Control method, device, processor, electronic device and vehicle of vehicle

Abstract

This application discloses a vehicle control method, device, processor, electronic device, and vehicle. The method includes: acquiring vehicle operating state information and environmental state information of the vehicle's environment; responding to the operating state information and environmental state information, satisfying control conditions for triggering vehicle control; adjusting the vehicle's initial shift speed to a target shift speed based on the operating state information; and determining a torque limit adapted to the operating state information, wherein the shift timing indicated by the target shift speed is earlier than the shift timing indicated by the initial shift speed; and controlling the vehicle based on the target shift speed and the torque limit, wherein, in the environment, the driving performance of the controlled vehicle is greater than the driving performance of the vehicle to be controlled. This application solves the technical problem of low vehicle control accuracy.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to a vehicle control method, device, processor, electronic device, and vehicle. Background Technology

[0002] In related technologies, cold start protection for vehicle engines in low-temperature environments mainly relies on starting strategies to reduce wear and optimization through hardware thermal management. While this improves temperature rise, it is costly and suffers from control lag. Therefore, the technical problem of low vehicle control accuracy still exists.

[0003] There is currently no effective solution to the aforementioned technical problems. Summary of the Invention

[0004] This application provides a vehicle control method, apparatus, processor, electronic device, and vehicle to at least solve the technical problem of low vehicle control accuracy.

[0005] According to one aspect of the embodiments of this application, a vehicle control method is provided. The method includes: acquiring vehicle operating state information and environmental state information of the environment in which the vehicle is located; responding to the operating state information and environmental state information, satisfying control conditions for triggering vehicle control; adjusting the vehicle's initial shift speed to a target shift speed based on the operating state information; and determining a torque limit value adapted to the operating state information, wherein the shift timing indicated by the target shift speed is earlier than the shift timing indicated by the initial shift speed; and controlling the vehicle based on the target shift speed and the torque limit value, wherein, in the environment, the driving performance of the controlled vehicle is greater than the driving performance of the vehicle to be controlled.

[0006] Optionally, the vehicle is controlled based on the target shift speed and torque limit, including: controlling the vehicle to perform a shift operation in response to the engine speed in the vehicle reaching the target shift speed; and controlling the vehicle to output torque that meets the torque limit after the shift.

[0007] Optionally, the vehicle includes a transmission, and in response to the engine speed in the vehicle reaching a target shift speed, controls the vehicle to perform a shift operation, including: in response to the engine speed reaching the target shift speed, controls the transmission to perform a shift operation; and / or, the vehicle includes an engine, and controls the vehicle to output torque conforming to a torque limit after the shift, including: in response to the completion of the shift operation, controls the engine to send a target torque to the wheel ends of the vehicle, wherein the target torque is less than or equal to the torque limit.

[0008] Optionally, in response to the operating status information and environmental status information, if the control conditions for triggering vehicle control are met, the initial shift speed of the vehicle is adjusted to the target shift speed based on the operating status information, including: in response to the operating status information and environmental status information, if the control conditions are met, controlling the vehicle to enter a protection control mode; in the protection control mode, adjusting the initial shift speed to the target shift speed based on the operating status information.

[0009] Optionally, the operating status information includes temperature information, which represents the oil temperature of the transmission in the vehicle. Determining a torque limit that is compatible with the operating status information includes: responding to the operating status information and environmental status information, satisfying control conditions, and determining the torque limit based on the temperature information and mapping information. The mapping information represents the mapping relationship between multiple temperature information samples and multiple torque limit sample samples. The torque limit is the torque limit sample among the multiple torque limit sample samples that has a mapping relationship with the temperature information.

[0010] Optionally, the method further includes: verifying the operating status information to obtain a first verification result, and verifying the environmental status information to obtain a second verification result, wherein the first verification result is used to indicate whether the operating status information meets the control conditions, and the second verification result is used to indicate whether the environmental status information meets the control conditions; in response to the first verification result indicating that the operating status information meets the control conditions, and the second verification result indicating that the environmental status information meets the control conditions, determining that the operating status information and the environmental status information meet the control conditions; in response to the first verification result indicating that the operating status information does not meet the control conditions, and / or the second verification result indicating that the environmental status information does not meet the control conditions, determining that the operating status information and the environmental status information do not meet the control conditions.

[0011] Optionally, the environmental state information includes ambient temperature. Verifying the environmental state information to obtain a second verification result includes: in response to the ambient temperature being lower than an ambient temperature threshold, determining that the second verification result indicates that the environmental state information meets the control conditions; and / or, the operating state information includes temperature information, which is used to represent the oil temperature of the transmission in the vehicle. Verifying the operating state information to obtain a first verification result includes: in response to the temperature information being lower than a temperature information threshold, determining that the second verification result indicates that the operating state information meets the control conditions.

[0012] Optionally, the method further includes: in response to the operating status information and environmental status information satisfying the control conditions, and the operating status information satisfying the vehicle's display conditions, displaying prompt information on the vehicle's graphical user interface, wherein the prompt information is used to indicate that the vehicle is about to enter the protection control mode.

[0013] Optionally, the operating status information includes the vehicle's gear position and the torque demand of the passengers in the vehicle. On the vehicle's graphical user interface, prompt information is displayed, including: in response to the operating status information and environmental status information meeting the control conditions, and the operating status information meeting the following display conditions, prompt information is displayed on the graphical user interface: the gear is drive gear; the torque demand is greater than the torque limit.

[0014] Optionally, the method further includes: controlling the vehicle to exit the protection control mode in response to the operating status information satisfying the vehicle's control exit condition.

[0015] Optionally, controlling the vehicle to exit the protection control mode includes: in response to the operating status information satisfying at least one of the following control exit conditions, controlling the vehicle to exit the protection control mode: the engine in the vehicle is not in the operating state in the operating status information; the coolant temperature of the engine is greater than a temperature threshold in the operating status information; the duration of the engine being in the operating state in the operating status information is greater than a duration threshold.

[0016] According to another aspect of the embodiments of this application, a vehicle control device is also provided. The device may include: an acquisition unit, configured to acquire vehicle operating status information and environmental status information of the environment in which the vehicle is located; a determination unit, configured to, in response to the operating status information and environmental status information, satisfy control conditions for triggering vehicle control, adjust the vehicle's initial shift speed to a target shift speed based on the operating status information, and determine a torque limit adapted to the operating status information, wherein the shift timing indicated by the target shift speed is earlier than the shift timing indicated by the initial shift speed; and a control unit, configured to control the vehicle based on the target shift speed and the torque limit, wherein, in the environment, the driving performance of the controlled vehicle is greater than the driving performance of the vehicle to be controlled.

[0017] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided. The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device where the computer-readable storage medium is located to perform the methods described in the embodiments of this application.

[0018] According to another aspect of the embodiments of this application, a processor is also provided. This processor is used to run a program, wherein the program executes the methods described in the embodiments of this application during runtime.

[0019] According to another aspect of the embodiments of this application, an electronic device is also provided. The electronic device includes a memory and a processor, wherein the memory stores a computer program, and the processor is configured to run the computer program to perform the methods described in the embodiments of this application.

[0020] According to another aspect of the embodiments of this application, a computer program product is also provided. This computer program product includes a computer program that, when executed by a processor, implements the methods described in the embodiments of this application.

[0021] According to another aspect of the embodiments of this application, a vehicle is also provided. The vehicle includes a memory and a processor. The memory stores an executable program; the processor is used to run the program, which, when running, implements the methods described in the embodiments of this application.

[0022] In this embodiment, if it is necessary to protect and control the engine in a vehicle, the vehicle's operating status information and the environmental status information of the vehicle's environment can be obtained. If the aforementioned operating status information and environmental status information meet the control conditions for triggering vehicle control, the initial shift speed of the vehicle can be adjusted to the target shift speed based on the aforementioned operating status information. A torque limit adapted to the operating status information can also be determined. Therefore, the vehicle can be controlled based on the aforementioned target shift speed and torque limit. In other words, in this embodiment, by obtaining vehicle operating and environmental status information, when the control conditions are met, the initial shift speed is adjusted to the target shift speed that is triggered earlier, and a torque limit adapted to the operating status is determined simultaneously. Thus, when the engine speed reaches the aforementioned target shift speed, the engine automatically shifts gears earlier and the power output is limited by the torque limit, preventing wheel torque from exceeding the limit and avoiding high-speed engine wear. The above method does not rely on hardware upgrades. It can dynamically adapt to operating conditions by coordinating speed and torque constraints through control strategies, and directly improve the control response accuracy and execution consistency of vehicles in low-temperature environments. It effectively solves the technical problem of low vehicle control accuracy and achieves the technical effect of improving vehicle control accuracy. Attached Figure Description

[0023] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0024] Figure 1 This is a schematic diagram of a vehicle control application scenario according to an embodiment of this application;

[0025] Figure 2 This is a flowchart of a vehicle control method according to an embodiment of this application;

[0026] Figure 3 This is a schematic diagram of a hybrid electric vehicle structure according to an embodiment of this application;

[0027] Figure 4This is a flowchart of a low-temperature engine protection control method for a hybrid electric vehicle according to an embodiment of this application;

[0028] Figure 5 This is a flowchart of another hybrid electric vehicle cryogenic engine protection control method according to an embodiment of this application;

[0029] Figure 6 This is a schematic diagram of a vehicle control device according to an embodiment of this application;

[0030] Figure 7 This is a schematic diagram of an electronic device according to an embodiment of this application. Detailed Implementation

[0031] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present application.

[0032] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0033] Figure 1 This is a schematic diagram of a vehicle control application scenario according to an embodiment of this application, such as... Figure 1 As shown, the scenario described above may include terminal device 10, network 20, and vehicle 30. Terminal device 10 can be used to obtain protection control commands from vehicle users (e.g., driver, passengers) regarding whether the vehicle should trigger low-temperature engine protection. These protection control commands can be sent to vehicle 30 via network 20. At this point, vehicle 30 needs to execute steps S102 to S106 to implement the vehicle control process.

[0034] The following steps can be performed by vehicle 30: Step S102, obtain the vehicle's operating status information and the environmental status information of the environment in which the vehicle is located; Step S104, in response to the operating status information and the environmental status information, meet the control conditions for triggering vehicle control, adjust the vehicle's initial shift speed to the target shift speed based on the operating status information, and determine the torque limit that is adapted to the operating status information; Step S106, control the vehicle based on the target shift speed and the torque limit.

[0035] In this embodiment, through steps S102 to S106, by acquiring vehicle operation and environmental state information, and when control conditions are met, the initial shift speed is adjusted to an earlier target shift speed, and a torque limit adapted to the operating state is simultaneously determined. Thus, when the engine speed reaches the target shift speed, the gear is automatically shifted earlier, and the power output is limited by the torque limit, ensuring that the wheel torque does not exceed the limit and avoiding high-speed engine wear. This method does not rely on hardware upgrades and can dynamically adapt to operating conditions through control strategies that coordinate speed and torque constraints. It directly improves the control response accuracy and execution consistency of the vehicle in low-temperature environments, effectively solving the technical problem of low vehicle control accuracy and achieving the technical effect of improving vehicle control accuracy.

[0036] According to an embodiment of this application, an embodiment of a vehicle control method is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0037] Figure 2 This is a flowchart of a vehicle control method according to an embodiment of this application, such as... Figure 2 As shown, the method may include the following steps:

[0038] Step S202: Obtain the vehicle's operating status information and the environmental status information of the environment in which the vehicle is located.

[0039] In the technical solution provided in step S202 of this application, the aforementioned vehicle can refer to a hybrid vehicle with integrated power system control capabilities. This vehicle includes at least an engine, an electric motor, a transmission, and a power battery, and achieves coordinated operation of multiple power sources through a vehicle control unit to realize drive, energy recovery, and adaptive operating condition control functions. For example, the aforementioned vehicle can be a hybrid electric vehicle.

[0040] Optionally, the aforementioned operating status information can be used as a real-time signal characterizing the current operating status of the vehicle's powertrain system. This operating status information may include, but is not limited to: engine fault status, transmission fault status, motor fault status, battery fault status, engine coolant temperature, transmission oil temperature, vehicle gear position, accelerator pedal opening, and vehicle speed. This operating status information can reflect the health status of the powertrain system and its energy flow operating conditions. The aforementioned environmental status information can be parameters of the external environment that affect engine performance and lifespan. For example, the aforementioned environmental status information can refer to static or slowly varying parameters characterizing the vehicle's external thermodynamic environment conditions; that is, the aforementioned environmental status information can be ambient temperature, used to assess the powertrain's thermal management requirements under low-temperature conditions, and can also be referred to as external thermal environment parameters or climate environment signals.

[0041] It should be noted that the environmental state information described above in this application embodiment is only an example and is not specifically limited here. Any environmental parameters that can affect the lifespan and performance of the engine and require the vehicle control method of this application embodiment to determine the shift speed and torque limit in order to avoid the environment affecting the lifespan and performance of the engine are all within the protection scope of this application embodiment.

[0042] In this embodiment, the vehicle's operating status information and the environmental status information of the vehicle's surroundings can be obtained.

[0043] Optionally, this embodiment aims to construct the triggering preconditions for the low-temperature control strategy by collecting multi-source information from the entire vehicle, achieving synchronous perception of the vehicle's operating status and environmental status, and providing a data foundation for subsequent target shift speed adjustment and torque limit determination. The above process does not rely on a single signal, but rather integrates system health, thermodynamic state, and external environmental parameters to form a comprehensive and reliable state judgment input, ensuring that the control logic is activated only when the system is normal and the environment exhibits low-temperature characteristics.

[0044] Optionally, during the acquisition of vehicle operating status information, this information is collected in real-time by various control units and transmitted to the vehicle control unit. This includes engine fault status, transmission fault status, motor fault status, battery fault status, engine coolant temperature, transmission oil temperature, vehicle gear position, and accelerator pedal opening. In this operating status information, fault status is diagnosed by each subsystem control unit and output as a status flag. If any fault status is abnormal, the operating status information does not meet the control activation conditions. Thermodynamic parameters such as engine coolant temperature and transmission oil temperature are continuously collected by temperature sensors located in the cooling circuit and lubrication system; their values ​​reflect the internal thermal balance of the powertrain. The gear position and accelerator pedal opening are obtained by the shift mechanism and throttle sensor, used to determine the driver's intention and power demand level. These parameters together constitute the operating status information set, the validity of which is contingent upon all signals being within their normal acquisition range.

[0045] Optionally, during the acquisition of environmental state information about the vehicle's surroundings, this information is collected by an ambient temperature sensor located at the front of the vehicle or near the grille. This sensor senses the ambient air temperature and outputs a continuous analog signal, which is then filtered and calibrated to convert into an ambient temperature value. The environmental state information contains only this single parameter, ambient temperature, as it is the core external factor affecting engine low-temperature wear; therefore, other factors such as humidity and air pressure do not need to be included. The ambient temperature value is compared with a preset ambient temperature threshold. When the ambient temperature is below this threshold, the environmental state information meets the low-temperature triggering condition. This parameter does not fluctuate in real time with the vehicle's operating status and has relatively static characteristics, serving as the external triggering criterion for the control strategy.

[0046] In this embodiment, by synchronously collecting operational and environmental status information, a dual verification mechanism for vehicle control conditions is implemented. This ensures both fault-free system operation and accurate identification of low-temperature conditions. This mechanism avoids false triggering of control due to a single abnormal signal or environmental misjudgment, improving the reliability and robustness of strategy activation. It lays an accurate, consistent, and traceable data foundation for subsequent precise adjustment of shift speed and torque limits, thus supporting the stable implementation of the entire control method under complex operating conditions.

[0047] Step S204: In response to the operating status information and environmental status information, the control conditions for triggering vehicle control are met. Based on the operating status information, the initial shift speed of the vehicle is adjusted to the target shift speed, and a torque limit value adapted to the operating status information is determined.

[0048] In the technical solution provided in step S204 of this application, the shift timing indicated by the target shift speed is earlier than the shift timing indicated by the initial shift speed.

[0049] Optionally, the aforementioned control conditions can refer to the criteria used to trigger the vehicle's low-temperature protection control strategy. These conditions are composed of both operational status information and environmental status information, essentially a set of preset logical combinations that conform to engineering safety boundaries. When the ambient temperature in the environmental status information is lower than a set threshold, and there are no fault conditions in the operational status information, and the engine coolant temperature is lower than a preset low-temperature threshold, the control conditions are met, and the vehicle enters the engine low-temperature control mode. This low-temperature control mode can also be called the low-temperature protection mode.

[0050] Optionally, the target shift speed can refer to a shift trigger point set in the engine's low-temperature protection mode, prior to the normal shift logic, to suppress abnormal increases in engine speed. This target shift speed can also be called the forced shift speed. The value of the target shift speed can be determined by engine bench testing, and is a fixed or temperature-calibrated speed threshold used to replace the vehicle's initial shift speed under normal temperature conditions. The shift timing indicated by the target shift speed is earlier than the shift timing indicated by the initial shift speed. Its function is to intervene in the transmission system's shifting behavior earlier, preventing the engine from operating at high speeds for extended periods at low temperatures, thereby reducing the risk of mechanical wear.

[0051] Optionally, the aforementioned torque limit can refer to the maximum permissible value set to limit the wheel-end output torque in low-temperature protection mode. This torque limit can also be called the wheel-end torque limit value. The value of the torque limit can be dynamically determined based on the transmission oil temperature, and calculated by looking up a preset mapping table or by interpolation to form the upper limit of torque corresponding to the oil temperature. For example, when the transmission oil temperature is -30℃, the wheel-end torque limit value is 2500Nm; when the oil temperature is 0℃, the wheel-end torque limit value is 3100Nm. This limit does not affect the engine output torque itself, but serves as the final constraint on power output by the vehicle control unit, ensuring that even under high torque requests from the driver, the actual wheel-end output does not exceed the safety threshold, achieving dual protection for the transmission system and the engine.

[0052] In this embodiment, after acquiring the operating status information and environmental status information, if the operating status information and environmental status information meet the control conditions for triggering vehicle control, the initial shift speed of the vehicle can be adjusted to the target shift speed based on the operating status information, and a torque limit value adapted to the operating status information can be determined.

[0053] Optionally, this embodiment, under the premise that the operating status information and environmental status information meet the control conditions, dynamically generates the target shift speed and torque limit under low-temperature protection mode based on the vehicle's operating status information. This process does not rely on a fixed strategy, but rather achieves adaptive matching of control parameters through the multi-dimensional characteristics of the operating status information, ensuring earlier shifting and limited torque output. This improves the safety and control accuracy of the powertrain under low-temperature conditions without changing the hardware structure.

[0054] Optionally, under controlled conditions, during the process of determining the target shift speed based on operating status information and the initial shift speed, when both environmental and operating status information meet the triggering conditions for the engine low-temperature control mode—namely, when the ambient temperature is lower than a preset ambient temperature threshold, the engine coolant temperature is lower than the low-temperature protection activation threshold, and all subsystems are fault-free—the control system enters a low-temperature protection state. At this time, the initial shift speed, which serves as the vehicle's default shift trigger point under normal temperature conditions, is actively replaced by the target shift speed. The target shift speed is a fixed speed value calibrated through bench testing, set lower than the initial shift speed corresponding to the conventional shift logic, thus ensuring that the shift is triggered before the engine speed reaches the conventional threshold. This adjustment is executed by the vehicle control unit according to a preset mapping relationship, independent of driver operation or real-time load changes, ensuring that the engine always operates in a low-speed range under low-temperature conditions, avoiding mechanical wear caused by high speeds.

[0055] Optionally, under controlled conditions, in the process of determining the torque limit value adapted to the operating status information based on the operating status information, the torque limit value is determined with the transmission oil temperature in the operating status information as the key input parameter. Its value is obtained through dynamic lookup or linear interpolation calculation using a preset mapping table. This mapping table is determined by joint calibration tests of the engine and transmission. Its input is the transmission oil temperature, and its output is the wheel-end torque limit value. For example, when the transmission oil temperature is -30℃, the wheel-end torque limit value is 2500 Nm; when the oil temperature rises to 0℃, the wheel-end torque limit value is 3100 Nm. This limit value does not change directly with the engine's output torque request, but rather serves as the final constraint boundary for the vehicle control unit's power output. Regardless of how much the driver's torque demand increases, the actual output torque at the wheel ends must not exceed the wheel-end torque limit value corresponding to the current oil temperature. This mechanism ensures that the load borne by the transmission system remains within a safe range under low temperature and low lubrication efficiency conditions.

[0056] In this embodiment, the method dynamically sets the target shift speed and torque limit based on the operating status information, provided that the operating status information and environmental status information meet the control conditions. This achieves dual coordinated constraints on shift timing and power output. The early triggering of the target shift speed effectively reduces the engine's high-speed operation time at low temperatures, while the dynamic adaptation of the torque limit prevents overload risks caused by shift lag or high torque requests. This method requires no additional hardware costs; through control logic optimization alone, it can significantly improve the protection accuracy and operational consistency of the vehicle's powertrain under low-temperature conditions, providing quantifiable, reproducible, and calibrable technical assurance for engine durability and vehicle safety.

[0057] Step S206: Control the vehicle based on the target shift speed and torque limit.

[0058] In the technical solution of step S206 of this application, in the environment, the driving performance of the controlled vehicle is greater than the driving performance of the vehicle to be controlled.

[0059] In this embodiment, after determining the target shift speed and the torque limit that matches the operating status information based on the operating status information, the vehicle can be controlled based on the target shift speed and the torque limit.

[0060] Optionally, based on the predetermined target shift speed and torque limits, this embodiment implements coordinated control of the powertrain through the vehicle control unit to achieve proactive intervention in the vehicle's operating state. This process does not rely on a single action but combines shift timing adjustment with torque output constraints to form a closed-loop control logic. This ensures that the vehicle maintains necessary driving performance in low-temperature environments while effectively suppressing high-speed engine wear, achieving a balance between protection objectives and driving needs.

[0061] Optionally, during vehicle control based on the target shift speed, when the engine speed reaches the target shift speed, the vehicle control unit sends a shift trigger command to the powertrain system. This command instructs the transmission system to perform an upshift operation in the current gear to reduce engine speed. The target shift speed serves as the sole basis for shift triggering, and its value is set lower than the initial shift speed under normal operating conditions. Therefore, the system triggers the upshift behavior before the engine speed reaches the normal shift point. This control behavior is responded to by the shift actuator of the powertrain system, which essentially reduces engine speed by changing the gear ratio, without relying on driver operation or vehicle speed changes. This process continues until the control conditions are exited, ensuring that the engine always operates within a safe range below the target shift speed, thereby reducing the risk of wear caused by mechanical stress and insufficient lubrication under low-temperature, high-speed conditions.

[0062] Optionally, during vehicle control based on torque limits, the vehicle control unit continuously monitors the driver's required torque and the actual wheel-end output torque, comparing the actual wheel-end output torque with the wheel-end torque limit corresponding to the current environmental conditions. When the driver's required torque exceeds the wheel-end torque limit, the vehicle control unit actively limits the power output to ensure the wheel-end output torque does not exceed this limit. The wheel-end torque limit is dynamically determined based on the transmission oil temperature; different oil temperatures correspond to different torque limits. For example, the wheel-end torque limit is 2500 Nm at -30℃ and 3100 Nm at 0℃. This limiting action is executed by the motor control unit or engine control unit, achieved by reducing the motor output power or limiting fuel injection. The constraint targets the torque ultimately transmitted to the drive wheels, not the engine output, ensuring that the transmission system remains within a safe load range even under high power demands, avoiding overload damage caused by shift lag or excessively low oil temperature.

[0063] In this embodiment, the method described above applies the target shift speed and torque limit to vehicle control in a coordinated manner, achieving dual constraints on shift timing and output torque. This avoids the engine operating at high speeds for extended periods at low temperatures and prevents overload of the transmission system due to sudden increases in torque demand. This control method does not rely on driver behavior correction or require additional hardware costs. Instead, through precise execution of control logic, it significantly improves the safety margin and operational consistency of the vehicle's powertrain in low-temperature environments while ensuring basic driving performance. This provides systematic, calibrable, and verifiable technical support for engine durability and overall vehicle reliability.

[0064] In steps S202 to S206 of this application, if it is necessary to protect and control the engine in the vehicle, the vehicle's operating status information and the environmental status information of the vehicle's environment can be obtained. If the operating status information and environmental status information meet the control conditions for triggering vehicle control, the initial shift speed of the vehicle can be adjusted to the target shift speed based on the operating status information. A torque limit adapted to the operating status information can also be determined. Therefore, the vehicle can be controlled based on the target shift speed and torque limit. In other words, in this embodiment, by obtaining vehicle operating and environmental status information, when the control conditions are met, the initial shift speed is adjusted to the target shift speed that is triggered earlier, and a torque limit adapted to the operating status is determined simultaneously. Thus, when the engine speed reaches the target shift speed, the engine automatically shifts gears earlier and the power output is limited by the torque limit, preventing wheel torque from exceeding the limit and avoiding high-speed engine wear. The above method does not rely on hardware upgrades. It can dynamically adapt to operating conditions by coordinating speed and torque constraints through control strategies, and directly improve the control response accuracy and execution consistency of vehicles in low-temperature environments. It effectively solves the technical problem of low vehicle control accuracy and achieves the technical effect of improving vehicle control accuracy.

[0065] The method described in this embodiment will be further described below.

[0066] As an optional embodiment, step S206, based on the target shift speed and torque limit, controls the vehicle, including: in response to the engine speed in the vehicle reaching the target shift speed, controlling the vehicle to perform a shift operation; and controlling the vehicle to output torque that meets the torque limit after shifting.

[0067] In this embodiment, during vehicle control based on target shift speed and torque limits, if the engine speed reaches the target shift speed, the vehicle can be controlled to perform a shift. The output torque of the vehicle after shifting can be controlled to meet the aforementioned torque limits. The shift operation refers to the gear switching behavior performed by the powertrain system to change the transmission ratio, which can manifest as upshifting from the current gear to a higher gear. The essence of this shift operation is to reduce the transmission ratio between engine speed and vehicle speed through the coordinated action of the clutch, shift actuator, or continuously variable transmission (CVT). In this embodiment, the shift operation can be actively triggered by the vehicle control unit when the engine speed reaches the target shift speed. The purpose is not to respond to changes in vehicle speed or load demand, but rather as part of a low-temperature protection strategy, forcibly intervening in the transmission system's operating state in advance to prevent the engine from operating at high speeds under low-temperature conditions. The aforementioned gear shifting operation can also be called forced upshift, protective upshift, or speed-constrained gear shift. The executing entity is the mechanical or electronically controlled gear shifting mechanism of the power transmission system, and the execution basis is the preset target gear shifting speed threshold, which does not depend on the driver's intention or the conventional gear shifting curve.

[0068] Optionally, the torque that meets the torque limit can refer to the actual torque output at the vehicle's drive wheels. The magnitude of this torque can be constrained to not exceed the wheel-end torque limit, i.e., not greater than the upper limit of torque dynamically determined by the transmission oil temperature. This torque is not the original output torque of the engine or motor, but rather the final limit value applied by the vehicle control unit at the end of the power output path. When the driver's torque demand exceeds the wheel-end torque limit, the actual output torque at the wheels is suppressed to within the limit by reducing the motor output power, limiting the engine fuel injection quantity, or intervening in energy recovery. This torque is called the constraint torque, protective output torque, or wheel-end torque-limiting output. Its function is to prevent the transmission system from being subjected to over-design loads due to shift lag or high torque requests under low temperature and low lubrication efficiency conditions, thereby protecting critical components such as the transmission, differential, and drive shaft, and ensuring the system operates within a safe operating range.

[0069] Optionally, in this embodiment, based on the predetermined target shift speed and wheel-end torque limit, the vehicle control unit implements two coordinated control actions on the powertrain: first, it triggers a forced shift based on the comparison between engine speed and the target shift speed; second, it performs closed-loop constraint on the power output after the shift based on the wheel-end torque limit. This process does not rely on driving intention or conventional shift logic, but rather uses a low-temperature protection strategy as its core. Through active intervention at the control execution layer, it achieves dual limitation on engine speed and wheel-end torque, ensuring that the system operates within safe boundaries.

[0070] Optionally, during the vehicle's gear shifting operation, when the engine speed continuously rises and reaches the preset target shift speed, the vehicle control unit determines that the shift trigger condition is met and sends a shift command to the transmission control unit. This command is a mandatory signal, requiring the transmission control unit to immediately perform an upshift operation, regardless of conventional shifting criteria such as current vehicle speed, accelerator pedal opening, or load requirements. The target shift speed is a fixed speed threshold calibrated on a test bench, and its value is lower than the initial shift speed under normal temperature conditions. Therefore, the system initiates the shifting behavior before the engine speed reaches the normal shift point. After receiving the command, the transmission control unit completes the shift from the current gear to the next higher gear by controlling clutch disengagement, shift actuator operation, and synchronizer engagement. The timing of this shift operation is entirely determined by the target shift speed. Its essence is to reduce engine speed by increasing the gear ratio, thereby avoiding the risk of abnormal wear on the engine cylinder walls, piston rings, and bearings caused by low temperature and high speed.

[0071] Optionally, during the process of controlling the vehicle's output torque to meet the torque limit after a gear shift, the vehicle control unit continuously monitors the driver's required torque and the actual wheel-end output torque after the shift operation is completed, and compares them in real time with the wheel-end torque limit value corresponding to the current transmission oil temperature. If the driver's required torque exceeds the wheel-end torque limit value, the vehicle control unit sends a torque derating command to the motor control unit or engine control unit. This reduces the motor output power, decreases the fuel injection quantity, or increases the regenerative braking ratio, thus limiting the actual wheel-end output torque to within the wheel-end torque limit value. The wheel-end torque limit value is the upper limit of torque determined dynamically based on the transmission oil temperature, for example, 2500 Nm at an oil temperature of -30℃ and 3100 Nm at an oil temperature of 0℃. This limitation acts on the final link of power transmission. Even if the driver depresses the accelerator pedal deeply, the system still prioritizes ensuring that the torque output does not exceed the limit, thereby preventing overload damage to the transmission gears, differential, and drive shaft caused by poor lubrication at low temperatures, and ensuring that the power transmission system is within a safe load range.

[0072] In this embodiment, the method combines forced gear shifting with torque output constraints to achieve synchronous control of engine speed and wheel torque. Forced gear shifting effectively shortens the engine's operating time in the low-temperature, high-speed range, while dynamic suppression of torque limits prevents system overload caused by shift lag or high torque requests. This control process does not rely on driver behavior correction or increase hardware costs; it achieves active protection of key powertrain components solely through hierarchical execution of control logic. This significantly improves the safety, consistency, and durability of vehicle operation in low-temperature environments, providing a quantifiable, reproducible, and calibrable engineering solution for the reliable operation of hybrid powertrains in frigid conditions.

[0073] As an alternative embodiment, the vehicle includes a transmission, and in response to the engine speed in the vehicle reaching a target shift speed, controls the vehicle to perform a shift operation, including: controlling the transmission to perform a shift operation in response to the engine speed reaching the target shift speed; and / or, the vehicle includes an engine, and controls the vehicle to output torque conforming to a torque limit after the shift, including: in response to completing the shift operation, controlling the engine to send a target torque to the wheel ends of the vehicle, wherein the target torque is less than or equal to the torque limit.

[0074] In this embodiment, during the process of controlling the vehicle to perform a gear shift, if the engine speed reaches the target shift speed, the transmission can be controlled to perform the gear shift. During the process of controlling the vehicle's output torque to meet the torque limit after the gear shift, if the gear shift is completed, the engine can be controlled to send a target torque less than or equal to the torque limit to the vehicle's wheels. This target torque refers to the final command torque value used to drive the vehicle's wheel output, dynamically generated by the vehicle control unit based on the wheel-end torque limit value and sent to the engine control unit under low-temperature protection control mode. This target torque is the constrained power request value that the engine should output after completing the gear shift. Its value is set not to exceed the wheel-end torque limit value corresponding to the current transmission oil temperature, ensuring that the torque transmitted to the drive wheels does not exceed the system's safety limit. The target torque is not the driver's required torque or the engine's maximum available torque, but rather an output target actively tailored and specified by the vehicle control unit after comprehensively considering low-temperature conditions, lubrication status, and the transmission system's load-bearing capacity to achieve a protection objective.

[0075] Optionally, in the low-temperature protection control mode, this embodiment implements hierarchical and coordinated execution control of the transmission and engine through the vehicle control unit, achieving dual constraints on engine speed and wheel-end torque. This process includes two parallel and logically related control actions: first, the engine speed triggers a forced gear shift in the transmission; second, the gear shift completion state drives the engine to output a controlled target torque. Neither action depends on driver intent or conventional operating logic; instead, they are actively driven by the system's preset protection strategy, ensuring that the powertrain operates within safe boundaries in low-temperature environments.

[0076] Optionally, during the transmission shifting operation, when the engine speed continuously rises and reaches the preset target shift speed, the vehicle control unit determines that the shift trigger condition is met and sends a forced shift command to the transmission control unit. This command is a clear control signal that requires the transmission control unit to immediately perform an upshift, regardless of conventional factors such as current vehicle speed, accelerator pedal opening, load demand, or shift curve. The target shift speed is a fixed speed threshold calibrated by bench testing, which is lower than the initial shift speed under normal temperature conditions. Therefore, the system initiates the shifting behavior before the engine speed reaches the conventional shift point. After receiving the command, the transmission control unit controls the clutch disengagement, the shift actuator operation, and the synchronizer engagement to complete the shift from the current gear to the next higher gear. The timing of this shift operation is entirely determined by the target shift speed. Its essence is to reduce engine speed by increasing the gear ratio, thereby avoiding prolonged operation of the engine in the high-speed range under low temperature and low lubrication efficiency conditions, and reducing the risk of abnormal wear on critical components such as cylinder walls, piston rings, and bearings.

[0077] Optionally, during the process of controlling the engine to send the target torque to the wheels, after the transmission completes the shift operation, the vehicle control unit confirms that the shift is complete and, based on the current transmission oil temperature, queries a preset wheel-end torque limit mapping table to determine the maximum allowable wheel-end output torque limit. The vehicle control unit then generates the target torque and sends it as a command to the engine control unit. The target torque value is set to be less than or equal to the wheel-end torque limit value, its function being to constrain the engine's output power so that the torque ultimately transmitted to the wheels does not exceed the system's safety threshold. After receiving the target torque command, the engine control unit reduces the engine's output torque by adjusting the fuel injection quantity, intake throttle opening, or ignition timing, ensuring that the actual wheel-end torque does not exceed the target torque. This control process remains effective after the shift is completed until the low-temperature protection mode exits, ensuring that even if the driver applies a large torque request, the system prioritizes ensuring power output within a safe range, preventing overload damage to the transmission gears, differential, or drive shaft due to insufficient lubrication or shift delay.

[0078] In this embodiment, the method combines forced upshifting of the transmission with target torque output control of the engine to construct a three-level linkage low-temperature protection control chain of "speed constraint - shift trigger - torque limit". Early upshifting of the transmission effectively shortens the high-speed operation time of the engine, while the dynamic constraint of the target torque eliminates the risk of overload from the power output end. The two control actions are coordinated and sequentially linked, requiring neither driver intervention nor increased hardware costs. Through precise execution of the control logic, the reliability and component durability of the powertrain in low-temperature environments can be significantly improved while ensuring basic driving performance. This solution achieves a dynamic balance between protection objectives and driving needs, providing a clear, logically rigorous, calibrable, and reproducible engineering implementation path for the safe operation of hybrid power systems in frigid conditions.

[0079] As an optional embodiment, step S204, in response to the operating state information and environmental state information, satisfies the control conditions for triggering vehicle control, and adjusts the initial shift speed of the vehicle to the target shift speed based on the operating state information, including: in response to the operating state information and environmental state information, satisfying the control conditions, controlling the vehicle to enter a protection control mode; in the protection control mode, adjusting the initial shift speed to the target shift speed based on the operating state information.

[0080] In this embodiment, during the process of adjusting the initial shift speed to the target shift speed based on the operating status information, if the operating status information and environmental status information meet the control conditions, the vehicle can be controlled to enter a protection control mode. In the protection control mode, the initial shift speed can be adjusted to the target shift speed based on the aforementioned operating status information. The protection control mode can refer to a functional operating state that the vehicle actively enters under specific environmental and operating conditions to achieve the goal of low-temperature protection of the powertrain. This protection control mode can also be called a low-temperature protection mode.

[0081] Optionally, this embodiment achieves proactive intervention in vehicle gear shifting behavior through a two-stage progressive control logic. First, based on a joint judgment of operating status information and environmental status information, the activation of the protection control mode is triggered. Second, under the premise that this mode is in effect, the parameters of the gear shifting strategy are reconstructed according to the operating status information, adjusting the initial gear shifting speed under normal operating conditions to the target gear shifting speed specifically for low-temperature protection. This process is a hierarchical, orderly, and condition-driven control sequence, ensuring that the adjustment of the gear shifting strategy is performed only under the premise that the system has the necessity for protection and the operating status is safe, avoiding false triggering or ineffective intervention.

[0082] Optionally, during the process of controlling the vehicle to enter the protection control mode, when the ambient temperature in the environmental status information is lower than the preset ambient temperature threshold, and the engine coolant temperature is lower than the low-temperature protection activation threshold, and the operating status information indicates that there are no fault signals in the engine, transmission, motor, and battery subsystems, the vehicle control unit determines that the control conditions have been met. This control condition is a set of logical AND relationships constituting a set of judgments, essentially a dual confirmation of both the low-temperature environment and the system's health. After this condition is met, the vehicle control unit sends a mode switching command to each vehicle subsystem, officially activating the protection control mode. This mode is a system-level function enabled state, marked by a switch in the control strategy from conventional driving logic to low-temperature protection logic. All subsequent control parameters (such as shift speed, torque limit, and warning strategies) are executed under this mode as a prerequisite. The entry of the protection control mode does not depend on driver operation, nor is it affected by transient vehicle speed or load; it is triggered only by long-term stable environmental and operating conditions, ensuring that its activation has sufficient thermodynamic and safety basis.

[0083] Optionally, in the protection control mode, during the adjustment of the target shift speed based on the operating status information, after the protection control mode is activated, the vehicle control unit continuously monitors the engine speed change trend in the operating status information and replaces the initial shift speed originally used for normal temperature conditions with the target shift speed according to preset calibration parameters. The initial shift speed is the default shift trigger point calibrated by the vehicle in non-low temperature environments based on drivability and fuel economy, while the target shift speed is a lower speed threshold specifically for low temperature conditions determined by engine bench testing. Its value is set to be significantly lower than the initial shift speed to shorten the engine's operating time in the high-speed range. This adjustment behavior is executed by the control algorithm inside the vehicle control unit, without relying on real-time vehicle speed or accelerator pedal opening, and only completes parameter remapping based on the enable state of the protection control mode and the preset calibration value. The target shift speed serves as the new shift trigger basis, and its setting logic is as follows: under low temperature conditions, the lubricating oil film is insufficient, and high speed will lead to an increased risk of direct contact between friction pairs, so it is necessary to shift gears earlier to reduce the speed. This adjustment involves a direct replacement of the static calibration value, rather than dynamic estimation, to ensure the consistency, reproducibility, and engineering verifiability of the control behavior.

[0084] In this embodiment, a three-level progressive control process of "condition judgment - mode activation - parameter reconstruction" is used to achieve precise, reliable, and safe activation of the low-temperature protection strategy. The introduction of the protection control mode ensures that the adjustment of the shifting strategy only takes effect when the system has a real protection need and the ability to execute, avoiding false intervention in non-low-temperature or fault conditions; while the forced replacement of the target shifting speed suppresses the high-speed operation of the engine at low temperatures from the control source, effectively reducing the risk of mechanical wear. This process does not rely on driver behavior correction and does not require additional sensors or hardware devices. It can achieve active protection of key components of the powertrain system simply through the hierarchical design of the control strategy, significantly improving the engine's durability and the consistency of system operation in cold environments. It provides a clear, logically rigorous, calibrable, and verifiable engineering solution for the reliability of hybrid vehicles under low-temperature conditions.

[0085] As an optional embodiment, the operating status information includes temperature information, which is used to represent the oil temperature of the transmission in the vehicle. Step S204, determining a torque limit that is compatible with the operating status information, includes: responding to the operating status information and the environmental status information, satisfying the control conditions, and determining the torque limit based on the temperature information and mapping information, wherein the mapping information is used to represent the mapping relationship between multiple temperature information samples and multiple torque limit sample, and the torque limit is the torque limit sample that has a mapping relationship with the temperature information among the multiple torque limit sample.

[0086] In this embodiment, during the process of determining the torque limit value adapted to the operating status information, if the operating status information and environmental status information meet the control conditions, the torque limit value can be determined based on temperature information and mapping information. The mapping information can refer to a pre-calibrated discrete data table characterizing the relationship between transmission oil temperature and the maximum allowable output torque at the wheel ends, also known as a torque limit lookup table. This table consists of multiple oil temperature sample points and their corresponding torque limit sample points. Each set of data is obtained through a transmission system durability test under low-temperature conditions. It is used in the protection control mode to accurately match the maximum allowable output torque at the wheel ends based on the real-time oil temperature, ensuring that power transmission is not overloaded and lubrication is safe. The aforementioned temperature information can refer to the quantitative value characterizing the current operating temperature of the lubricating oil, collected in real-time by the transmission oil temperature sensor, used to reflect the quality of lubrication. In low-temperature environments, this information directly determines the oil film carrying capacity and is the core operating status parameter triggering dynamic adjustment of the torque limit value. Its value determines the selection of the corresponding torque limit sample in the mapping information.

[0087] Optionally, in this embodiment, when the low-temperature protection control mode is activated, an adaptive torque limit determination process is initiated based on the joint judgment result of operating status information and environmental status information. This process uses transmission oil temperature as the core input variable, matches it with a preset temperature-torque mapping relationship, and outputs the maximum torque limit that can be applied to the wheel ends under the current operating conditions. This process does not rely on subjective driving intentions, nor does it use fixed thresholds. Instead, it achieves precise constraints on power output through system-level parameter calibration and real-time data matching, ensuring the safe operation of the transmission system under low-temperature and low-lubrication conditions.

[0088] Optionally, during the process of determining the torque limit based on temperature and mapping information, when the operating status information and environmental status information jointly meet the preset control conditions—that is, the ambient temperature is lower than the ambient temperature threshold, the engine coolant temperature is lower than the low-temperature protection activation threshold, and all vehicle controllers are in normal working condition—the vehicle control unit confirms entry into the protection control mode. At this time, temperature information, as a key operating status parameter, is continuously collected by an oil temperature sensor installed in the transmission oil circuit. Its value reflects the current physical state of the lubricating oil, expressed in degrees Celsius, and its range covers the period from low-temperature start-up to normal operation. This temperature information provides the system with a quantitative basis for the lubricating film formation capability; the lower the value, the higher the oil viscosity, the worse the fluidity, and the weaker the oil film carrying capacity.

[0089] Optionally, after the vehicle control unit acquires the temperature information, it calls the internally stored mapping information. This mapping information is a set of static data consisting of discrete temperature information samples calibrated by bench tests and corresponding torque limit samples. Its structure is a temperature-torque mapping pair. For example, when the temperature information sample is -30℃, the corresponding torque limit sample is 2500 Nm; when the temperature information sample is -20℃, the corresponding torque limit sample is 2700 Nm, and so on. The vehicle control unit compares the real-time acquired temperature information with each temperature sample in the mapping information, selects the closest sample point, or performs linear interpolation between adjacent samples, and calculates the torque limit that has a unique correspondence with the current temperature information. This torque limit is the maximum allowable torque value that can be output at the wheel end. Its setting principle is to ensure that, under the current lubrication conditions, transmission components such as gears, bearings, and clutches do not suffer surface damage or plastic deformation due to torque overload, thus achieving a dynamic balance between protection objectives and power requirements.

[0090] In this embodiment, the method described above uses temperature information as an input variable, combined with mapping information calibrated based on physical tests, to achieve dynamic, continuous, and traceable adjustment of torque limits, effectively resolving the contradiction between decreased lubrication capacity and driver power demands in low-temperature environments. This method abandons the conservatism and risks of fixed torque limiting strategies, avoiding transmission system overload failure due to sudden drops in oil temperature, while ensuring the vehicle's minimum power output within safe boundaries. The entire process is executed autonomously by the system without driver intervention, exhibiting high repeatability, engineering verifiability, and calibration consistency. This mechanism not only improves the operational reliability of hybrid vehicles in frigid environments but also provides a standardized control paradigm for powertrain protection under low-temperature conditions, based on measured data, with clear logic and a rigorous structure.

[0091] As an optional embodiment, the method further includes: verifying the operating status information to obtain a first verification result, and verifying the environmental status information to obtain a second verification result, wherein the first verification result indicates whether the operating status information meets the control conditions, and the second verification result indicates whether the environmental status information meets the control conditions; in response to the first verification result indicating that the operating status information meets the control conditions and the second verification result indicating that the environmental status information meets the control conditions, determining that the operating status information and the environmental status information meet the control conditions; in response to the first verification result indicating that the operating status information does not meet the control conditions, and / or the second verification result indicating that the environmental status information does not meet the control conditions, determining that the operating status information and the environmental status information do not meet the control conditions.

[0092] In this embodiment, the operating status information can be verified to obtain a first verification result. The environmental status information can also be verified to obtain a second verification result. If the first verification result indicates that the operating status information meets the control conditions, and the second verification result indicates that the environmental status information meets the control conditions, then it can be determined that both types of information meet the control conditions. Conversely, if at least one of the two types of information does not meet the control conditions, then it can be determined that both the operating status information and the environmental status information do not meet the control conditions. The first verification result refers to the logical judgment result output by the vehicle control unit after judging the validity and compliance of the operating status information, used to clearly indicate whether the operating status information meets the preset control access conditions. This result is a binary logic quantity, containing only two states: "met" or "not met." Its judgment criteria include whether operating parameters such as engine coolant temperature, transmission oil temperature, fault status of each controller, and powertrain operating mode are all within the limited range allowed to enter the low-temperature protection mode. The essence of the first verification result is the system's autonomous confirmation of the health and operating condition suitability of the vehicle's internal power system. Its function is to eliminate false triggers caused by sensor abnormalities, controller failures, or non-low temperature operating conditions, and to ensure that subsequent control actions are only executed under the premise that the system has real protection requirements and the operating status is reliable.

[0093] Optionally, the second verification result can refer to the logical judgment result output by the vehicle control unit after independently verifying the environmental state information, used to clearly indicate whether the current external environmental conditions meet the activation prerequisites of the low-temperature protection mode. This result is also a binary logic quantity, and the judgment basis is whether the ambient temperature value collected by the ambient temperature sensor is lower than the preset ambient temperature threshold. The function of the second verification result is to distinguish between the real low-temperature environment and temporary temperature fluctuations, preventing the protection strategy from being falsely activated due to instantaneous low-temperature interference or sensor noise. As the sole basis for environmental access, it ensures that the low-temperature protection control only takes effect under operating conditions with continuous low-temperature characteristics, thereby improving the stability and engineering robustness of the control logic.

[0094] Optionally, during the verification of the operating status information to obtain the first verification result, the vehicle control unit first collects operating status information such as engine coolant temperature, transmission oil temperature, engine operating status, motor operating status, battery health status, and fault signals from various controllers before initiating control decisions. This information set covers the operating health and temperature conditions of multiple key subsystems within the powertrain. The vehicle control unit compares the above operating status information one by one with preset operating status thresholds, for example: the engine coolant temperature must be lower than the low-temperature protection activation threshold, all controllers must have no fault codes reported, and the motor and battery systems must be in a usable state. When all operating status parameters are within the allowable range, that is, when all sub-items meet their corresponding operating status thresholds, the vehicle control unit outputs the first verification result as "operating status information meets control conditions"; if any parameter exceeds the allowable range, such as a controller fault or coolant temperature higher than the threshold, the first verification result is "operating status information does not meet control conditions".

[0095] Optionally, during the verification of environmental status information to obtain the second verification result, while completing the operational status verification, the vehicle control unit simultaneously acquires environmental status information collected by the ambient temperature sensor. This information is the real-time temperature value of the external atmospheric environment where the vehicle is currently located, in degrees Celsius. The vehicle control unit compares this ambient temperature value with a preset ambient temperature threshold, which is the minimum ambient temperature threshold required to trigger the low-temperature protection mode, calibrated through a vehicle low-temperature durability test. When the ambient temperature is lower than this threshold, it indicates that the vehicle is in a frigid environment that significantly affects lubrication performance, and the second verification result is determined as "the environmental status information meets the control conditions"; if the ambient temperature is higher than or equal to this threshold, it is determined as "the environmental status information does not meet the control conditions". This verification does not rely on other parameters, but is based solely on the absolute value of a single ambient temperature signal. Its purpose is to eliminate false triggering caused by short-term temperature fluctuations or instantaneous sensor errors, ensuring that the protection strategy is activated only under operating conditions with sustained low-temperature characteristics.

[0096] Optionally, in the process of comprehensively determining whether the control conditions are met based on the first and second verification results, the vehicle control unit performs a logical AND operation after obtaining the first and second verification results: only when the first verification result is "the operating status information meets the control conditions" and the second verification result is "the environmental status information meets the control conditions," the system determines that the overall control conditions are met, and can then enter the low-temperature protection mode and execute subsequent shifting and torque control strategies; if either verification result is "not met," i.e., the operating status is abnormal or the ambient temperature is insufficient, the control conditions are determined to be invalid, the system maintains the normal control logic, and no protection intervention is triggered. This judgment mechanism adopts a serial logic gate structure to ensure that the system has strict consistency requirements for "both conditions being met simultaneously," eliminating malfunctions caused by single-point failures or local anomalies.

[0097] In this embodiment, the method described above independently verifies operational and environmental status information and performs collaborative judgment based on binary logic results, constructing a highly reliable and fault-tolerant control access mechanism. This mechanism effectively isolates the impact of sensor noise, transient interference, and local system faults on control decisions, ensuring that the low-temperature protection strategy is activated only under the dual premises of "sufficiently cold environment" and "completely healthy system," significantly improving the accuracy and engineering safety of the control logic. This process does not rely on complex algorithms or external feedback, but achieves decisions solely through structured and calibrable threshold comparisons, possessing strong reproducibility, strong verifiability, and strong engineering feasibility, providing a rigorous, robust, and mass-producible control foundation for the active protection of hybrid vehicles in frigid environments.

[0098] As an optional embodiment, the environmental state information includes ambient temperature. Verifying the environmental state information to obtain a second verification result includes: in response to the ambient temperature being lower than an ambient temperature threshold, determining that the second verification result indicates that the environmental state information meets the control conditions; and / or, the operating state information includes temperature information, which is used to represent the oil temperature of the transmission in the vehicle. Verifying the operating state information to obtain a first verification result includes: in response to the temperature information being lower than a temperature information threshold, determining that the second verification result indicates that the operating state information meets the control conditions.

[0099] In this embodiment, during the verification of environmental state information, if the ambient temperature is lower than the ambient temperature threshold, it indicates that the second verification result shows that the environmental state information meets the control conditions. During the verification of operating state information, if the temperature information is lower than the temperature information threshold, it can be determined that the second verification result shows that the operating state information meets the control conditions. The aforementioned ambient temperature threshold can refer to the minimum allowable external ambient temperature preset to trigger the low-temperature protection control mode, used to determine whether the vehicle's environment has low-temperature conditions sufficient to affect the lubrication performance of the powertrain. This threshold is calibrated by the vehicle's low-temperature durability test, and its value is the critical ambient temperature at which the lubricating oil viscosity significantly increases and the lubrication capacity of the friction pair decreases. It is usually set as t1. Once the ambient temperature is lower than this value, the environmental state is considered to meet the protection activation prerequisite. The aforementioned temperature information threshold can refer to the minimum allowable transmission oil temperature preset to trigger the low-temperature protection control mode, used to determine whether the internal lubrication state of the transmission system has entered a dangerous area of ​​high viscosity and low oil film carrying capacity. This threshold is determined by bench testing, and its value is t2, which represents the lower limit of the critical temperature at which the lubricating oil can still form an effective lubricating film at low temperatures. When the temperature information is lower than this threshold, it is considered that the operating status meets the protection start-up prerequisite.

[0100] Optionally, the vehicle control unit acquires environmental status information from an ambient temperature sensor in real time, which is the real-time temperature value of the external atmospheric environment. To determine whether the environment warrants triggering low-temperature protection, the control unit compares the ambient temperature with a preset ambient temperature threshold. The ambient temperature threshold is a fixed value calibrated through a vehicle low-temperature durability test, defined as follows: when the external ambient temperature is lower than this value, the initial viscosity of the lubricating oil increases significantly, posing a significant risk to the engine starting and transmission system lubrication establishment process. When the ambient temperature is lower than the ambient temperature threshold, the control unit determines that the environmental status information meets the environmental prerequisites for low-temperature protection activation and outputs a second verification result of "Environmental status information meets control conditions"; if the ambient temperature is higher than or equal to the threshold, it determines that the environmental status information does not meet the control conditions and outputs a second verification result of "Environmental status information does not meet control conditions". This judgment process does not rely on other parameters, but only uses the absolute value of a single ambient temperature as the judgment basis, ensuring the objectivity and consistency of the environmental access conditions.

[0101] Optionally, the vehicle control unit synchronously collects temperature information from a temperature sensor installed in the transmission fluid circuit. This information reflects the current actual operating temperature of the lubricating oil inside the transmission system. To determine whether the system has entered a dangerous operating condition with limited lubrication capacity, the control unit compares this temperature information with a preset temperature threshold. The temperature threshold is a fixed value calibrated through bench testing, defined as follows: when the transmission fluid temperature is below this value, the lubricating oil fluidity decreases, the oil film thickness is insufficient to effectively isolate the metal contact surfaces, and critical components such as gears and clutches face the risk of accelerated wear. When the temperature information is below the temperature threshold, the control unit determines that the operating status information meets the operating prerequisite for low-temperature protection activation and outputs the first verification result as "Operating status information meets control conditions"; if the temperature information is higher than or equal to the threshold, it determines that the operating status information does not meet the control conditions and outputs the first verification result as "Operating status information does not meet control conditions". This judgment is independent of the ambient temperature, focusing on the actual lubrication state inside the system, ensuring that the control action is based on real thermodynamic conditions, rather than indirect inferences from the external environment.

[0102] In this embodiment, the method described above independently verifies the environmental and operational states based on both ambient temperature thresholds and temperature information thresholds, constructing a dual-dimensional confirmation mechanism of "external environment - internal state." This mechanism effectively avoids false triggering caused by relying solely on ambient temperature (e.g., cold but fully warmed up) or delayed response caused solely by oil temperature (e.g., low temperature but oil temperature not reaching the threshold), ensuring that the low-temperature protection strategy is activated only when both necessary conditions are met: "the environment is sufficiently cold" and "the system is indeed lacking an oil film." This process has clear logic, calibrable parameters, and reproducible judgments, without relying on subjective judgment or dynamic estimation. It significantly improves the reliability, safety, and engineering feasibility of the control system, providing a rigorous, robust, and mass-producible control foundation for the protection of the power system of hybrid vehicles in frigid environments.

[0103] As an optional embodiment, the method further includes: in response to the operating status information and environmental status information satisfying control conditions, and the operating status information satisfying the vehicle's display conditions, displaying prompt information on the vehicle's graphical user interface, wherein the prompt information is used to indicate that the vehicle is about to enter the protection control mode.

[0104] In this embodiment, if the operating status information and environmental status information meet the control conditions, and the operating status information meets the vehicle's display conditions, corresponding prompts can be displayed on the vehicle's graphical user interface. The graphical user interface can refer to the visual display area on the vehicle's dashboard used to present the vehicle's operating status and control information to the driver. Essentially, it is a visual output channel for human-machine interaction, composed of elements such as characters, icons, lights, or color changes, used to convey the system's decision status. In this application, the interface specifically refers to the information display area in the instrument cluster, whose function is to non-intrusively alert the driver before the protection strategy is triggered, indicating that the vehicle is about to enter a low-temperature protection control mode, enhancing driving awareness and system transparency. The prompts can refer to standardized text or symbolic prompts displayed by the vehicle control unit-driven graphical user interface, used to inform the driver that the vehicle is about to implement low-temperature protection control. Their purpose is to provide early warning of torque limitations and shift strategy changes, preventing misjudgments by the driver due to changes in power response. This information content is preset according to engineering calibration, does not contain operating instructions, and only states the system status, ensuring the accuracy and consistency of information transmission and improving human-machine collaborative safety.

[0105] Optionally, the display condition can refer to the operational prerequisites for triggering the graphical user interface to output prompt information. This condition is used to determine whether the driver is making a power demand and whether the system will implement torque limiting, thus making the information prompt necessary. This condition consists of two key parameters: the current gear is a drive gear (D or R), and the driver's requested torque is greater than the wheel-end torque limit value under the current low-temperature protection. Essentially, it is the system's identification of a state where "driving intention and control intervention conflict," ensuring that the prompt information is only activated when the driver may perceive a reduction in power, avoiding meaningless prompts that interfere with the driving experience, and improving the effectiveness and relevance of human-machine interaction.

[0106] Optionally, this embodiment, after confirming that the low-temperature protection control conditions have been met, further introduces a human-machine interaction-level prompting mechanism. By judging whether the vehicle's display conditions are met, it decides whether to output prompt information on the graphical user interface. This process is triggered by the dynamic conflict between driving intention and system control status, achieving accurate, timely, and non-intrusive delivery of prompt information. It aims to improve the driver's understanding of vehicle control behavior, reduce misjudgments and operational confusion caused by changes in power response, and form an important link in the "control-feedback-coordination" closed loop.

[0107] Optionally, provided that both the operating status information and environmental status information meet the low-temperature protection control conditions, the vehicle control unit further performs a secondary judgment on the display conditions of the operating status information. These display conditions consist of two parallel judgment items: first, the current vehicle gear information is drive gear, i.e., the gear signal is D or R; second, the driver's required torque is greater than the wheel-end torque limit value set in the current low-temperature protection mode. When the gear information is drive gear, it indicates that the driver is performing acceleration or driving operations, and the system is in an active power output state; when the driver's required torque is greater than the wheel-end torque limit value, it indicates that the system has implemented torque output limitation due to the protection strategy, and the actual output cannot meet the driver's input intention. Only when both of the above two conditions are met is the vehicle determined to meet the display conditions; otherwise, no prompt information is triggered, ensuring that the prompt is only activated when the driver may perceive a lack of power, avoiding invalid information interference under no-load or low-demand conditions.

[0108] Optionally, after confirming that the vehicle meets the display conditions, the vehicle control unit sends a prompt command to the graphical user interface. This command includes preset prompt text or graphic symbols, such as "Low Temperature Protection Mode Activated, Please Gently Press the Accelerator" or a dedicated icon. The graphical user interface is a dedicated information display area in the instrument panel. Upon receiving the command, it presents the prompt information in a static or low-frequency flashing manner. Its display format has been confirmed through human factors engineering evaluation to ensure the information is eye-catching but not warning, avoiding causing driver anxiety. The prompt information is not accompanied by audible alarms or mandatory operation requests during display; its function is solely to inform the user of the status and does not interfere with the control logic. This display behavior is triggered autonomously by the system and does not depend on driver operation responses, ensuring the objectivity and consistency of information transmission.

[0109] In this embodiment, the method achieves precise, scenario-based, and intelligent human-machine interaction by binding the output of the prompt information to the dual conditions of "drive gear position + excessive torque demand." This mechanism effectively avoids the problem of false prompts when there is no power demand or the system is not limited, significantly improving the usefulness of the information and the driver's trust. The prompt content conveys the system status in a gentle and neutral manner, ensuring both the low-temperature protection goals of the engine and transmission system and maintaining the smoothness and controllability of the driving experience. It constructs a collaborative control paradigm of "control with evidence, feedback with context, and experience without conflict," providing an engineering-feasible solution for intelligent human-machine interaction of hybrid vehicles in low-temperature environments.

[0110] As an optional embodiment, the operating status information includes the vehicle's gear position and the torque demand of the passengers in the vehicle. On the vehicle's graphical user interface, prompt information is displayed, including: in response to the operating status information and environmental status information meeting control conditions, and the operating status information meeting the following display conditions, prompt information is displayed on the graphical user interface: the gear is drive gear; the torque demand is greater than the torque limit.

[0111] In this embodiment, during the display of prompt information on the vehicle's graphical user interface, if the operating status information meets the following display conditions, a prompt information can be displayed on the graphical user interface: the gear is in drive, and the required torque is greater than the torque limit. The required torque refers to the wheel-end target torque value input by the driver through the accelerator pedal operation, which the vehicle control system expects to output. This value characterizes the driver's immediate demand for vehicle power performance. It is calculated from the pedal opening signal using a mapping algorithm, reflecting a quantitative expression of driving intention and serving as the core basis for determining whether the system is limiting its output capability due to protection strategies. When the required torque exceeds the allowable torque limit under the current low-temperature protection, it indicates that the actual power output cannot meet the driver's expectations, constituting a necessary condition for triggering the prompt information.

[0112] Optionally, after confirming that both the operating status information and the environmental status information meet the low-temperature protection control conditions, the system proceeds to the judgment stage for triggering a prompt. At this point, the system no longer determines whether to activate the protection solely based on temperature and operating conditions, but further assesses whether the protection behavior has an actual impact on the driver's expected operation, thereby deciding whether it is necessary to issue a prompt.

[0113] Optionally, two key parameters in the operating status information are evaluated collaboratively: the vehicle's current gear and the torque demand of the driver and passengers. When the gear signal is identified as a drive gear (i.e., D or R), it indicates that the vehicle is in a driving state capable of outputting power, and the driver is actively controlling the vehicle's movement. Simultaneously, the system calculates the torque demand input by the driver through the accelerator pedal and compares it with the wheel-end torque limit set in the low-temperature protection mode. If the demand torque exceeds this limit, it indicates that the driver's desired acceleration response has exceeded the output limit imposed by the system due to low-temperature protection, resulting in a significant lack of power output. The driver may perceive abnormal phenomena such as "power lag" or "weak response."

[0114] When both of the above conditions are met—the gear is in drive and the required torque is greater than the torque limit—it is determined that there is an interaction scenario of "mismatch between intent and capability." At this time, a prompt message is activated on the graphical user interface. This prompt message is displayed on the instrument panel in text or graphic form, with neutral and instructive statements such as "Low temperature protection mode activated, please gently press the accelerator." It is used to explain that the current power limitation is an active protection behavior of the system, rather than a malfunction or abnormality, thereby guiding the driver to adjust their operating habits and alleviating confusion or misjudgment caused by the reduction in power output.

[0115] If any condition is not met, such as the gear being in N or P, or the required torque not exceeding the limit, there is no need to trigger a prompt. This avoids information interference when there is no actual interaction conflict and ensures that the prompt behavior is always strongly relevant to the driving situation.

[0116] In the embodiments of this application, the above method binds the prompt logic with the actual driving intention, thereby achieving accurate triggering of prompt information, scene adaptation and experience optimization. It not only ensures the low-temperature protection function of the power system, but also improves the transparency and friendliness of human-machine interaction. It is a key manifestation of the advancement of control strategy from "one-way protection" to "collaborative perception".

[0117] As an optional embodiment, the method further includes: controlling the vehicle to exit the protection control mode in response to the operating status information satisfying the vehicle's control exit conditions.

[0118] In this embodiment, if the operating status information meets the vehicle's control exit conditions, the vehicle can be controlled to exit the protection control mode. These control exit conditions refer to the systematic judgment criteria used to determine whether the low-temperature protection control mode should be terminated; essentially, they are a set of prerequisites for restoring the vehicle's normal power control strategy. These conditions consist of three independent and mutually exclusive physical states: the engine is in a stopped state, the engine coolant temperature is higher than a preset temperature threshold, and the engine's cumulative operating time exceeds a preset time threshold. When any one of these conditions is met, it is determined that the necessity of low-temperature protection has been eliminated, and protective intervention measures such as forced gear shifting and wheel-end torque limiting are automatically terminated. This mechanism ensures that the protection mode only takes effect when the low-temperature risk persists, avoiding premature or delayed exit that could affect engine life or driving experience, thus achieving dynamic adaptation and a safe closed loop in the control strategy.

[0119] Optionally, the vehicle control unit continuously collects engine operating status signals, engine coolant temperature signals, and engine cumulative running time signals output by the engine control unit as input sources for operating status information. When the engine operating status signal indicates that the engine is in a stopped state, i.e., the engine speed is zero and there is no start request, the system determines that the low-temperature protection has no target and immediately terminates all protection control commands, including canceling the forced shift request to the transmission control unit and the wheel-end torque limit of the powertrain. When the engine coolant temperature is higher than a preset temperature threshold, which is a critical critical value calibrated by bench testing to ensure that the lubricating oil viscosity returns to the safe operating range, the system determines that the internal lubrication conditions of the engine have been restored and there is no longer a risk of low-temperature high-speed wear, and then releases the protection control.

[0120] Optionally, when the cumulative engine running time exceeds a preset time threshold (a conservative safety time determined based on material thermal fatigue and oil film establishment characteristics), the system determines that even if the coolant temperature has not yet reached the threshold, continuous operation has sufficiently warmed up the core components, and the protection objective has been achieved, thus triggering the exit logic. Meeting any one of the above three conditions constitutes sufficient criterion for control exit; the system does not need to wait for all conditions to be met and immediately executes control mode exit, ensuring timely and reliable response.

[0121] In this embodiment, a fault-tolerant and adaptive protection strategy termination mechanism is constructed by setting multi-dimensional and independently verifiable control exit conditions, effectively solving the problem of premature or delayed exit caused by a single temperature judgment. This mechanism considers three engineering dimensions: whether the engine is running, whether the thermal state has recovered, and whether the engine has fully warmed up. It ensures that the protection mode only takes effect during the actual risk period, and intervention is immediately withdrawn after the risk is eliminated. This avoids mechanical wear caused by delayed protection and prevents power loss and driving discomfort caused by over-protection. The exit logic structure is clear, the parameters are calibrable, and the judgment is reproducible, significantly improving the engineering robustness of the control strategy and the consistency of user experience. It provides a safe, efficient, and mass-producible closed-loop control foundation for intelligent protection of hybrid vehicles in complex low-temperature environments.

[0122] As an optional embodiment, controlling the vehicle to exit the protection control mode includes: in response to the operating status information satisfying at least one of the following control exit conditions, controlling the vehicle to exit the protection control mode: the engine in the vehicle is not in the operating state in the operating status information; the coolant temperature of the engine is greater than a temperature threshold in the operating status information; the duration of the engine being in the operating state in the operating status information is greater than a duration threshold.

[0123] In this embodiment, during the process of controlling the vehicle to exit the protection control mode, if the operating status information meets at least one of the following control exit conditions, the vehicle can be controlled to exit the protection control mode: the engine status in the operating status information is not in the operating state; the engine coolant temperature is greater than the temperature threshold; the duration of the engine being in the operating state is greater than the duration threshold.

[0124] Optionally, the engine control unit continuously acquires engine operating status information, which is a binary state quantity representing whether the engine is actually running. When the status information indicates that the engine has stopped running, i.e., the engine speed remains at zero and there is no start request, the system determines that the prerequisite for low-temperature protection has disappeared—the protected object does not exist. At this time, all protection control commands are immediately released, including terminating the forced shift command sent to the transmission control unit and canceling the wheel-end torque limiting control of the powertrain, so that the vehicle returns to normal control logic without waiting for temperature or time conditions to be met.

[0125] Optionally, the engine coolant temperature signal is simultaneously acquired and continuously compared with a preset temperature threshold. This temperature threshold is a fixed value obtained through engine bench low-temperature durability testing and oil film characteristic calibration, representing that the coolant temperature has risen to a critical level sufficient to ensure the formation of a stable lubricating oil film on the metal contact surface. When the coolant temperature exceeds this threshold, the system determines that the engine's internal thermodynamic environment has returned to a safe operating range, the risk of low-temperature high-speed wear is eliminated, and even if the engine is still running, the exit logic is triggered to deactivate the protection intervention.

[0126] Optionally, the cumulative duration of engine operation is timed by an internal timer in the engine control unit, starting from the moment the engine starts from a standstill. This duration threshold is a conservative safety period determined based on material thermal expansion response, lubricating oil circulation establishment period, and piston ring sealing recovery characteristics, ensuring that components have undergone sufficient thermal adaptation even under extreme low-temperature conditions. When the cumulative operating time exceeds this threshold, the system determines that the protection target has been achieved and initiates the exit procedure regardless of whether the coolant temperature has reached the target, avoiding over-protection due to sensor delay or thermal inertia.

[0127] The three control exit conditions mentioned above—engine not running, coolant temperature exceeding the threshold, and running time exceeding the threshold—take effect in parallel with a "any one met, exit" logic, forming a non-dependent, non-serial, and low-latency exit mechanism. The system does not wait for all conditions to be met, nor does it rely on a single sensor signal, avoiding the inability or false exit of protection due to local anomalies (such as temperature sensor drift or start signal jitter), significantly improving the system's fault tolerance and engineering robustness.

[0128] In this embodiment, the above method upgrades the exit logic from "single temperature-driven" to a collaborative approach based on three independent criteria: "state-temperature-time," enabling the protection control to possess both rigorous physical basis and high engineering adaptability. Its core advantage lies in minimizing unnecessary restrictions on driving performance while ensuring safety, achieving "on-demand activation and real-time exit" of the protection strategy. This provides a mass-producible control solution for intelligent thermal management of hybrid vehicles in frigid environments, featuring closed-loop feedback, conditional independence, and rapid response.

[0129] The technical solutions of the embodiments of this application will be illustrated below using a hybrid electric vehicle as an example and in conjunction with preferred implementation methods.

[0130] Currently, in the development of hybrid vehicles, especially for... Figure 3Hybrid vehicles containing transmissions are prone to low-temperature, high-speed wear when the engine coolant temperature is below a set value and the engine is running at a high speed, which seriously affects the engine's performance and lifespan. Therefore, there is an urgent need to develop a control method for low-temperature protection of hybrid engines.

[0131] In existing technologies, engine protection is generally focused on controlling engine startup at low temperatures. This protection only addresses the engine startup process at low temperatures from a single perspective and does not effectively control engine speed at low temperatures. Some technologies optimize thermal management at the hardware level, but this increases hardware costs and does not provide effective control measures for low-temperature protection.

[0132] This application addresses the aforementioned problems by proposing a low-temperature engine protection control method for intelligent hybrid electric vehicles that balances low-temperature engine protection and low-temperature power performance. For hybrid electric vehicles equipped with a dedicated hybrid engine and transmission, the proposed strategy offers the following beneficial effects: It implements low-temperature engine protection control based on varying ambient and coolant temperatures, and simultaneously determines whether to exit low-temperature speed protection control based on factors such as engine coolant temperature and engine operating time. It coordinates the joint control of the vehicle control unit and the transmission control unit to ensure the engine operates within a safe speed range at low temperatures by controlling both vehicle power output and timely transmission shifting. During low-temperature engine speed protection control, the instrument panel provides timely protection reminders to the driver upon meeting set conditions, allowing the driver to adopt the most beneficial driving method for engine protection while eliminating confusion caused by power changes.

[0133] The embodiments of this application can effectively identify the protection needs of the engine at low temperatures, and can achieve the protection effect through the coordinated control of multiple controllers. At the same time, the instrument provides timely prompts to the driver, which ensures that the engine can be effectively protected without causing confusion to the driver's driving perception due to the protection.

[0134] The embodiments of this application will be further described below.

[0135] Figure 3 This is a schematic diagram of a hybrid vehicle structure according to an embodiment of this application, such as... Figure 3 As shown, the hybrid vehicle structure may include an engine 31, a clutch 32, a motor 33, a transmission 34, a main reducer 35, wheels 36, wheels 37, an engine control unit 38, a motor control unit 39, a transmission control unit 40, and a vehicle control unit 41.

[0136] Figure 4 This is a flowchart of a low-temperature engine protection control method for a hybrid electric vehicle according to an embodiment of this application, such as... Figure 4As shown, the method may include the following steps.

[0137] Step S401: Monitor the current fault status of the engine, motor, battery, transmission, ambient temperature, engine coolant temperature, transmission oil temperature, and other relevant signals.

[0138] In this embodiment, the current engine fault status, transmission fault status, motor fault status, battery fault status, and vehicle-related signals such as ambient temperature, engine coolant temperature, and transmission oil temperature are detected. Specifically, the engine fault status is obtained by the engine control unit, the transmission fault status by the transmission control unit, the motor fault status by the motor control unit, and the battery fault status by the battery control unit. Ambient temperature, engine coolant temperature, and transmission oil temperature signals are obtained by temperature sensors. If a vehicle-wide fault exists, low-temperature engine protection control is not implemented; if all vehicle controllers are functioning normally, the next step of the judgment is performed.

[0139] Step S402: If the current state meets the cryogenic engine protection conditions, then enter cryogenic engine protection control.

[0140] In this embodiment, when the ambient temperature is lower than a certain set value t1 and the engine coolant temperature is lower than a certain set value t2, it is determined that low-temperature engine protection is required, and the engine speed is actively controlled to not exceed the maximum allowable speed n1 under low-temperature conditions. The specific values ​​of the ambient temperature set value t1, the engine coolant temperature set value t2, and the maximum allowable engine speed n1 at low temperatures need to be provided by engine testing professionals.

[0141] Optionally, cryogenic engine protection control can be implemented after the cryogenic engine protection control conditions are met.

[0142] Low-temperature engine protection is mainly implemented in two ways: the vehicle control unit sends a forced shift speed n1 to the transmission control unit, and the transmission control unit actively upshifts based on the forced shift speed. Table 1 shows a correspondence between transmission oil temperature and wheel-end torque limit value according to an embodiment of this application. As shown in Table 1, in order to prevent excessive power output and the transmission from shifting gears in a timely manner at low temperatures, causing the engine speed to exceed the maximum permissible speed at low temperatures, the vehicle control unit will actively perform torque limit control. The wheel-end torque limit value T1 is related to the transmission oil temperature t3.

[0143] Table 1. Correspondence between transmission oil temperature and wheel end torque limit value

[0144]

[0145] Step S403: If the engine is currently in a low-temperature protection state and the user reminder conditions are met, then the instrument panel will display a prompt according to the set display content.

[0146] In this embodiment, if the engine is currently in a low-temperature protection state and the user reminder conditions are met, an instrument panel prompt will be displayed according to the preset information. If the user has no need for vehicle power, no prompt is needed via the instrument panel. However, if there is a significant power demand and the required torque cannot be met, a prompt will be issued. The user reminder conditions are: the current gear is drive (D or R), and the driver's required torque T2 is greater than the engine's low-temperature protection wheel end torque limit T1. When both conditions are met, an instrument panel prompt will be issued to the driver. The driver's required torque T2 is calculated based on the driver's operation, and the instrument panel prompt content is displayed based on the developer's input.

[0147] Step S404: If the current state meets the cryogenic engine protection exit condition, then exit cryogenic engine protection control.

[0148] In this embodiment, the main conditions for exiting the cryogenic engine protection control are: the engine is in a non-operating state, the engine coolant temperature is greater than t3, and the engine operating time is greater than T_max. Meeting any one of these three conditions will exit the cryogenic engine protection control. The engine operating state, engine coolant temperature t3, and engine continuous operating time are all obtained by the engine control unit, while the specific value of the engine continuous operating time T_max needs to be provided by the engine testing professionals.

[0149] Step S405: If the current state meets the exit conditions for the low-temperature engine protection prompt, then exit the instrument prompt according to the set display content.

[0150] In this embodiment, the condition for exiting the low-temperature engine protection user reminder is to delay for a certain time T_Delay after the low-temperature engine protection exit condition is met. This time is generally determined by the vehicle evaluation personnel and is usually 4 to 5 seconds.

[0151] Figure 5 This is a flowchart of another hybrid electric vehicle cryogenic engine protection control method according to an embodiment of this application, such as... Figure 5 As shown, the method may include the following steps.

[0152] Step S501: Current power system fault status and whether related signals are normal.

[0153] In this embodiment, if the current power system is in a fault state and the relevant signals are normal, step S502 can be executed; otherwise, step S506 can be executed.

[0154] Step S502: Does the condition for entering the cryogenic engine protection control meet?

[0155] In this embodiment, if the conditions for entering the cryogenic engine protection control are met, step S503 can be executed; otherwise, step S506 can be executed.

[0156] Step S503: Does the condition for entering the low-temperature engine protection instrument display meet?

[0157] In this embodiment, if the conditions for entering the low-temperature engine protection instrument display are met, step S505 can be executed; otherwise, step S504 can be executed.

[0158] Step S504, Low-temperature engine protection control.

[0159] In this embodiment, even without triggering instrument panel warnings, the system still executes low-temperature protection control logic based on whether the ambient temperature and engine coolant temperature meet the entry conditions. This includes sending a forced shift speed command to the transmission control unit and implementing wheel-end torque limiting control based on the transmission fluid temperature, ensuring that the engine speed remains within a safe range. This process is entirely executed autonomously by the control unit without providing any interface prompts to the driver. It is suitable for operating conditions with no significant driving demand or unrestricted power output, achieving concealed protection and avoiding interference from invalid information.

[0160] Step S505: Low-temperature engine protection control and user instrument display.

[0161] In this embodiment, while meeting the conditions for entering low-temperature protection control, if the driver's required torque exceeds the system's torque limit and the current gear is drive, the system, in addition to executing the aforementioned protection control, proactively displays a preset prompt message through the graphical user interface, informing the driver that the vehicle is currently in low-temperature protection mode and that the power output limitation is a proactive system strategy, not caused by a malfunction. This step achieves a synchronous closed loop of control and interaction, improving driving transparency and reducing misoperation or cognitive confusion caused by changes in power response.

[0162] Step S506, normal control and instrument display.

[0163] In this embodiment, when there is a fault in the power system or the low temperature protection conditions are not met, the system terminates all low temperature protection interventions, restores the normal power output control strategy and standard instrument display logic, the engine speed and torque response are freely adjusted according to the driving intention, and the instrument only displays normal vehicle status information, ensuring that the vehicle maintains normal driving performance and human-machine interaction experience in non-low temperature or abnormal conditions.

[0164] According to an embodiment of this application, a vehicle control device is also provided. It should be noted that this vehicle control device can be used to execute the vehicle control method described in the above embodiments.

[0165] Figure 6This is a schematic diagram of a vehicle control device according to an embodiment of this application, such as... Figure 6 As shown, the vehicle control device 600 may include: an acquisition unit 602, a determination unit 604, and a control unit 606.

[0166] The acquisition unit 602 is used to acquire the vehicle's operating status information and the environmental status information of the environment in which the vehicle is located.

[0167] The determining unit 604 is used to respond to the operating status information and the environmental status information, satisfy the control conditions for triggering the control of the vehicle, adjust the initial shift speed of the vehicle to the target shift speed based on the operating status information, and determine the torque limit value adapted to the operating status information, wherein the shift timing indicated by the target shift speed is earlier than the shift timing indicated by the initial shift speed.

[0168] Control unit 606 is used to control the vehicle based on target shift speed and torque limits, wherein, in the environment, the driving performance of the controlled vehicle is greater than the driving performance of the vehicle to be controlled.

[0169] In this embodiment, the acquisition unit 602 acquires the vehicle's operating status information and the environmental status information of the vehicle's environment. The determination unit 604, responding to the operating status information and environmental status information, satisfies the control conditions for triggering vehicle control. Based on the operating status information, it adjusts the vehicle's initial shift speed to a target shift speed and determines a torque limit adapted to the operating status information. The shift timing indicated by the target shift speed is earlier than the shift timing indicated by the initial shift speed. The control unit 606 controls the vehicle based on the target shift speed and the torque limit. In this environment, the driving performance of the controlled vehicle is greater than that of the vehicle to be controlled. This solves the technical problem of low vehicle control accuracy and achieves the technical effect of improving vehicle control accuracy.

[0170] According to an embodiment of this application, a computer-readable storage medium is also provided, the storage medium including a stored program, wherein the program executes the methods described in the embodiments of this application.

[0171] According to an embodiment of this application, a processor is also provided for running a program, wherein the program executes the methods described in the embodiments of this application during runtime.

[0172] According to another aspect of the embodiments of this application, an electronic device is also provided. Figure 7 This is a schematic diagram of an electronic device according to an embodiment of this application, such as... Figure 7As shown, the electronic device 70 includes a memory 701 and a processor 702. The memory 701 stores a computer program, and the processor 702 is configured to run the computer program to perform the methods described in the embodiments of this application.

[0173] According to another aspect of the embodiments of this application, a computer program product is also provided. This computer program product includes a computer program that, when executed by a processor, implements the methods described in the embodiments of this application.

[0174] According to another aspect of the embodiments of this application, a vehicle is also provided. The vehicle includes a memory and a processor. The memory stores an executable program; the processor is used to run the program, which, when running, implements the methods described in the embodiments of this application.

[0175] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0176] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0177] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0178] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0179] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0180] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for controlling a vehicle, characterized in that, include: Obtain the vehicle's operating status information and the environmental status information of the environment in which the vehicle is located; In response to the operating status information and the environmental status information, if the control conditions for triggering control of the vehicle are met, the initial shift speed of the vehicle is adjusted to the target shift speed based on the operating status information, and a torque limit value adapted to the operating status information is determined, wherein the shift timing indicated by the target shift speed is earlier than the shift timing indicated by the initial shift speed. The vehicle is controlled based on the target shift speed and the torque limit, wherein, in the environment, the driving performance of the controlled vehicle is greater than the driving performance of the vehicle to be controlled.

2. The method according to claim 1, characterized in that, The control of the vehicle based on the target shift speed and the torque limit includes: In response to the engine speed in the vehicle reaching the target shift speed, the vehicle is controlled to perform a shift operation; The vehicle output torque after gear shifting conforms to the torque limit.

3. The method according to claim 2, characterized in that, The vehicle includes a transmission, and the step of controlling the vehicle to perform a gear shift operation in response to the engine speed in the vehicle reaching the target shift speed includes: In response to the speed reaching the target shift speed, the transmission is controlled to perform the shift operation; And / or, The vehicle includes an engine, and the vehicle outputs torque that meets the torque limit after the gear shift is controlled, including: In response to the completion of the gear shifting operation, the engine is controlled to send a target torque to the wheel ends of the vehicle, wherein the target torque is less than or equal to the torque limit.

4. The method according to claim 1, characterized in that, The step of responding to the operating state information and the environmental state information, satisfying the control conditions for triggering control of the vehicle, and adjusting the initial shift speed of the vehicle to the target shift speed based on the operating state information, includes: In response to the operating status information and the environmental status information, and if the control conditions are met, the vehicle is controlled to enter the protection control mode; In the protection control mode, based on the operating status information, the initial shift speed is adjusted to the target shift speed.

5. The method according to claim 1, characterized in that, The operating status information includes temperature information, which represents the oil temperature of the transmission in the vehicle. Determining the torque limit value adapted to the operating status information includes: In response to the operating status information and the environmental status information, and to meet the control conditions, the torque limit is determined based on the temperature information and the mapping information. The mapping information is used to represent the mapping relationship between multiple temperature information samples and multiple torque limit samples. The torque limit is the torque limit sample among the multiple torque limit samples that has a mapping relationship with the temperature information.

6. The method according to any one of claims 1 to 5, characterized in that, The method further includes: The operating status information is verified to obtain a first verification result, and the environmental status information is verified to obtain a second verification result. The first verification result is used to indicate whether the operating status information meets the control conditions, and the second verification result is used to indicate whether the environmental status information meets the control conditions. In response to the first verification result indicating that the operating status information meets the control condition, and the second verification result indicating that the environmental status information meets the control condition, it is determined that the operating status information and the environmental status information meet the control condition; In response to the first verification result indicating that the operating status information does not meet the control conditions, and / or the second verification result indicating that the environmental status information does not meet the control conditions, it is determined that the operating status information and the environmental status information do not meet the control conditions.

7. The method according to claim 6, characterized in that, The environmental state information includes the ambient temperature. Verifying the environmental state information to obtain a second verification result includes: In response to the ambient temperature being lower than the ambient temperature threshold, the second verification result is determined to indicate that the environmental state information meets the control conditions. And / or, The operating status information includes temperature information, which represents the oil temperature of the transmission in the vehicle. Verifying the operating status information to obtain a first verification result includes: In response to the temperature information being lower than the temperature information threshold, the second verification result is determined to be that the operating status information meets the control conditions.

8. The method according to any one of claims 1 to 5, characterized in that, The method further includes: In response to the fact that the operating status information and the environmental status information meet the control conditions, and the operating status information meets the display conditions of the vehicle, a prompt message is displayed on the graphical user interface of the vehicle, wherein the prompt message is used to indicate that the vehicle is about to enter the protection control mode.

9. The method according to claim 8, characterized in that, The operating status information includes the vehicle's gear position and the torque demand of the passengers in the vehicle. Controlling the vehicle to display prompts on the vehicle's graphical user interface includes: In response to the operating status information and the environmental status information satisfying the control conditions, and the operating status information satisfying the following display conditions, the prompt information is displayed on the graphical user interface: The gear position is the drive gear; The required torque is greater than the torque limit.

10. The method according to any one of claims 1 to 5, characterized in that, The method further includes: In response to the operating status information satisfying the control exit condition of the vehicle, the vehicle is controlled to exit the protection control mode.

11. The method according to claim 10, characterized in that, The control of the vehicle to exit the protection control mode includes: In response to the operating status information satisfying at least one of the following control exit conditions, the vehicle is controlled to exit the protection control mode: The engine in the vehicle is not in operation according to the operating status information. The engine coolant temperature in the operating status information is greater than the temperature threshold. The duration during which the engine is in the operating state in the operating status information is greater than the duration threshold.

12. A vehicle control device, characterized in that, include: The acquisition unit is used to acquire the vehicle's operating status information and the environmental status information of the environment in which the vehicle is located; The determining unit is configured to respond to the operating state information and the environmental state information, satisfy the control conditions for triggering control of the vehicle, adjust the initial shift speed of the vehicle to a target shift speed based on the operating state information, and determine a torque limit value adapted to the operating state information, wherein the shift timing indicated by the target shift speed is earlier than the shift timing indicated by the initial shift speed. A control unit is configured to control the vehicle based on the target shift speed and the torque limit, wherein, in the environment, the driving performance of the controlled vehicle is greater than the driving performance of the vehicle to be controlled.

13. A processor, characterized in that, The processor is used to run a program, wherein the program, when running, performs the method according to any one of claims 1 to 11.

14. An electronic device, characterized in that, The method includes a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the method according to any one of claims 1 to 11.

15. A vehicle, characterized in that, The method includes a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the method according to any one of claims 1 to 11.

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