condensate in the lines from freezing in low-temperature environments by increasing the EGR start-up temperature.

[0028] The EGR system itself is equipped with a reference starting temperature under normal operating conditions. This temperature can be the ambient temperature, which is the normal starting value to ensure efficient and stable operation of the EGR system in a normal temperature environment, and is generally calibrated to 3°C. The preset first temperature is the adaptive starting temperature for low-temperature operating conditions, which is also based on the ambient temperature and is always higher than the reference starting temperature, and can be calibrated to 10°C. The ECU monitors the ambient temperature in real time to determine whether the EGR system's starting conditions have been met. Only when the ambient temperature rises to the first temperature will the EGR system be controlled to start and enter the working state.

[0029] When the ECU determines that the temperature calibration parameter is less than or equal to the first preset threshold, it indicates that the probability of low-temperature icing is high after the end of this driving cycle. Therefore, the starting temperature of the exhaust gas recirculation system will be set to the first temperature (10°C) in this driving cycle. The first temperature is higher than the reference starting temperature (3°C). The reason for raising the starting temperature is mainly to avoid the EGR system starting at a low temperature, thereby avoiding the exhaust gas from entering the EGR pipeline and generating a large amount of condensate, reducing the amount of water stored in the EGR pipeline, and thus effectively reducing the amount of icing after the EGR pipeline cools down.

[0030] For example, in a northern winter night, when the temperature calibration parameter is -2℃ and the first preset threshold is calibrated to 0℃, -2℃ is lower than 0℃, indicating that there is a high probability of freezing at low temperatures after this driving cycle. Therefore, during this driving cycle, the ECU will immediately adjust the EGR start temperature from 3℃ to 10℃. When the ambient temperature rises to 10℃, the ECU controls the EGR system to start running, which can fundamentally avoid the problem of a large amount of condensate freezing in low-temperature environments.

[0031] S300: In response to determining that the ambient temperature has reached the first temperature, the exhaust gas recirculation system of the engine is controlled to operate.

[0032] Specifically, when the ambient temperature reaches the first temperature determined in step S200, the ECU will immediately send an operating command to the EGR system and complete the normal operation of exhaust gas recirculation according to the preset opening adjustment logic. At this time, the temperature of the EGR pipeline has risen with the ambient temperature, and the temperature of the inner wall of the pipeline is sufficient to prevent water vapor in the exhaust gas from condensing upon contact with the cold, thus avoiding the risk of a large amount of condensate freezing from the source.

[0033] In this embodiment, an engine operation control method includes the following steps: in response to the vehicle being powered on for the first time in the current period, acquiring temperature calibration parameters for starting the exhaust gas recirculation system, wherein the temperature calibration parameters are used to characterize the temperature level from the end of the current period's vehicle use to the first power-on time of the next period; in response to determining that the temperature calibration parameters are less than or equal to a first preset threshold, determining a preset first temperature as the start-up temperature of the exhaust gas recirculation system, wherein the exhaust gas recirculation system has a preset reference start-up temperature, and the first temperature is greater than the reference start-up temperature; in response to determining that the ambient temperature reaches the first temperature, controlling the engine's exhaust gas recirculation system to operate. The engine operation control method of this embodiment first obtains the temperature calibration parameter for starting the exhaust gas recirculation system. This temperature calibration parameter is used to characterize the temperature level from the end of the current driving period to the first power-on time of the next period. Based on this parameter, it is determined whether the starting temperature of the EGR system needs to be adjusted during the current driving cycle to avoid the problem of a large amount of condensate freezing in the subsequent low-temperature environment. When it is determined that the temperature calibration parameter is less than or equal to a first preset threshold, the preset first temperature is determined as the starting temperature of the exhaust gas recirculation system. The first temperature is greater than the reference starting temperature. That is, when it is determined that the temperature calibration parameter is less than or equal to the first preset threshold, the starting temperature of the exhaust gas recirculation system (based on the ambient temperature) is increased to avoid the EGR system starting at a low temperature. This avoids the exhaust gas entering the EGR pipeline and encountering cold, generating a large amount of condensate, reducing the water content in the EGR pipeline, and thus effectively reducing the amount of ice forming in the EGR pipeline after encountering cold.

[0034] In some embodiments, in step S100, obtaining the temperature calibration parameters for starting the exhaust gas recirculation system includes: S101: Within the current time period and a preset number of time periods before the current time period, obtain the engine temperature parameters corresponding to the first power-on time of the vehicle for each time period; determine the minimum value among multiple engine temperature parameters as the temperature calibration parameter; Specifically, the current time period can be the current day in the calendar year dimension, and the preset number of time periods preceding the current time period refers to a number of consecutive calendar days prior to the current day. This preset number can be flexibly determined according to the low temperature fluctuation patterns of different regions. For example, it can be determined as the previous five days in cold northern regions and the previous three days in southern regions with smaller temperature differences, adapting to the characteristics and patterns of low temperature environments in various regions. In actual execution, the system will simultaneously collect the engine temperature parameters at the moment of first power-on of the vehicle each day within the current day and the preset number of consecutive calendar days. At this moment, the engine is in a cold shutdown state and has not undergone any preheating or working warm-up. Its temperature parameters can truly and directly reflect the actual ambient temperature of the parking area after the vehicle has been parked overnight. It is the core accurate data characterizing the low temperature environment in the area from the end of the current time period to the moment of first power-on of the next time period. Moreover, this data can be collected through the vehicle's original engine temperature monitoring module without the need for additional hardware or external data access, making it highly feasible in engineering implementation.

[0035] After collecting engine temperature parameters over multiple natural days, the system extracts the minimum value from these parameters as the temperature calibration parameter for this EGR system startup. The core logic for selecting the minimum value is that this value reflects the lowest ambient temperature level in the vehicle's parking area in recent times. If this minimum value is less than or equal to a first preset threshold, it can be determined that the area has a low-temperature environment in recent times. After the vehicle is used that day, the ambient temperature at night and other subsequent periods may still drop below 0°C, a range prone to icing, indicating a clear risk of low-temperature icing failure for the EGR system. This method of obtaining data by statistically analyzing cold-state temperatures over multiple time periods on a natural day basis avoids the risk of misjudgment caused by occasional temperature fluctuations on a single day or localized temperature differences. Compared to judgment based on single temperature data, it better reflects the actual temperature change patterns in the vehicle's parking area, making the assessment of icing risk more objective, accurate, and forward-looking. Furthermore, this method can be implemented using the vehicle's existing hardware system without any additional modification costs.

[0036] or, S102: Obtain the network temperature data from the end of the current period's vehicle use to the first power-on time of the next period, and use at least a portion of the network temperature data as the temperature calibration parameter.

[0037] Specifically, the current time period here refers to the day the vehicle was used. The network temperature data from the end of the day's use to the first power-on of the next period (e.g., tomorrow or the day after) refers to the ambient temperature information of the area where the vehicle is actually parked, obtained by the vehicle's network module from an external meteorological system. This data starts from the end of the day's use and the vehicle being parked, and continues to acquire the ambient temperature during the complete parking period until the next first power-on, covering the entire parking process, including nighttime and periods of inactivity. Its content may include key indicators such as the lowest nighttime temperature of the parking area and the average temperature within a preset time period after the vehicle is used. It can directly, accurately, and in real time reflect the external ambient temperature during the vehicle's parking period, without relying on onboard monitoring data such as engine temperature and coolant temperature, and is not affected by the vehicle's own operating conditions, thus better representing the true environmental conditions when the vehicle is stationary.

[0038] When selecting actual data, at least some data, such as the lowest nighttime temperature or the average temperature within a preset time period after vehicle use, are used as temperature calibration parameters. The selection rules can be flexibly adjusted according to the meteorological characteristics of different regions. For example, in cold northern regions, the lowest nighttime temperature can be directly selected as the calibration parameter, while in southern regions with fluctuating temperature differences, the average temperature from the end of vehicle use to the early morning can be used. This is mainly because the low-temperature characteristics of cold northern regions are extremely low nighttime temperatures for extended periods, and the core cause of icing risk is extreme nighttime low temperatures. Directly selecting the lowest nighttime temperature as the calibration parameter can accurately capture the most critical icing risk point in this region, ensuring that the judgment results closely match actual low-temperature conditions. In contrast, in southern regions with fluctuating temperature differences, there are no sustained extreme low temperatures, but temperatures are prone to sudden drops from the end of vehicle use to the early morning. Selecting the average temperature during this period as the calibration parameter can avoid misjudgments caused by single-point temperature fluctuations, accurately reflecting the actual low-temperature level throughout the parking period in this region, balancing the accuracy and rationality of the judgment.

[0039] The selected temperature calibration parameters are compared with a first preset threshold. If the temperature calibration parameters are less than or equal to the first preset threshold, it is directly determined that the vehicle parking area will reach the critical temperature for icing after use, indicating a clear risk of water accumulation and icing in the EGR system. Therefore, the EGR system's startup temperature needs to be increased. This method of obtaining temperature calibration parameters requires no additional complex logic calculations; it only requires access to networked temperature data, resulting in accurate and convenient assessments of whether there is a risk of icing after the current period of vehicle use.

[0040] In this embodiment, two differentiated methods are used to obtain temperature calibration parameters, namely through historical engine temperature data and real-time meteorological data from the network. The method based on historical engine temperature data does not rely on network connectivity; it simply uses the vehicle's existing monitoring module to collect cold engine temperatures over multiple time periods, selecting the minimum value as the calibration parameter. It uses historical low-temperature patterns to predict the ambient temperature after the current driving period. Its advantages include strong hardware adaptability, allowing direct application to traditional vehicles without network connectivity, and the data, all from actual engine measurements, accurately reflecting the actual low-temperature environment of the parking area and avoiding external data bias. Furthermore, its simple logic and low engineering cost make it suitable for various basic configurations of vehicles. The method based on network meteorological data directly connects to accurate meteorological data from the parking area after driving, selecting core data such as the lowest nighttime temperature and the average temperature over a given time period as calibration parameters. Its advantages include accurately capturing sudden icing risks such as sharp drops in nighttime temperatures, resulting in higher predictability and accuracy.

[0041] In some embodiments, the engine temperature parameters include the ambient temperature of the engine and the actual engine temperature; In step S101, obtaining the engine temperature parameters for the first power-on of the vehicle corresponding to each time period includes: S1011: Obtain the ambient temperature of the engine and the actual engine temperature at the moment of the first power-on of the vehicle corresponding to each time period; Specifically, to further improve the accuracy of engine temperature parameters in representing the actual low-temperature environment of the vehicle parking area, the engine temperature parameters comprehensively incorporate two core data categories: the ambient temperature of the engine and the actual engine temperature. The actual engine temperature specifically includes the engine coolant temperature and the engine intake air temperature, both of which are key temperature indicators that can be accurately collected by the vehicle's original monitoring modules, reflecting the true temperature level of the engine and its surrounding environment in a cold state from different dimensions. The system extracts three types of temperature data from the moment the vehicle is first powered on each day, within the current calendar day and a preset number of consecutive calendar days prior: the ambient temperature of the engine (directly reflecting the true temperature of the external environment in the vehicle parking area, serving as the basic reference for low-temperature judgment), the engine coolant temperature (which tends to be the same as the ambient temperature in a cold state, verifying the authenticity of the ambient temperature and avoiding single-point deviations from the ambient temperature sensor), and the engine intake air temperature (reflecting the actual temperature within the engine intake system, highly correlated with the cold temperature of the EGR pipeline, and more closely matching the actual operating conditions of the EGR system).

[0042] The ambient temperature of the engine is collected by an external ambient temperature sensor. This sensor is typically located in a heat-free location such as the front bumper or grille, accurately capturing the actual ambient temperature of the area where the vehicle is parked, providing a fundamental reference for low-temperature assessment. The engine coolant temperature is collected by an engine coolant temperature sensor, installed in the engine block, coolant lines, or thermostat housing. This sensor directly monitors the real-time coolant temperature, and in a cold state, it closely approximates the ambient temperature, verifying its accuracy and avoiding single-point bias from the ambient temperature sensor. The engine intake air temperature is collected by an intake air temperature sensor, often integrated into the airflow meter or intake manifold. This sensor directly monitors the real-time temperature within the engine intake system and is highly correlated with the cold temperature of the EGR lines, providing a more accurate representation of the EGR system's actual operating conditions. Additionally, it's important to note that even when the vehicle is powered on but the engine is not running, the real-time temperature within the engine intake system can still be collected via the intake air temperature sensor, although no air is being intaked.

[0043] S1012: The ambient temperature of the engine and the actual engine temperature are weighted and processed to obtain the engine temperature parameters.

[0044] Specifically, weighted processing includes average weighted processing and differential weighted processing. Average weighted processing is the easiest to implement in engineering and has the widest adaptability. It directly calculates the arithmetic mean of the combined values ​​of the engine's ambient temperature and the engine's actual temperature (the average of the engine coolant temperature and the engine intake air temperature). The formula is: Engine temperature parameter = (Ambient temperature + Combined engine temperature) / 2. This method does not require calibrating complex weighting coefficients, has simple calculation logic, and ensures that both types of temperature data equally reflect the engine temperature parameter, significantly reducing the development and calibration costs of the software logic.

[0045] If a differentiated weighted approach is used, the calculation formula is: Engine temperature parameter = Ambient temperature of the engine × a + Total value of actual engine temperature × b, where the weighting coefficient a + b = 1, and the values ​​of a and b range from 0 to 1. For example, in a cold northern region, the ambient temperature is extremely low, and the engine body temperature in a cold state is highly similar to the ambient temperature. The actual engine temperature is directly related to the EGR pipeline, which is closer to the core operating condition for determining the risk of icing. Therefore, the weighting coefficient is slightly higher, and coefficient b can be set to 0.6-0.7 and a to 0.3-0.4 to strengthen the influence of the actual engine temperature on the parameter.

[0046] This embodiment divides engine temperature parameters into ambient temperature and actual engine temperature, and then fuses them through weighted processing to obtain engine temperature parameters. This optimizes the accuracy of engine temperature parameters in representing cold and low-temperature environments from a data perspective, making the basic data for icing risk assessment more consistent with the actual operating conditions of EGR system anti-icing, and significantly improving the accuracy and reliability of subsequent icing risk assessment and EGR start-up temperature adjustment.

[0047] In some embodiments, the control method further includes: S400: In response to determining that the temperature calibration parameter is greater than or equal to the second preset threshold, the preset reference start-up temperature is determined as the start-up temperature of the exhaust gas recirculation system, wherein the second preset threshold is greater than the first preset threshold.

[0048] Specifically, the second preset threshold is greater than the first preset threshold. The second preset threshold can be calibrated according to the vehicle's location, for example, 10℃. This temperature value is a safe temperature threshold at which icing will not occur on that day, meaning that when the ambient temperature reaches this value, whether driving during the day or parking at night, there is basically no risk of icing in the EGR system pipes and intercooler. Specifically, after the vehicle is powered on for the first time in the current period and the temperature calibration parameters are obtained, if the system determines that the temperature calibration parameters are greater than or equal to the second preset threshold, that is, it determines that the ambient temperature in the area where the vehicle is parked is in a stable warm state recently and has completely left the risk range of low temperature icing, then there is no need to raise the starting temperature. The starting temperature of the EGR system is directly restored to the preset benchmark starting temperature (such as 3℃) to ensure the timely start-up and high efficiency of the system under normal and warm temperature conditions, and to give full play to the core functions of the EGR system in optimizing engine combustion and reducing emissions. This avoids unnecessary increases in the starting temperature that would shorten the system's working time and reduce the amount of exhaust gas recirculation, thereby affecting the engine's combustion efficiency and emission control effect.

[0049] In this embodiment, after the vehicle is powered on for the first time in the current period and the temperature calibration parameters are obtained, if the system determines that the temperature calibration parameters are greater than or equal to the second preset threshold, that is, it determines that the ambient temperature of the vehicle parking area is in a stable warm state recently and has completely left the risk range of low temperature freezing, then there is no need to increase the starting temperature. The starting temperature of the EGR system is directly restored to the preset reference starting temperature to ensure the system's timely start-up and high efficiency under normal temperature and warm temperature conditions.

[0050] In some embodiments, in step S400, the process of pre-determining the second preset threshold includes: S401: Obtain the day-night temperature difference within a preset time period at the vehicle's location, wherein the day-night temperature difference is the difference between the highest daytime temperature and the lowest nighttime temperature; Specifically, when the vehicle is powered on, the system will obtain the diurnal temperature difference data for a preset time period based on the vehicle's location information. The diurnal temperature difference is specifically the difference between the highest daytime temperature and the lowest nighttime temperature in the area each day. The preset time period can be defined as the past 7 days based on regional temperature stability. By statistically analyzing the daily diurnal temperature difference within this period and calculating the average value, a representative value of the region's normal diurnal temperature difference is obtained. This avoids temperature difference deviations caused by extreme weather on a single day or sudden temperature fluctuations, accurately capturing the true and stable diurnal temperature difference characteristics of the vehicle's parking and driving area. The method of obtaining this representative value is flexible and closely matches the actual vehicle usage environment. It can either connect to an authoritative meteorological platform through the vehicle's network connectivity function to directly retrieve standardized meteorological temperature difference data for the preset time period in the area; or it can use the vehicle's own external ambient temperature sensor to statistically analyze the highest daytime temperature and lowest nighttime temperature collected within the preset time period and calculate the average diurnal temperature difference automatically, without relying on external data. Both methods can obtain a representative temperature difference value that reflects the regional temperature pattern, providing a reliable basis for the accurate calibration of the subsequent second preset threshold.

[0051] S402: Determine the second preset threshold based on the day-night temperature difference.

[0052] Specifically, the second preset threshold is set based on the premise of no risk of icing, and this value is determined according to the size of the diurnal temperature range in the region. For areas with large diurnal temperature ranges, the second preset threshold is set relatively higher to avoid the risk of icing. Examples of different regional characteristics are given below: For warm temperate and subtropical transitional regions with moderate diurnal temperature variations (such as Central and Eastern China), where the average diurnal temperature range within a preset time period is typically 8-10℃, and nighttime temperatures experience a normal drop, the second preset threshold is set at 10℃, based on the 0℃ freezing threshold and superimposed with the region's maximum average diurnal temperature range. This means that when the temperature calibration parameter is ≥10℃, even if the region experiences a maximum nighttime temperature drop of 10℃, the ambient temperature can still be stably maintained above 0℃, fundamentally preventing condensate freezing in the EGR system pipelines and directly restoring the baseline startup temperature to ensure efficient system operation. For temperate and cold-temperate regions in northern China (such as North China, Northeast China, and Northwest China) where diurnal temperature differences are significant, the average diurnal temperature difference within a preset time period can reach 15°C or even higher, with a significant drop in nighttime temperatures. For these regions, the second preset threshold is set at 15°C, based on the 0°C freezing threshold and superimposed with the region's maximum average diurnal temperature difference. That is, when the temperature calibration parameter is ≥15°C, even if the region experiences a maximum nighttime temperature drop of 15°C, the ambient temperature can still remain above 0°C, completely avoiding the risk of icing of EGR system components. This eliminates the need to increase the startup temperature, allowing the system to fully utilize its core performance under safe conditions.

[0053] In addition, the second preset threshold is not fixed after one-time calibration. The system can update the day-night temperature difference data of the vehicle's location in real time according to seasonal changes and dynamically adjust the second preset threshold. For example, in the northern region, the average day-night temperature difference in summer is only 6℃, so the second preset threshold can be lowered to 6℃. In winter, the average day-night temperature difference rises to 18℃, so the second preset threshold can be raised to 18℃, so as to achieve seasonal dynamic adaptation of the threshold.

[0054] Meanwhile, this pre-determination process can complete basic regional calibration before the vehicle leaves the factory, and can also update regional temperature difference data in real time and automatically adjust the threshold during vehicle use through network connectivity. This takes into account both the standardized calibration at the vehicle's factory and the dynamic optimization during use. The entire pre-determination process of the second preset threshold relies on the vehicle's network connectivity, positioning, and data processing modules, requiring no additional hardware and demonstrating strong engineering feasibility. By deeply binding the threshold to the normal day-night temperature difference of the vehicle's location, the calibration of the second preset threshold becomes more scientific and accurate.

[0055] In this embodiment, the second preset threshold is not a fixed value, but can be calibrated according to the day-night temperature difference of the vehicle's location, which improves the accuracy of the second preset threshold setting and is more in line with the actual ambient temperature change pattern. While ensuring the safety of low-temperature anti-icing, it also takes into account the timely start-up and high efficiency of the EGR system under normal warm temperature conditions, further improves the logical closed loop of the entire engine operation control method, and enhances the overall practicality and reliability of the control strategy.

[0056] In some embodiments, the control method further includes: S500: In response to determining that the temperature calibration parameter is greater than the first preset threshold and less than the second preset threshold, the vehicle's first power-on time in the previous time period is obtained, wherein the previous time period includes at least one historical vehicle power-on time. S600: Based on the time interval between the vehicle's first power-on time in the previous period and the vehicle's first power-on time in the current period, determine the start-up temperature of the exhaust gas recirculation system during the current driving period.

[0057] Specifically, when the system determines that the temperature calibration parameter is greater than the first preset threshold and less than the second preset threshold, it indicates that the ambient temperature of the vehicle parking area is in a transitional phase between the risk of low-temperature icing and the risk of no icing. It is not possible to directly determine whether there is a risk of icing. At this time, a dedicated judgment process is triggered to further verify the risk through the dimension of the vehicle power-on time interval, and then the starting temperature is determined in a targeted manner.

[0058] The above judgment process includes: if the time interval between the first power-on of the vehicle in the previous period and the current period is short, it means that the vehicle started continuously in a short period of time, the parking time was short, and the ambient temperature did not fluctuate significantly during the period. The starting temperature in the previous period has been adapted to the temperature conditions of the transition zone at that time. The starting temperature can be directly used as the starting temperature of the EGR system in the current driving period without recalibrating the strategy. This ensures the continuity of the starting temperature setting and avoids frequent switching of the starting temperature caused by small fluctuations in the transition zone temperature, which greatly improves the operational stability of the control strategy.

[0059] If the time interval between the vehicle's first power-on in the previous period and the current period is long, it indicates that the vehicle has been parked for a long time. During this period, the ambient temperature may have fluctuated significantly, and the risk of icing in the transition zone may have changed accordingly. The starting temperature in the previous period may no longer be suitable for the current actual operating conditions. In this case, a new starting temperature setting strategy can be triggered. Instead of using the historical temperature, a new starting temperature can be determined and calibrated based on the actual temperature parameters of the current period to ensure that the starting temperature can accurately match the actual icing risk state of the current transition zone, thereby avoiding potential icing hazards caused by long-term parking and temperature fluctuations from the root.

[0060] In this embodiment, when the system determines that the temperature calibration parameter is greater than the first preset threshold and less than the second preset threshold, it indicates that the ambient temperature of the vehicle parking area is in a transitional phase between the risk of low-temperature icing and the absence of icing risk. It is impossible to directly determine whether there is a risk of icing. This embodiment determines the starting temperature of the vehicle's EGR based on the time interval between the vehicle's first power-on time in the previous period and the vehicle's first power-on time in the current period, according to the vehicle's usage frequency and parking duration. This makes the starting temperature of the EGR more accurately match the actual working conditions and ambient temperature characteristics, effectively avoiding the potential icing risk in the transitional zone while ensuring the efficient operation of the EGR system.

[0061] In some embodiments, in step S600, determining the start-up temperature of the exhaust gas recirculation system during the current driving period based on the time interval between the vehicle's first power-on time in the previous period and the vehicle's first power-on time in the current period includes: S601: In response to determining that the time interval between the first power-on time of the vehicle in the previous period and the first power-on time of the vehicle in the current period is less than or equal to a preset time interval, the start-up temperature of the exhaust gas recirculation system in the previous period is determined as the start-up temperature of the exhaust gas recirculation system in the current period. Specifically, when the system determines that the temperature calibration parameter is between the first and second preset thresholds, it immediately retrieves the vehicle's first power-on time from the previous period. If the system determines that the time interval between the first power-on time of the previous period and the first power-on time of the current period is less than or equal to a preset time interval (e.g., the preset time interval is 3 days), it indicates that the vehicle has been continuously started within a short period, and the ambient temperature has not fluctuated significantly. Therefore, there is no need to recalibrate the starting temperature for this driving session; the starting temperature used by the EGR system in the previous period is directly determined as the starting temperature for the current period. This ensures the continuity of the starting temperature setting and avoids frequent adjustments to the starting temperature caused by small temperature fluctuations within a short period, thus improving the operational stability of the control strategy. For example, if the EGR system starting temperature determined at 8:00 AM the previous day was 8°C, and the vehicle is powered on again at 8:00 AM today, with the time interval between the two power-on times being less than 3 days, then the EGR system will directly use the starting temperature of 8°C for this driving session.

[0062] S602: In response to determining that the time interval between the first power-on time of the vehicle in the previous period and the first power-on time of the vehicle in the current period is greater than a preset time interval, the first temperature is corrected based on the temperature parameters when the vehicle is first powered on in the current period, and the corrected first temperature is determined as the start-up temperature of the exhaust gas recirculation system in the current period.

[0063] Specifically, when the system determines that the time interval between two power-on cycles exceeds the preset time interval, it indicates that the vehicle has been parked for a relatively long period of time, during which the ambient temperature may have fluctuated unpredictably. The starting temperature of the previous period is no longer suitable for the current transition zone temperature state. At this time, the first temperature originally set for the low-temperature high-risk zone is specifically corrected based on the temperature parameters (outer ambient temperature) when the vehicle was first powered on in the current period. The corrected temperature value is then determined as the starting temperature of the EGR system for the current driving period. The correction logic is as follows: the closer the temperature parameter is to the second preset threshold, the larger the correction range, and the closer the starting temperature is to the baseline starting temperature; the closer the temperature parameter is to the first preset threshold, the smaller the correction range, and the closer the starting temperature is to the original first temperature, so that the corrected starting temperature accurately matches the actual icing risk level of the current transition zone.

[0064] For example, if the first preset threshold is 0℃, the second preset threshold is 12℃, the first temperature is 10℃, and the transition zone is 0℃-12℃, a gradient correction coefficient is matched to this zone based on linear correction logic (the correction coefficient takes a value of 0-1, and the corrected starting temperature = the first temperature × the correction coefficient). Combining the temperature parameters (ambient temperature) collected when the vehicle was first powered on today, the correction result is as follows: The temperature parameter is 3℃: This temperature is close to the first preset threshold of 0℃, which is in the transition zone where the risk of icing is relatively high. At this time, a correction coefficient of 0.9 is set, and the corrected starting temperature = 10℃ × 0.9 = 9℃. This value is close to the original first temperature of 10℃, with only a slight reduction. By using a higher starting temperature, the risk of local cooling and icing that may occur during long-term parking in a 3℃ environment is avoided. The temperature parameter is 6℃: This temperature is in the middle of the transition zone, with a moderate risk of icing. At this point, a correction factor of 0.7 is set, and the corrected starting temperature = 10℃ × 0.7 = 7℃. This value is moderately lowered to retain anti-icing margin while taking into account the operating efficiency of the EGR system, thus adapting to the medium-risk transition zone conditions. The temperature parameter is 9℃: This temperature is close to the second preset threshold of 12℃, which is in the transition zone where the risk of icing is extremely low. At this point, a correction factor of 0.5 is set, and the corrected start-up temperature = 10℃ × 0.5 = 5℃. This value is significantly reduced, bringing it much closer to the baseline start-up temperature. Under the premise of confirming no significant risk of icing, this maximizes the timely start-up of the EGR system and the efficiency of exhaust gas recirculation.

[0065] In this embodiment, when the time interval between the first power-on time of the previous period and the first power-on time of the current period is less than or equal to a preset time interval, it indicates that the vehicle has been continuously started within a short period of time, and the ambient temperature has not fluctuated significantly. Therefore, there is no need to recalibrate the starting temperature when driving this time. The starting temperature used by the EGR system in the previous period is directly determined as the starting temperature of the current period. This ensures the continuity of the starting temperature setting and avoids frequent adjustments to the starting temperature caused by small temperature fluctuations in a short period of time, thus improving the operational stability of the control strategy. When the system determines that the time interval between two power-on periods exceeds the preset time interval, it indicates that the vehicle has been parked for a long time, during which the ambient temperature may have fluctuated unpredictably. The starting temperature of the previous period is no longer suitable for the current transition zone temperature state. At this time, the first temperature originally set for the low-temperature high-risk zone is specifically corrected based on the temperature parameters of the vehicle's first power-on in the current period. The corrected temperature value is then determined as the starting temperature of the EGR system for the current driving period. This effectively avoids the potential icing hazard caused by temperature fluctuations after the vehicle has been parked for a long time and also avoids the loss of operating efficiency of the EGR system due to excessively increasing the temperature.

[0066] In some embodiments, the control method further includes: S700: In response to determining that the vehicle is powered on again in the current period, the start temperature of the exhaust gas recirculation system corresponding to the first power-on of the vehicle in the current period is used as the start temperature of the exhaust gas recirculation system after the vehicle is powered on again.

[0067] Specifically, the current time period refers to the current day of the vehicle's operation. "Re-energizing" refers to a situation where the vehicle has been energized and powered on once within the same day, and then energized and powered off again within the same day. Examples include high-frequency usage scenarios such as the owner starting the vehicle multiple times during the day (e.g., driving to work in the morning, running errands at noon, or traveling in the afternoon and returning in the evening). In this scenario, once the system determines that the vehicle is being energized again within the same day, it will directly trigger the energizing temperature reuse mechanism. This eliminates the need for a complex process involving re-collecting temperature calibration parameters, performing threshold comparisons, and determining time intervals. Instead, it directly retrieves the EGR system energizing temperature determined during the vehicle's first energizing of the day and uses this temperature as the energizing temperature for the current energizing. The entire process is automatically completed by the vehicle control system, retrieving and applying historical settings without additional calculations or calibration steps. For example, if the EGR energizing temperature is set to 7°C after temperature calibration and threshold determination during the first energizing of the day, the system will directly use this 7°C energizing temperature even if the owner turns off the vehicle multiple times within the day, without needing to repeat the determination. This setting method eliminates repetitive data analysis and calculation processes, significantly improving the EGR system's start-up response speed when the vehicle is powered on again on the same day. It also avoids the problem of frequent fine-tuning of the start-up temperature due to slight fluctuations in ambient temperature and deviations in single data collection, ensuring the consistency and continuity of the vehicle's EGR start-up temperature setting throughout the day.

[0068] In this embodiment, if the vehicle is powered on again during the current time period, the starting temperature reuse mechanism will be directly triggered. There is no need to re-collect temperature calibration parameters, perform threshold comparison, time interval determination and other complicated processes. The EGR system starting temperature that was finally determined when the vehicle was first powered on on the same day is directly retrieved and used as the starting temperature of the EGR system after this power-on. There are no additional calculation and calibration steps, which greatly improves the starting response speed of the EGR system when the vehicle is powered on again on the same day.

[0069] 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.

[0070] 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.

[0071] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides an engine operation control device.

[0072] refer to Figure 2 The engine operation control device includes: The acquisition module 801 is configured to: in response to the vehicle being powered on for the first time in the current period, acquire temperature calibration parameters for starting the exhaust gas recirculation system, wherein the temperature calibration parameters are used to characterize the temperature level from the end of the current period of vehicle use to the first time of power-on in the next period; The first control module 802 is configured to: in response to determining that the temperature calibration parameter is less than or equal to a first preset threshold, determine the preset first temperature as the start-up temperature of the exhaust gas recirculation system, wherein the exhaust gas recirculation system has a preset reference start-up temperature, and the first temperature is greater than the reference start-up temperature; The second control module 803 is configured to control the engine's exhaust gas recirculation system to operate in response to determining that the ambient temperature has reached the first temperature. Furthermore, the acquisition module 801 is also configured to: acquire engine temperature parameters at the vehicle's first power-on time corresponding to each time period within the current time period and a preset number of time periods before the current time period; determine the minimum value among multiple engine temperature parameters as the temperature calibration parameter; or, It is also configured to: acquire the connected temperature data from the end of the current period's vehicle use to the first power-on time of the next period, and use at least a portion of the connected temperature data as the temperature calibration parameter.

[0073] Furthermore, the engine temperature parameters include the ambient temperature of the engine and the actual engine temperature; the acquisition module 801 is also configured to: Obtain the ambient temperature of the engine and the actual engine temperature at the moment when the vehicle is first powered on for each time period; The engine temperature parameters are obtained by weighting the ambient temperature and the actual engine temperature.

[0074] Furthermore, the first control module 802 is also configured to: in response to determining that the temperature calibration parameter is greater than or equal to a second preset threshold, determine the preset reference start-up temperature as the start-up temperature of the exhaust gas recirculation system, wherein the second preset threshold is greater than the first preset threshold.

[0075] Furthermore, the first control module 802 is also configured to: in response to determining that the temperature calibration parameter is greater than the first preset threshold and less than the second preset threshold, obtain the vehicle's first power-on time of the previous period. Based on the time interval between the vehicle's first power-on time in the previous period and the vehicle's first power-on time in the current period, the start-up temperature of the exhaust gas recirculation system in the current driving period is determined. The previous time period includes at least one historical vehicle power-on time.

[0076] Furthermore, the first control module 802 is also configured as follows: In response to determining that the time interval between the vehicle's first power-on time in the previous period and the vehicle's first power-on time in the current period is less than or equal to a preset time interval, the start-up temperature of the exhaust gas recirculation system in the previous period is determined as the start-up temperature of the exhaust gas recirculation system in the current period. In response to the determination that the time interval between the vehicle's first power-on time in the previous period and the vehicle's first power-on time in the current period is greater than a preset time interval, the first temperature is corrected based on the temperature parameters at the time of the vehicle's first power-on in the current period, and the corrected first temperature is determined as the start-up temperature of the exhaust gas recirculation system in the current period.

[0077] Furthermore, the first control module 802 is also configured as follows: Obtain the day-night temperature difference at the vehicle's location within a preset time period; The second preset threshold is determined based on the day-night temperature difference; The diurnal temperature difference is the difference between the highest daytime temperature and the lowest nighttime temperature.

[0078] Furthermore, the first control module 802 is also configured as follows: In response to the determination that the vehicle is powered on again in the current time period, the start-up temperature of the exhaust gas recirculation system corresponding to the first power-on of the vehicle in the current time period is taken as the start-up temperature of the exhaust gas recirculation system after the vehicle is powered on again.

[0079] 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.

[0080] The apparatus of the above embodiments is used to implement the corresponding engine operation control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0081] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides an engine, the engine including electronic equipment, the electronic equipment including a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the engine operation control method described in any of the above embodiments.

[0082] Figure 3 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.

[0083] 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.

[0084] 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.

[0085] 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.

[0086] 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.).

[0087] 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.

[0088] 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.

[0089] The electronic devices described above are used to implement the corresponding engine operation control methods in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0090] Based on the same inventive concept, corresponding to the above-described electronic device embodiments, this application also provides a vehicle including the above-described engine, and has the beneficial effects of the corresponding embodiments, which will not be repeated here.

[0091] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium that stores computer instructions for causing the computer to execute the engine operation control method as described in any of the above embodiments.

[0092] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic 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.

[0093] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the engine operation control method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0094] It is understood that before using the technical solutions of the various embodiments in this disclosure, 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.

[0095] 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 of this disclosed technical solution.

[0096] 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.

[0097] It is understood that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of this disclosure. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this disclosure.

[0098] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application is limited to these examples; under the concept of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in detail for the sake of brevity.

[0099] 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.

[0100] 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.

[0101] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the claims of this application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. An engine operation control method characterized by, Includes the following steps: In response to the vehicle's first power-on during the current period, acquire temperature calibration parameters for starting the exhaust gas recirculation system; In response to determining that the temperature calibration parameter is less than or equal to a first preset threshold, the preset first temperature is determined as the start-up temperature of the exhaust gas recirculation system. In response to determining that the ambient temperature has reached the first temperature, the exhaust gas recirculation system of the engine is controlled to operate; The exhaust gas recirculation system has a preset reference start-up temperature, and the first temperature is greater than the reference start-up temperature; the temperature calibration parameter is used to characterize the temperature level from the end of the current period of vehicle use to the first power-on time of the next period.

2. The control method according to claim 1, characterized by, The acquisition of temperature calibration parameters for starting the exhaust gas recirculation system includes: Within the current time period and a preset number of time periods preceding it, obtain the engine temperature parameters corresponding to the vehicle's first power-on time for each time period; determine the minimum value among the multiple engine temperature parameters as the temperature calibration parameter; or, The network temperature data is obtained from the end of the current period's vehicle use to the first power-on time of the next period, and at least a portion of the network temperature data is used as the temperature calibration parameter.

3. The control method according to claim 2, characterized by, The engine temperature parameters include the ambient temperature of the engine and the actual engine temperature; The acquisition of engine temperature parameters for the first power-on of the vehicle corresponding to each time period includes: Obtain the ambient temperature of the engine and the actual engine temperature at the moment when the vehicle is first powered on for each time period; The engine temperature parameters are obtained by weighting the ambient temperature and the actual engine temperature.

4. The control method according to claim 1, characterized by, Also includes: In response to determining that the temperature calibration parameter is greater than or equal to a second preset threshold, the preset reference start-up temperature is determined as the start-up temperature of the exhaust gas recirculation system, wherein the second preset threshold is greater than the first preset threshold.

5. The control method according to claim 4, characterized by Also includes: In response to determining that the temperature calibration parameter is greater than the first preset threshold and less than the second preset threshold, the vehicle's first power-on time in the previous time period is obtained. Based on the time interval between the vehicle's first power-on time in the previous period and the vehicle's first power-on time in the current period, the start-up temperature of the exhaust gas recirculation system in the current driving period is determined. The previous time period includes at least one historical vehicle power-on time.

6. The control method according to claim 5, characterized by The determination of the exhaust gas recirculation system's start-up temperature during the current driving period, based on the time interval between the vehicle's first power-on time in the previous period and the vehicle's first power-on time in the current period, includes: In response to determining that the time interval between the vehicle's first power-on time in the previous period and the vehicle's first power-on time in the current period is less than or equal to a preset time interval, the start-up temperature of the exhaust gas recirculation system in the previous period is determined as the start-up temperature of the exhaust gas recirculation system in the current period. In response to the determination that the time interval between the vehicle's first power-on time in the previous period and the vehicle's first power-on time in the current period is greater than a preset time interval, the first temperature is corrected based on the temperature parameters at the time of the vehicle's first power-on in the current period, and the corrected first temperature is determined as the start-up temperature of the exhaust gas recirculation system in the current period.

7. The control method according to claim 4, characterized in that, The process of determining the second preset threshold includes: Obtain the day-night temperature difference at the vehicle's location within a preset time period; The second preset threshold is determined based on the day-night temperature difference; The diurnal temperature difference is the difference between the highest daytime temperature and the lowest nighttime temperature.

8. The control method according to claim 1, characterized by, Also includes: In response to the determination that the vehicle is powered on again in the current time period, the start-up temperature of the exhaust gas recirculation system corresponding to the first power-on of the vehicle in the current time period is taken as the start-up temperature of the exhaust gas recirculation system after the vehicle is powered on again.

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

10. A vehicle characterized by comprising: Includes the engine as described in claim 9.

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