Hybrid vehicle volute temperature determination method, device, equipment and medium

Abstract

This application provides a method, apparatus, device, and medium for determining the volute temperature of a hybrid vehicle. The method includes: acquiring the initial volute temperature at the moment the engine is stopped; determining a basic cooling component based on the natural decay of the volute temperature over time after the engine stops; determining an additional cooling component based on the forced convection cooling effect of the airflow generated by the vehicle's operation using new energy power while the engine is stopped; and determining the current volute model temperature based on the initial volute temperature, the basic cooling component, and the additional cooling component. This application's embodiment, through the above method, helps to solve the problem of inaccurate volute temperature estimation in hybrid vehicles when the engine is stopped, leading to inaccurate turbocharger control strategy response.

Description

Technical Field

[0001] This application relates to the field of hybrid electric vehicle technology, and more specifically, to a method, apparatus, device, and medium for determining the temperature of a hybrid vehicle's volute. Background Technology

[0002] The turbocharger is one of the core components of a hybrid vehicle engine. Its turbine housing is subjected to the impact of high-temperature exhaust gases during operation, and temperature changes directly affect the turbocharger's performance and lifespan. Accurately obtaining the turbine housing temperature is crucial for the engine control unit (ECU) to formulate reasonable turbocharger protection strategies and avoid control overshoot or oscillation.

[0003] Currently, the most common methods for determining the volute temperature in the industry are based on estimations under engine operating conditions. For example, the volute temperature is calculated by looking up tables or models based on parameters such as engine speed, load, and exhaust temperature. These methods maintain high accuracy even when the engine is running continuously.

[0004] However, in hybrid vehicles, the engine frequently shuts down, such as during operation or while idling. When the engine is off, the aforementioned estimation methods based on operating parameters become unusable. Existing technologies typically employ simple estimation methods that decay over time, but in practical applications, this method deviates significantly from actual temperature, leading to inaccurate turbocharger control responses when the engine restarts, impacting driving experience and component lifespan. Summary of the Invention

[0005] In view of this, embodiments of this application provide a method, apparatus, device, and medium for determining the volute temperature of a hybrid vehicle, in order to solve the problem that inaccurate estimation of the volute temperature in a hybrid vehicle with the engine off, leading to inaccurate response of the turbocharger control strategy.

[0006] In a first aspect, embodiments of this application provide a method for determining the temperature of a hybrid vehicle's volute housing, the method comprising: Obtain the initial temperature of the volute casing at the moment the engine stops; Based on the natural decay of the volute temperature over time after the engine is shut down, the basic cooling components are determined. Based on the forced convection cooling law of the volute generated by the airflow of the vehicle when the engine is off and it is running on new energy power, an additional cooling component is determined; the additional cooling component is obtained by accumulating the forced convection cooling effect at every moment from the moment of engine stop to the current moment. The current temperature of the volute model is determined based on the initial temperature of the volute, the basic cooling component, and the additional cooling component.

[0007] In one feasible implementation, the natural decay law is determined based on the duration of shutdown and is used to characterize the temperature decrease of the volute over time when it is at rest.

[0008] In one feasible implementation, determining the basic cooling component based on the natural decay of the volute temperature over time after engine shutdown includes: Stop the engine after it reaches the preset volute temperature; Based on multiple rounds of shutdown cooling tests, the actual temperature data of the volute corresponding to different shutdown durations were determined; Based on statistical analysis of the actual temperature data of the volute, the natural decay coefficient corresponding to each shutdown time point is determined; the natural decay coefficient is used to determine the basic cooling component.

[0009] In one feasible implementation, the forced convection cooling law is determined based on real-time vehicle speed and is used to characterize the additional cooling rate of the airflow on the volute at different vehicle speeds.

[0010] In one feasible implementation scheme, based on the forced convection cooling law of the volute generated by the airflow of the vehicle operating under new energy power when the engine is off, the additional cooling component is determined, including: Stop the engine after it reaches the preset volute temperature; The vehicle was controlled to drive at multiple preset speeds using new energy power, and multiple rounds of convection cooling tests were conducted to collect the actual temperature data of the volute at different shutdown times under each speed condition. Based on statistical analysis of the actual temperature data of the volute, the forced convection cooling coefficient corresponding to each vehicle speed is determined; the forced convection cooling coefficient is used to determine the additional cooling component.

[0011] In one feasible implementation, the additional cooling component is calculated through the following steps: Obtain the real-time vehicle speed at every moment; The instantaneous forced convection cooling rate at that moment is determined based on the real-time vehicle speed; The additional cooling component is obtained by integrating and summing all instantaneous forced convection cooling rates from the shutdown time to the current time.

[0012] In one feasible implementation, determining the current temperature of the volute model based on the initial temperature of the volute, the basic cooling component, and the additional cooling component includes: The temperature after basic cooling is determined based on the temperature difference between the initial temperature of the volute and the ambient temperature, and the basic cooling component. The difference between the temperature after basic cooling and the additional cooling component is determined as the current temperature of the volute model.

[0013] Secondly, embodiments of this application also provide a device for determining the temperature of a hybrid vehicle's volute housing, the device comprising: The acquisition module is used to acquire the initial temperature of the volute at the moment the engine stops. The first cooling module is used to determine the basic cooling components based on the natural decay of the volute temperature over time after the engine is stopped. The second cooling module is used to determine an additional cooling component based on the forced convection cooling law of the volute generated by the airflow of the vehicle when it is running with new energy power while the engine is off. The additional cooling component is obtained by accumulating the forced convection cooling effect at each moment from the moment of engine stop to the current moment. The determination module is used to determine the current temperature of the volute model based on the initial temperature of the volute, the basic cooling component, and the additional cooling component.

[0014] In one feasible implementation, the natural decay law is determined based on the duration of shutdown and is used to characterize the temperature decrease of the volute over time when it is at rest.

[0015] In one feasible implementation, the first cooling module is used to determine a basic cooling component based on the natural decay of the volute temperature over time after engine shutdown, for the following purposes: Stop the engine after it reaches the preset volute temperature; Based on multiple rounds of shutdown cooling tests, the actual temperature data of the volute corresponding to different shutdown durations were determined; Based on statistical analysis of the actual temperature data of the volute, the natural decay coefficient corresponding to each shutdown time point is determined; the natural decay coefficient is used to determine the basic cooling component.

[0016] In one feasible implementation, the forced convection cooling law is determined based on real-time vehicle speed and is used to characterize the additional cooling rate of the airflow on the volute at different vehicle speeds.

[0017] In one feasible implementation, the second cooling module is used to determine an additional cooling component based on the forced convection cooling pattern of the volute generated by the airflow of the vehicle operating under new energy power when the engine is off, for the following purposes: Stop the engine after it reaches the preset volute temperature; The vehicle was controlled to drive at multiple preset speeds using new energy power, and multiple rounds of convection cooling tests were conducted to collect the actual temperature data of the volute at different shutdown times under each speed condition. Based on statistical analysis of the actual temperature data of the volute, the forced convection cooling coefficient corresponding to each vehicle speed is determined; the forced convection cooling coefficient is used to determine the additional cooling component.

[0018] In one feasible implementation, the additional cooling component is calculated through the following steps: Obtain the real-time vehicle speed at every moment; The instantaneous forced convection cooling rate at that moment is determined based on the real-time vehicle speed; The additional cooling component is obtained by integrating and summing all instantaneous forced convection cooling rates from the shutdown time to the current time.

[0019] In one feasible implementation, the determining module is configured to determine the current temperature of the volute model based on the initial temperature of the volute, the basic cooling component, and the additional cooling component, for the following purposes: The temperature after basic cooling is determined based on the temperature difference between the initial temperature of the volute and the ambient temperature, and the basic cooling component. The difference between the temperature after basic cooling and the additional cooling component is determined as the current temperature of the volute model.

[0020] Thirdly, embodiments of this application also provide an electronic device, including: a processor, a storage medium, and a bus, wherein the storage medium stores machine-readable instructions executable by the processor, and when the electronic device is running, the processor communicates with the storage medium via the bus, and the processor executes the machine-readable instructions to perform the steps of the hybrid vehicle volute temperature determination method as described in any one of the first aspects.

[0021] Fourthly, embodiments of this application also provide a computer-readable storage medium storing a computer program, which, when executed by a processor, performs the steps of the hybrid vehicle volute temperature determination method as described in any one of the first aspects.

[0022] This application provides a method, apparatus, device, and medium for determining the temperature of a hybrid vehicle's volute housing. By decomposing the volute housing cooling process into a basic cooling component corresponding to the natural decay law and an additional cooling component corresponding to the forced convection cooling law, and by accumulating the forced convection cooling effect at each moment when determining the additional cooling component, the volute housing temperature change can still be accurately tracked even when the engine is off.

[0023] Compared to existing technologies that rely solely on simple time decay curves for estimation, this application's embodiments fully consider the continuous cooling effect of airflow on the volute under the unique operating condition of hybrid vehicles where the engine is off but the vehicle continues to operate using new energy power. By introducing forced convection cooling principles and using an additive method to determine the additional cooling component, the impact of vehicle speed changes on the volute's cooling process can be more realistically reflected, effectively reducing the deviation between the model temperature and the actual temperature.

[0024] The embodiments of this application help to solve the technical problem that inaccurate estimation of the volute temperature when the engine is stopped in a hybrid vehicle leads to inaccurate response of the turbocharger control strategy, thereby improving the turbocharger control accuracy, avoiding control overshoot or oscillation caused by temperature misjudgment, and ensuring the smoothness of engine restart and component life.

[0025] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0026] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 A flowchart of a method for determining the temperature of a hybrid vehicle's volute provided in an embodiment of this application is shown.

[0028] Figure 2 A flowchart of another method for determining the temperature of a hybrid vehicle's volute provided in an embodiment of this application is shown.

[0029] Figure 3 A schematic diagram of a hybrid vehicle volute temperature determination device provided in an embodiment of this application is shown.

[0030] Figure 4 A schematic diagram of the structure of an electronic device provided in an embodiment of this application is shown. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely represents selected embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0032] The turbocharger is one of the core components of a hybrid vehicle engine. Its casing is subjected to the impact of high-temperature exhaust gases during operation, and temperature changes directly affect the turbocharger's performance and lifespan. Accurately obtaining the casing temperature is crucial for the engine control unit to formulate reasonable turbocharger protection strategies and avoid control overshoot or oscillation.

[0033] In traditional gasoline-powered vehicles, the engine runs continuously, and the volute temperature can be estimated relatively accurately using operating parameters such as engine speed, load, and exhaust temperature. However, in hybrid vehicles, due to the electric motor drive system, the engine experiences frequent shutdowns, such as stopping while driving or stopping at idle. When the engine stops, the aforementioned estimation methods based on operating parameters become unusable.

[0034] A common approach to estimating the volute temperature after engine shutdown is to use a simple time decay curve, assuming that the volute temperature decreases only according to a fixed pattern as the shutdown time increases. However, in practical applications, this method often results in a significant deviation from the actual temperature. Research has revealed that this deviation primarily stems from an insufficiently comprehensive simplification of the cooling process.

[0035] Specifically, in the unique operating condition of hybrid vehicles where the engine is off but the vehicle continues to operate on renewable energy, the cooling process of the volute is actually affected by two factors: natural cooling during engine downtime and forced convection cooling from the airflow generated by vehicle movement. The latter causes the volute temperature to drop faster, and the higher the vehicle speed and the stronger the airflow, the more significant the cooling effect. However, simple time decay curves only consider the former, neglecting the influence of airflow, thus leading to particularly significant estimation errors when the vehicle is in motion.

[0036] Because the temperature of the volute is not accurately estimated, when the engine is restarted from a stopped state, the control unit cannot accurately determine the true thermal state of the volute. This may cause the turbocharger protection strategy to respond sluggishly or too aggressively, which may lead to problems such as control overshoot and oscillation, affecting driving smoothness and component life.

[0037] Therefore, there is a need for an improved method for determining the volute temperature of hybrid vehicles, which can more accurately track volute temperature changes by comprehensively considering time decay and airflow effects when the engine is off, thus providing a reliable basis for control strategies when the engine restarts.

[0038] Based on this, embodiments of this application provide a method, apparatus, device, and medium for determining the temperature of a hybrid vehicle's volute, which will be described below through embodiments.

[0039] To facilitate understanding of this embodiment, a method for determining the temperature of a hybrid vehicle's volute casing, as disclosed in this application, will first be described in detail. For example... Figure 1 As shown, it includes the following steps: Step 101: Obtain the initial temperature of the volute at the moment the engine stops.

[0040] The initial temperature of the volute at the moment the engine stops is the starting point for the entire temperature estimation process. In hybrid vehicles, the engine frequently starts and stops depending on operating conditions. When the engine is running, the volute temperature can be obtained in several ways. For example, some vehicles have a temperature sensor installed near the turbocharger volute, which can directly read the real-time temperature value. Other vehicles, while not equipped with a volute temperature sensor, typically have a volute temperature model running internally in the engine control unit, which can calculate the current volute temperature based on parameters such as engine speed, load, and exhaust temperature. These methods all offer high accuracy during engine operation.

[0041] When a vehicle enters pure electric drive mode, or when the engine temporarily shuts down due to traffic lights, congestion, or other situations, the engine control unit or vehicle controller will detect the shutdown event. At this point, the initial temperature of the volute (or crankcase) is recorded just before the shutdown. This value reflects the thermal state of the volute at the start of the shutdown and is the basis for subsequent temperature change assessments.

[0042] In practical applications, there is no single way to obtain the initial temperature of the volute. Besides direct sensor measurement and real-time model estimation mentioned above, both can be combined for verification. For example, with sensors available, sensor readings can be used to calibrate the model output, ensuring that the temperature value recorded at the moment of shutdown is more reliable. Regardless of the method used, as long as the accurate temperature at the moment of shutdown can be obtained, the requirements of this step will be met.

[0043] Furthermore, the definition of the initial temperature of the volute is not limited to the strict instant of engine shutdown. In some scenarios, the engine shutdown process itself has a brief transition phase during which the exhaust gas flow gradually decreases, and the volute temperature may still be slowly changing. In this case, the temperature at the moment the engine cuts off fuel or stops ignition can also be used as the initial temperature of the volute, or the average temperature over a very short period before and after shutdown can be used as the initial value. These variations can achieve the same purpose as this step and are more in line with the actual operating characteristics of vehicles.

[0044] In summary, the core of step 101 is to obtain a reliable starting temperature value to provide a benchmark for subsequent temperature tracking. The specific methods used to obtain this value, the timing of the acquisition, and whether it has been verified can all be flexibly chosen based on the vehicle's actual configuration and engineering requirements.

[0045] Step 102: Determine the basic cooling component based on the natural decay law of the volute temperature over time after the engine stops.

[0046] After the engine stops, the volute loses the continuous heating from the hot exhaust gases and gradually dissipates heat to the surrounding environment, causing its temperature to drop. This cooling process still occurs even when the vehicle is completely stationary and there is no external airflow disturbance. The natural decay law mentioned in this step describes the inherent characteristic of the volute's temperature change over time in this static state.

[0047] From a physical perspective, the natural cooling of the volute follows the basic principles of heat transfer. As a high-temperature metal component, the volute has a temperature difference with the surrounding air, and heat is dissipated through convection and radiation. As the temperature decreases, the temperature difference gradually diminishes, and the heat dissipation rate slows down accordingly. Therefore, the temperature change over time is not linear, but rather a gradually flattening decay curve. This characteristic is the theoretical basis for determining the fundamental cooling component.

[0048] In practical engineering applications, there are various ways to determine the natural decay law. A common approach is to obtain basic data through preliminary experiments.

[0049] For example, the natural decay law is determined based on the duration of shutdown and is used to characterize the temperature decrease of the volute over time in a static state.

[0050] A common method for determining the basic cooling component in step 102 above, based on the natural decay of the volute temperature over time after engine shutdown, includes: The engine is stopped after running to a preset volute temperature; based on multiple rounds of shutdown cooling tests, the actual volute temperature data corresponding to different shutdown durations are determined; based on statistical analysis of the actual volute temperature data, the natural decay coefficient corresponding to each shutdown time point is determined; the natural decay coefficient is used to determine the basic cooling component.

[0051] In other words, with the vehicle stationary, the engine can be run until the volute reaches a certain temperature (a preset volute temperature) and then stopped. The temperature change over time can then be continuously recorded. Through multiple rounds of repeated experiments and statistical analysis of the collected data, a set of coefficients reflecting temperature decay over time can be obtained, or a curve showing temperature change over time can be fitted. This data can be stored in the control unit, and during actual operation, the corresponding base cooling component can be obtained by looking up a table or interpolating based on the shutdown time.

[0052] Besides experimental calibration, a simplified mathematical model can also be established based on heat transfer theory. For example, the natural cooling process of the volute can be approximated as a first-order thermodynamic system, with its temperature change described by an exponential decay function. The main parameter that needs to be determined in this case is the time constant, which can be estimated based on the physical properties of the volute, such as its material, mass, and surface area, or calibrated through a small number of experiments. The advantage of this method is that it requires less computation and can continuously output temperature values ​​at any given time, without being limited to discrete data points.

[0053] Another approach is to combine experimental data with theoretical models. First, experimental data is used to verify the rationality of the model's structure. Then, the model is used to fit the experimental data, resulting in a smoother and more complete temperature decay pattern. This hybrid approach ensures both the physical interpretability of the model and makes full use of the reliability of the measured data.

[0054] The "basic cooling component" mentioned in this step, in a physical sense, refers to the temperature that the casing should reach after a period of downtime, starting from its initial temperature, considering only natural heat dissipation. It serves as a baseline value, reflecting "how hot the casing should be now without external airflow interference." The accuracy of this baseline value directly affects the correction effect of subsequent additional cooling components.

[0055] It should be noted that the methods for determining the basic cooling component are not limited to those mentioned above. In actual vehicle development, the most suitable implementation path can be selected based on factors such as project cycle, cost budget, and accuracy requirements. The specific manifestations of the natural degradation law may differ for different vehicle models, different volute materials, and different environmental conditions, but the core idea remains the same: to establish a correlation between downtime and volute temperature in some way, providing a basic reference for subsequent temperature estimation.

[0056] Step 103: Based on the forced convection cooling law of the volute generated by the airflow of the vehicle driving with new energy power when the engine is stopped, determine the additional cooling component; the additional cooling component is obtained by accumulating the forced convection cooling effect at each moment from the time of engine stop to the current moment.

[0057] After the engine stops, if the vehicle does not come to a complete stop but continues to move using the electric motor, a continuous airflow will exist around the volute. This airflow will accelerate heat loss from the volute surface, causing the temperature to drop faster than when the vehicle is stationary. The forced convection cooling principle mentioned in this step describes this additional effect of the airflow generated by vehicle movement on the volute's cooling process.

[0058] Physically, forced convection cooling and natural cooling have different mechanisms. Natural cooling relies on natural convection between the volute and the surrounding air due to temperature differences, resulting in a relatively slow heat exchange rate. Forced convection cooling, on the other hand, involves the active flow of air across the volute surface, disrupting the thermal boundary layer adhering to the wall and allowing heat to be carried away more quickly. The higher the airflow velocity, the stronger the heat exchange effect, and the faster the volute temperature drops. Therefore, the forced convection cooling principle is determined based on real-time vehicle speed and is used to characterize the additional cooling rate of the volute by the airflow at different vehicle speeds.

[0059] In actual vehicle operation, vehicle speed is not constant. Vehicles may experience various states such as acceleration, deceleration, coasting, and constant speed, and the corresponding airflow speed is constantly changing. Therefore, the impact of forced convection cooling on the volute temperature is a dynamic process, requiring real-time tracking of vehicle speed changes and the accumulation of the cooling effect at each moment to accurately reflect the overall additional temperature reduction. The "accumulation of the forced convection cooling effect at each moment" mentioned in this step is precisely to address this reality of vehicle speed variations.

[0060] From an implementation perspective, there are multiple paths to determine the additional cooling component. One approach is to establish a mathematical model of forced convection based on heat transfer theory. In this model, there is a certain functional relationship between the heat transfer coefficient and the airflow velocity, which typically increases with increasing velocity. By substituting the real-time vehicle speed into the model, the instantaneous heat transfer intensity at the current moment can be calculated, thus obtaining the additional cooling amount per unit time. Accumulating these instantaneous quantities from the moment of shutdown to the current moment yields the additional cooling component.

[0061] Another more engineering-oriented approach is to pre-calibrate the correlation between vehicle speed and cooling effect through experiments. For example, based on the forced convection cooling law of the volute generated by the airflow of the vehicle running on new energy power when the engine is off, the additional cooling component is determined, including: The engine is stopped after reaching a preset volute temperature; the vehicle is controlled to drive at multiple preset speeds using new energy power, and multiple rounds of convection cooling tests are conducted to collect actual volute temperature data at different shutdown times under each speed condition; based on statistical analysis of the actual volute temperature data, the forced convection cooling coefficient corresponding to each speed is determined; the forced convection cooling coefficient is used to determine the additional cooling component.

[0062] In other words, cooling tests can be conducted at different vehicle speeds to record the temperature change of the volute over time, and then the equivalent cooling coefficient corresponding to each vehicle speed can be derived. These coefficients can be stored in a table indexed by vehicle speed. During actual operation, the instantaneous cooling rate at the current moment can be obtained by looking up the table based on the real-time vehicle speed, and then the additional cooling component can be obtained by summing them up.

[0063] Another approach combines the two methods mentioned above: first, a theoretical model is used to determine the functional form, and then experimental data is used to calibrate the specific parameters in the model. This method ensures the physical rationality of the model while improving accuracy through experimental calibration, and is a commonly used practice in engineering.

[0064] It should be noted that there are multiple implementation possibilities for the accumulation method itself. For discrete control systems, numerical integration is usually used, which involves multiplying the instantaneous cooling rate within each calculation cycle by the time step to obtain the cooling amount within that cycle, and then accumulating it into the total value. The shorter the calculation cycle, the closer the accumulation result is to the true continuous integral. When computational resources permit, more accurate integration algorithms, such as trapezoidal integrals or Simpson integrals, can also be used.

[0065] The "additional cooling component" mentioned in this step, in a physical sense, refers to the extra temperature reduction beyond natural cooling caused by the airflow generated by vehicle movement. It works in conjunction with the basic cooling component to determine the actual temperature trajectory of the volute after the engine is stopped. The sum or difference between the two (depending on the specific calculation logic) reflects the final temperature state reached by the volute from its initial temperature under the combined influence of time and airflow.

[0066] At the implementation level, this step does not limit the specific calculation method for the additional cooling component. Whether based on theoretical models, experimental calibration, or a combination of both, and whether using real-time table lookup, formula calculation, or numerical integration, as long as the two core ideas of "determining the cooling effect based on vehicle speed" and "accumulating the effect at each moment" are reflected, this step can be considered to have achieved its function. This flexibility allows this solution to adapt to different hardware platforms and accuracy requirements, exhibiting good engineering adaptability.

[0067] Step 104: Determine the current temperature of the volute model based on the initial temperature of the volute, the basic cooling component, and the additional cooling component.

[0068] After determining the basic and additional cooling components, this step combines these two parts with the initial temperature of the volute to obtain the current volute model temperature. This step is the culmination of the entire temperature estimation method; all the preceding work was done to output an accurate temperature value at this moment.

[0069] From a physical perspective, the initial temperature of the volute reflects the thermal state at the moment of shutdown and is the starting point for all subsequent temperature changes. The basic cooling component describes how much the volute temperature should drop if only natural heat dissipation is used, without airflow interference. The additional cooling component describes how much the temperature drops further due to airflow generated by vehicle movement. By combining these two cooling effects with the initial temperature, the actual temperature state of the volute at the current moment can be reconstructed.

[0070] In practical calculations, this combination can be implemented in several ways. One direct implementation is: Based on the temperature difference between the initial temperature of the volute and the ambient temperature, and the basic cooling component, the temperature after basic cooling is determined; the difference between the temperature after basic cooling and the additional cooling component is determined as the current temperature of the volute model.

[0071] First, calculate the temperature after natural cooling based on the basic cooling component, and then subtract the additional cooling component from this temperature.

[0072] It should be noted that both the basic cooling component and the additional cooling component are measured in temperature, so they can be directly added or subtracted. In the previous steps, the basic cooling component might be a temperature value obtained by looking up a table or calculating from a model, or it might be a temperature change calculated using a decay coefficient; the additional cooling component is a temperature change obtained by summing. Regardless of their specific form, they ultimately need to be unified to the same physical units for combined calculations.

[0073] In actual operation, this step can be executed periodically. For example, within each control cycle, a new basic cooling component is calculated based on the current elapsed downtime, a new additional cooling component is added based on the current real-time vehicle speed, and then the current volute model temperature is updated. In this way, as the downtime increases and the vehicle speed changes, the model temperature can continuously track the actual thermal state of the volute.

[0074] When the engine restarts, this model temperature serves as a crucial parameter for the engine control unit (ECU) in determining turbocharger protection strategies. For example, if the model temperature indicates the crankcase is still at a high temperature, the ECU may limit engine load or boost pressure to prevent excessive thermal load. If the model temperature indicates the crankcase has cooled sufficiently, engine performance can be released normally. Therefore, the model temperature output in this step directly impacts the control response after engine restart.

[0075] From an implementation perspective, this step does not limit the specific calculation method. Whether subtraction or addition is used, whether merging first and then subtracting or calculating in steps, as long as the current temperature can be obtained from the initial temperature and the two cooling components, the function of this step can be considered to have been achieved. This flexibility allows this solution to adapt to different software architectures and programming habits.

[0076] In some implementations, the calculated model temperature can be subjected to necessary limiting or filtering. For example, if the calculated temperature is lower than the ambient temperature, it can be clamped to the ambient temperature, since the volute will not actually cool below ambient temperature under real-world conditions. Alternatively, the calculation results for multiple consecutive cycles can be smoothed to avoid abrupt temperature jumps caused by drastic changes in vehicle speed. These processing methods help improve the reasonableness and stability of the model temperature.

[0077] Another possible approach is to record some intermediate variables while determining the current temperature, so that they can be accumulated in the next calculation cycle. For example, the additional cooling component accumulated in the previous cycle can be used as the initial value for the current cycle, avoiding redundant calculations. This recursive implementation can reduce the amount of computation and improve operating efficiency.

[0078] It's important to note that the "current moment" mentioned in this step is a dynamic concept. This step can be performed at any time after the engine has stopped, whenever the volute temperature needs to be obtained. This means the volute model temperature isn't updated only at specific times, but can be obtained as needed. This on-demand calculation method ensures real-time temperature readings while avoiding unnecessary computational overhead.

[0079] From an overall process perspective, steps 101 to 104 constitute a complete temperature estimation method. Step 101 provides the starting point, step 102 establishes the basic framework, step 103 introduces dynamic correction, and step 104 completes the final synthesis. These four steps are interconnected and together achieve accurate tracking of the volute temperature while the engine is off.

[0080] This application provides a method, apparatus, device, and medium for determining the temperature of a hybrid vehicle's volute housing. By decomposing the volute housing cooling process into a basic cooling component corresponding to the natural decay law and an additional cooling component corresponding to the forced convection cooling law, and by accumulating the forced convection cooling effect at each moment when determining the additional cooling component, the volute housing temperature change can still be accurately tracked even when the engine is off.

[0081] Compared to existing technologies that rely solely on simple time decay curves for estimation, this application's embodiments fully consider the continuous cooling effect of airflow on the volute under the unique operating condition of hybrid vehicles where the engine is off but the vehicle continues to operate using new energy power. By introducing forced convection cooling principles and using an additive method to determine the additional cooling component, the impact of vehicle speed changes on the volute's cooling process can be more realistically reflected, effectively reducing the deviation between the model temperature and the actual temperature.

[0082] The embodiments of this application help to solve the technical problem that inaccurate estimation of the volute temperature when the engine is stopped in a hybrid vehicle leads to inaccurate response of the turbocharger control strategy, thereby improving the turbocharger control accuracy, avoiding control overshoot or oscillation caused by temperature misjudgment, and ensuring the smoothness of engine restart and component life.

[0083] In a feasible implementation plan, such as Figure 2 As shown, the additional cooling component is calculated through the following steps: Step 201: Obtain the real-time vehicle speed at each moment.

[0084] Real-time vehicle speed is the fundamental input data for determining the effectiveness of forced convection cooling. During the operation of a hybrid vehicle, vehicle speed signals can be obtained in several ways. For example, the vehicle itself is equipped with a speed sensor that can measure wheel rotation speed in real time and convert it into vehicle speed. Alternatively, vehicle speed information can be read from the vehicle's CAN bus; this information is typically issued by the vehicle stability system or transmission control unit and broadcast throughout the vehicle network.

[0085] Even when the engine is off, the vehicle is driven by the electric motor, and its speed still changes in real time. Whether driving at a constant speed, accelerating to overtake, decelerating to coast, or waiting at a stop, the vehicle speed at every moment can be recorded or read. This continuously changing speed data forms the basis for subsequent calculations.

[0086] The method of obtaining vehicle speed is not limited to a single source. In some implementations, wheel speed sensor signals can be used directly; in others, speed measured by GPS can be used; still others combine both to obtain more accurate speed information. Regardless of the method used, as long as the vehicle speed value at the current moment can be obtained, the requirements of this step can be met.

[0087] Step 202: Determine the instantaneous forced convection cooling rate at that moment based on the real-time vehicle speed.

[0088] Once the vehicle speed at the current moment is known, the next step is to convert this speed into a corresponding forced convection cooling rate. This conversion process relies on a pre-established quantitative relationship between vehicle speed and cooling rate.

[0089] In practical applications, this quantitative relationship can take several forms. A common approach is to obtain a table mapping vehicle speed to cooling coefficient through pre-calibrated experiments. For example, the cooling rate corresponding to a vehicle speed of 20 km / h might be determined experimentally to be one value, and to a vehicle speed of 40 km / h to another value, and so on. During actual operation, the table is consulted based on the current real-time vehicle speed. If the vehicle speed falls exactly at the calibration point, the corresponding cooling rate is directly retrieved; if the vehicle speed falls between two calibration points, the corresponding cooling rate can be calculated using linear interpolation or other interpolation methods.

[0090] Besides using a lookup table, the relationship between vehicle speed and cooling rate can also be fitted to a mathematical function. For example, a curve can be fitted using experimental data, and this curve can be represented by a simple formula, such as a quadratic function, power function, or exponential function. During actual operation, substituting the current vehicle speed into this formula allows for direct calculation of the corresponding cooling rate. This method avoids the discrete errors introduced by lookup tables and does not require storing a large number of data points.

[0091] Another approach combines theoretical models with experimental calibration. First, the relationship between the heat transfer coefficient and flow velocity is derived based on heat transfer theory. Then, the parameters in the formula are calibrated through a small number of experiments. This method has both theoretical support and experimental calibration, and is commonly used in engineering practice.

[0092] It should be noted that the instantaneous cooling rate defined here refers to the additional temperature drop per unit time due to forced convection. In other words, if the current vehicle speed remains constant, the engine casing temperature will drop by this many degrees Celsius per second compared to natural cooling. This rate is typically measured in degrees Celsius per second, or, depending on the calculation period, in degrees Celsius per millisecond, degrees Celsius per hundred milliseconds, etc.

[0093] Step 203: Integrate and accumulate all instantaneous forced convection cooling rates from the shutdown time to the current time to obtain the additional cooling component.

[0094] Having determined the instantaneous cooling rate at each moment, the next step is to sum up these instantaneous effects. The reason for summing is that the effect of vehicle speed is continuous; the forced convection at each moment contributes to the total additional cooling. We cannot only look at the vehicle speed at the current moment, but must take into account the contribution of every moment from when the engine stopped until now.

[0095] In practical calculations, the method of accumulation depends on the degree of discretization of the control system. For discrete control systems, numerical integration is typically used. Specifically, within each calculation cycle, the instantaneous cooling rate at the current moment is multiplied by the duration of the cycle to obtain the additional cooling amount within that cycle, and this amount is then added to the previous sum. For example, if the calculation cycle is 100 milliseconds and the current cooling rate is 0.5°C / s, then the additional cooling amount within this cycle is 0.05°C, which is added to the previous sum.

[0096] The choice of calculation period affects the accuracy of the accumulation. A shorter period results in an accumulation that is closer to the true continuous integral, but it also places higher demands on computing resources. An excessively long period may miss details during rapid changes in vehicle speed, leading to inaccurate accumulation results. In practical engineering, an appropriate period needs to be selected based on hardware capabilities and accuracy requirements.

[0097] Besides the simplest rectangular integral, more precise integration algorithms can be used. For example, the trapezoidal integral uses the average of two consecutive time points to replace the current value, better reflecting the trend of change. The Simpson integral uses parabolic fitting, offering higher accuracy but also greater computational complexity. These different integration methods can be chosen based on the specific circumstances.

[0098] Another issue that needs to be addressed during the accumulation process is the initial value. From the moment of shutdown, the initial value of the additional cooling component is zero because no forced convection cooling has occurred yet. As time progresses, the value accumulated in each cycle increases, and the additional cooling component becomes larger and larger.

[0099] It's important to note that this accumulation occurs continuously while the vehicle is in motion. Even if the vehicle speed changes, the accumulation doesn't stop; however, the contribution in each cycle is dynamically adjusted based on the real-time vehicle speed. At higher speeds, the accumulated value in each cycle is larger; at lower speeds, the accumulated value is smaller; and at zero speed, there is no additional contribution, and the accumulated value remains constant. In this way, the final additional cooling component accurately reflects the total effect of all speed changes from when the engine stopped until now.

[0100] The temperature determination method of this scheme will be explained below with a specific calculation example. It should be noted that this example is only for understanding the calculation process of this scheme and does not constitute a limitation on the scope of protection of this scheme. In practical applications, specific parameter values, function forms, calibration methods, etc., can be adjusted according to factors such as vehicle model, hardware conditions, and accuracy requirements.

[0101] In some implementations of this scheme, the current temperature of the volute model can be obtained through the following calculation relationship:

[0102] in, It is the moment when the motor stops and the duration of motor shutdown is reached. It is the initial temperature of the volute casing at the moment the motor stops. It refers to the ambient temperature (usually the temperature at the moment the motor stops; the temperature remains relatively constant over a certain period, but it can also be updated periodically). Is The temperature of the volute at any given time. A natural cooling function, related to the duration of motor shutdown, reflects the natural cooling pattern of the volute under static conditions. Values ​​within this natural cooling function are used to obtain the temperature at which the volute is cooled. natural decay coefficient at time Similarly, by using a forced convection cooling function related to vehicle speed to reflect the forced convection cooling law of the airflow generated by vehicle movement on the volute, the forced convection cooling coefficient when the vehicle speed is v can be obtained. .

[0103] The first term of the above formula calculates the time decay under static conditions (considering only the time decay). )hour, The temperature difference between the volute and the ambient temperature. Adding the ambient temperature gives the absolute temperature at rest.

[0104] However, in reality, vehicles often continue to run after being stopped, and the airflow will bring additional cooling effects, so the result of the second integral accumulation needs to be subtracted.

[0105]

[0106] The second integral above represents the additional cooling effect caused by airflow at every moment since the machine stopped.

[0107] The following examples illustrate this: I. Acquisition of basic data: At the moment the engine stops, record the initial temperature of the volute and the ambient temperature. Suppose that during a certain engine shutdown... 600°C The temperature difference between the two is 25°C. The temperature is 575°C.

[0108] This temperature difference is an important baseline value in the entire calculation process, and the subsequent basic cooling component and additional cooling component are all related to this baseline value.

[0109] II. Natural Cooling Coefficient Determination: Taking a certain car model as an example, a set of results can be obtained through a cooling test under static conditions. Data relating to the duration of motor shutdown: when =0 seconds, =1.00; when =60 seconds, =0.98; when =120 seconds, =0.95; when =180 seconds, =0.90; when =240 seconds, =0.80; when =1800 seconds, =0.70.

[0110] These values ​​mean that, under static conditions, after 60 seconds, the temperature difference between the initial temperature of the volute and the ambient temperature decreases to the initial temperature difference. It shrinks to 0.98 times; after 120 seconds, it shrinks to 0.95 times; and so on. The gradual decrease from 1 indicates that the temperature difference is constantly decreasing, and the temperature of the volute is gradually approaching the ambient temperature.

[0111] In actual operation, if If the value falls exactly on the aforementioned calibration point, the corresponding coefficient value can be directly used. If the value falls between two calibration points, such as a 100-second stop, linear interpolation can be used for estimation. 100 seconds falls between 60 and 120 seconds, and the corresponding coefficient value falls between 0.98 and 0.95. Through interpolation, it can be calculated to be approximately 0.965. Of course, other interpolation methods can also be used, or the discrete points can be fitted to a continuous function, which will not be discussed further here.

[0112] III. Forced Convection Cooling Coefficient Determination: This describes the relationship between the additional cooling rate of the volute and vehicle speed under the influence of airflow generated by vehicle movement. This function also needs to be obtained through pre-calibration, and calibration typically requires... This process should be carried out based on the already calibrated values, so that the portion of the total cooling that is purely contributed by the airflow can be separated from the total cooling.

[0113] Taking this model as an example, a set of results can be obtained through cooling tests at different vehicle speeds. Data relating to vehicle speed. Here... Multiply by the initial temperature difference What you get is the extra cooling amount per unit time, therefore The unit is the reciprocal of the second (1 / s). For example, the experimental data is as follows: When the vehicle speed When = 0 (km / h), =0 (1 / s); When the vehicle speed =20 (km / h), =0.000174 (1 / s); When the vehicle speed =40 (km / h), =0.000348 (1 / s); When the vehicle speed =60 (km / h), =0.000522 (1 / s); When the vehicle speed =80 (km / h), =0.000696 (1 / s); When the vehicle speed =100 (km / h), =0.000870 (1 / s).

[0114] IV. Cumulative calculation of integral terms: This represents the cumulative sum of the additional cooling effect caused by airflow at every moment from the moment of shutdown to the present moment. In discrete control systems, this integral is usually achieved through accumulation.

[0115] V. Calculation of the final volute model temperature: Let's consider a simple driving scenario: After the vehicle's motor stops, it travels at a constant speed of 60 km / h for 60 seconds, then at a constant speed of 40 km / h for another 60 seconds, for a total of 120 seconds.

[0116] So the first item = (600 - 25) × 0.95 = 546.25 The second item is calculated in two segments (first 60 seconds, second 60 seconds): = (600-25)×0.000522×60+(600-25)×0.000348×60=18.009+12.006=30.015 =546.25-30.015=516.235℃.

[0117] It should be noted that the values ​​used in the examples above are hypothetical. In actual vehicle development, these values ​​need to be obtained through calibration tests, and different vehicle models and configurations may have different calibration results. For example, the coefficients mentioned above will vary depending on the material and surface area of ​​the volute. There will be differences; different vehicle shapes and different frontal areas. There will also be differences. Therefore, in practical applications, calibration is required for specific vehicle models, and data from other models cannot be directly applied.

[0118] Furthermore, the above calculation relationship is only one specific implementation of this scheme. In other implementations, other mathematical expressions can also be used, as long as they can reflect the combined effect of the two core factors of "time decay" and "airflow influence," the purpose of this scheme can be achieved. For example, the influence of forced convection can also be converted into a decay coefficient and then superimposed with the time decay coefficient; or a differential equation can be used to update the temperature value in real time at each moment. Different mathematical forms essentially describe the same physical process.

[0119] Based on the same technical concept, embodiments of this application also provide a device for determining the temperature of a hybrid vehicle's volute casing, such as... Figure 3 As shown, the device includes: The acquisition module 301 is used to acquire the initial temperature of the volute at the moment the engine stops.

[0120] The first cooling module 302 is used to determine the basic cooling component based on the natural decay law of the volute temperature over time after the engine stops.

[0121] The second cooling module 303 is used to determine an additional cooling component based on the forced convection cooling law of the volute generated by the airflow of the vehicle when it is running with new energy power while the engine is off. The additional cooling component is obtained by accumulating the forced convection cooling effect at each moment from the time of engine stop to the current moment.

[0122] The determination module 304 is used to determine the current temperature of the volute model based on the initial temperature of the volute, the basic cooling component, and the additional cooling component.

[0123] In one feasible implementation, the natural decay law is determined based on the duration of shutdown and is used to characterize the temperature decrease of the volute over time when it is at rest.

[0124] In one feasible implementation, the first cooling module is used to determine a basic cooling component based on the natural decay of the volute temperature over time after engine shutdown, for the following purposes: The engine is stopped after it reaches the preset volute temperature.

[0125] Based on multiple rounds of shutdown cooling tests, the actual temperature data of the volute corresponding to different shutdown durations were determined.

[0126] Based on statistical analysis of the actual temperature data of the volute, the natural decay coefficient corresponding to each shutdown time point is determined; the natural decay coefficient is used to determine the basic cooling component.

[0127] In one feasible implementation, the forced convection cooling law is determined based on real-time vehicle speed and is used to characterize the additional cooling rate of the airflow on the volute at different vehicle speeds.

[0128] In one feasible implementation, the second cooling module is used to determine an additional cooling component based on the forced convection cooling pattern of the volute generated by the airflow of the vehicle operating under new energy power when the engine is off, for the following purposes: The engine is stopped after it reaches the preset volute temperature.

[0129] The vehicle was controlled to drive at multiple preset speeds using new energy power, and multiple rounds of convection cooling tests were conducted to collect the actual temperature data of the volute at different shutdown times under each speed condition.

[0130] Based on statistical analysis of the actual temperature data of the volute, the forced convection cooling coefficient corresponding to each vehicle speed is determined; the forced convection cooling coefficient is used to determine the additional cooling component.

[0131] In one feasible implementation, the additional cooling component is calculated through the following steps: Get the real-time vehicle speed at every moment.

[0132] The instantaneous forced convection cooling rate at that moment is determined based on the real-time vehicle speed.

[0133] The additional cooling component is obtained by integrating and summing all instantaneous forced convection cooling rates from the shutdown time to the current time.

[0134] In one feasible implementation, the determining module is configured to determine the current temperature of the volute model based on the initial temperature of the volute, the basic cooling component, and the additional cooling component, for the following purposes: The temperature after basic cooling is determined based on the temperature difference between the initial temperature of the volute and the ambient temperature, as well as the basic cooling component.

[0135] The difference between the temperature after basic cooling and the additional cooling component is determined as the current temperature of the volute model.

[0136] Figure 4A schematic diagram of an electronic device provided in this application embodiment includes: a processor 401, a storage medium 402, and a bus 403. The storage medium 402 stores machine-readable instructions executable by the processor 401. When the electronic device runs the hybrid vehicle volute temperature determination method as described in the embodiment, the processor 401 communicates with the storage medium 402 via the bus 403, and the processor 401 executes the machine-readable instructions to perform the steps as described in the embodiment.

[0137] In this embodiment, the storage medium 402 may also execute other machine-readable instructions to perform other methods as described in the embodiment. For details on the specific execution steps and principles, please refer to the description of the embodiment, which will not be repeated here.

[0138] This application also provides a computer-readable storage medium storing a computer program that is executed by a processor to perform the steps as described in the embodiments.

[0139] In this embodiment, the computer program, when run by the processor, can also execute other machine-readable instructions to perform other methods as described in the embodiments. For details on the specific execution steps and principles, please refer to the description of the embodiments, which will not be repeated here.

[0140] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the division of modules is only a logical functional division, and in actual implementation, there may be other division methods. Furthermore, multiple modules or components may be combined or integrated into another system, or some features may be ignored or not executed. Additionally, the coupling or direct coupling or communication connection shown or discussed may be through some communication interface; the indirect coupling or communication connection between apparatuses or modules may be electrical, mechanical, or other forms.

[0141] The modules described as separate components may or may not be physically separate. The components shown as modules may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0142] In addition, 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.

[0143] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a processor-executable, non-volatile, 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 a portion 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, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0144] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A hybrid vehicle scroll temperature determination method characterized by comprising: The method includes: Obtain the initial temperature of the volute casing at the moment the engine stops; Based on the natural decay of the volute temperature over time after the engine is shut down, the basic cooling components are determined. Based on the forced convection cooling law of the volute generated by the airflow of the vehicle when the engine is off and it is running on new energy power, an additional cooling component is determined; the additional cooling component is obtained by accumulating the forced convection cooling effect at every moment from the moment of engine stop to the current moment. The current temperature of the volute model is determined based on the initial temperature of the volute, the basic cooling component, and the additional cooling component.

2. The method of claim 1, wherein, The natural decay law is determined based on the duration of shutdown and is used to characterize the temperature decrease of the volute over time when it is at rest.

3. The method of claim 2, wherein, The determination of the basic cooling component based on the natural decay of the volute temperature over time after engine shutdown includes: Stop the engine after it reaches the preset volute temperature; Based on multiple rounds of shutdown cooling tests, the actual temperature data of the volute corresponding to different shutdown durations were determined; Based on statistical analysis of the actual temperature data of the volute, the natural decay coefficient corresponding to each shutdown time point is determined; the natural decay coefficient is used to determine the basic cooling component.

4. The method of claim 1, wherein, The forced convection cooling law is determined based on real-time vehicle speed and is used to characterize the additional cooling rate of the airflow on the volute at different vehicle speeds.

5. The method of claim 4, wherein, The additional cooling component is determined based on the forced convection cooling law of the volute generated by the airflow of the vehicle operating under new energy power when the engine is off, including: Stop the engine after it reaches the preset volute temperature; The vehicle was controlled to drive at multiple preset speeds using new energy power, and multiple rounds of convection cooling tests were conducted to collect the actual temperature data of the volute at different shutdown times under each speed condition. Based on statistical analysis of the actual temperature data of the volute, the forced convection cooling coefficient corresponding to each vehicle speed is determined; the forced convection cooling coefficient is used to determine the additional cooling component.

6. The method of claim 1, wherein, The additional cooling component is calculated through the following steps: Obtain the real-time vehicle speed at every moment; The instantaneous forced convection cooling rate at that moment is determined based on the real-time vehicle speed; The additional cooling component is obtained by integrating and summing all instantaneous forced convection cooling rates from the shutdown time to the current time.

7. The method according to claim 1, characterized in that, The process of determining the current temperature of the volute model based on the initial temperature of the volute, the basic cooling component, and the additional cooling component includes: The temperature after basic cooling is determined based on the temperature difference between the initial temperature of the volute and the ambient temperature, and the basic cooling component. The difference between the temperature after basic cooling and the additional cooling component is determined as the current temperature of the volute model.

8. A device for determining the temperature of a hybrid vehicle's volute casing, characterized in that, The device includes: The acquisition module is used to acquire the initial temperature of the volute at the moment the engine stops. The first cooling module is used to determine the basic cooling components based on the natural decay of the volute temperature over time after the engine is stopped. The second cooling module is used to determine an additional cooling component based on the forced convection cooling law of the volute generated by the airflow of the vehicle when it is running with new energy power while the engine is off. The additional cooling component is obtained by accumulating the forced convection cooling effect at each moment from the moment of engine stop to the current moment. The determination module is used to determine the current temperature of the volute model based on the initial temperature of the volute, the basic cooling component, and the additional cooling component.

9. An electronic device, characterized in that, include: The device includes a processor, a storage medium, and a bus, wherein the storage medium stores machine-readable instructions executable by the processor, and when the electronic device is running, the processor communicates with the storage medium via the bus, and the processor executes the machine-readable instructions to perform the steps of the hybrid vehicle volute temperature determination method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, performs the steps of the hybrid vehicle volute temperature determination method as described in any one of claims 1 to 7.

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