A protection control method and device for vehicle engine parts, an electronic device and a storage medium

Abstract

This invention discloses a protection and control method, device, electronic device, and storage medium for vehicle engine components. The method includes: acquiring engine operating condition information of the target vehicle and acquiring the maximum in-cylinder combustion temperature of the engine components; determining the instantaneous temperature and equilibrium temperature of the engine components based on the engine operating condition information and the maximum in-cylinder combustion temperature; determining the engine failure cycle number based on the equilibrium temperature, and generating a throttle increase limit command when the failure cycle number exceeds a preset expected failure cycle number, the throttle increase limit command being used to limit the throttle increase rate of the target vehicle; and determining the average instantaneous temperature of the engine components based on the instantaneous temperature, and generating a torque limiting control command when the average instantaneous temperature exceeds a preset average instantaneous temperature threshold, the torque limiting control command being used to limit the engine's output torque, thereby achieving protection and control of the vehicle engine components to extend their service life.

Description

Technical Field

[0001] This invention relates to the field of vehicle engine control technology, and in particular to a method, device, electronic equipment, and storage medium for the protection and control of vehicle engine components. Background Technology

[0002] The core components of an engine include cylinders, cylinder heads, crankshafts, camshafts, and connecting rods (i.e., the 5C components). These components are subjected to high temperature, high pressure, high speed friction, and corrosive environments for extended periods, making engine damage protection of paramount importance.

[0003] In existing technologies, the durability of 5C components is typically improved through process modifications and material upgrades. Examples include using aluminum alloy pistons with ceramic coatings, reinforcing cylinder head valve seats, and using hard alloys or cobalt-based alloys for valves / valves. However, this approach significantly increases manufacturing costs, and its protective effect relies on reliability calibration under steady-state conditions. It struggles to cope with extreme pressure and temperature shocks under transient conditions such as rapid vehicle acceleration and sudden load changes, and cannot proactively identify and avoid risky conditions that could lead to excessive damage to components. Summary of the Invention

[0004] This invention provides a method, device, electronic device, and storage medium for the protection and control of vehicle engine components, so as to achieve the protection and control of vehicle engine components.

[0005] According to one aspect of the present invention, a method for protecting and controlling vehicle engine components is provided, comprising: Obtain engine operating condition information of the target vehicle, as well as the highest in-cylinder combustion temperature of engine components; The instantaneous and equilibrium temperatures of engine components are determined based on engine operating condition information and the highest in-cylinder combustion temperature. The failure cycle number of the engine is determined based on the equilibrium temperature. When the failure cycle number is greater than the preset expected failure cycle number, a throttle increase limit command is generated. The throttle increase limit command is used to limit the throttle increase rate of the target vehicle. The average instantaneous temperature of engine components is determined based on the instantaneous temperature. When the average instantaneous temperature is greater than the preset average instantaneous temperature threshold, a torque limiting control command is generated to limit the output torque of the engine.

[0006] According to another aspect of the present invention, a protection control device for vehicle engine components is provided, comprising: The data acquisition module is used to acquire engine operating condition information of the target vehicle, as well as the highest in-cylinder combustion temperature of engine components. The temperature determination module is used to determine the instantaneous and equilibrium temperatures of engine components based on engine operating condition information and the highest combustion temperature in the cylinder. The throttle increase limit command generation module is used to determine the number of failure cycles of the engine based on the equilibrium temperature. When the number of failure cycles is greater than the preset expected number of failure cycles, a throttle increase limit command is generated. The throttle increase limit command is used to limit the throttle increase rate of the target vehicle. The torque limiting control command generation module is used to determine the average instantaneous temperature of engine components based on instantaneous temperature. When the average instantaneous temperature is greater than the preset average instantaneous temperature threshold, a torque limiting control command is generated to limit the output torque of the engine.

[0007] According to another aspect of the present invention, an electronic device is provided, the electronic device comprising: At least one processor; and A memory that is communicatively connected to at least one processor; wherein, The memory stores a computer program that can be executed by at least one processor, such that the at least one processor can perform the protection control method for vehicle engine components according to any embodiment of the present invention.

[0008] According to another aspect of the present invention, a computer-readable storage medium is provided, which stores computer instructions for causing a processor to execute and implement a protection control method for vehicle engine components according to any embodiment of the present invention.

[0009] According to another aspect of the present invention, a computer program product is provided, comprising a computer program that, when executed by a processor, implements a protection control method for vehicle engine components as described in any embodiment of the present invention.

[0010] The technical solution of this invention provides accurate and comprehensive data support for subsequent analysis and processing by acquiring the engine operating condition information of the target vehicle and the maximum in-cylinder combustion temperature of engine components. Based on the engine operating condition information and the maximum in-cylinder combustion temperature, the instantaneous and equilibrium temperatures of engine components are determined, providing accurate and comprehensive data support for subsequent analysis and processing. Based on the equilibrium temperature, the number of engine failure cycles is determined. When the number of failure cycles exceeds a preset expected number of failure cycles, a throttle increase limit command is generated. This command limits the throttle increase rate of the target vehicle, thus limiting the rate of throttle pedal rise. Based on the instantaneous temperature, the average instantaneous temperature of engine components is determined. When the average instantaneous temperature exceeds a preset average instantaneous temperature threshold, a torque limiting control command is generated. This command limits the engine's output torque. This solves the problems of high cost, inability to adapt to transient operating condition impacts, and inability to actively avoid damage risks that exist in existing technologies that rely on process improvements and material upgrades. It achieves protection and control of vehicle engine components without adding additional hardware, reducing protection and control costs and extending the service life of engine components.

[0011] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0012] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0013] Figure 1 This is a flowchart of a protection and control method for vehicle engine components provided in an embodiment of the present invention; Figure 2 This is a flowchart of another protection and control method for vehicle engine components provided in an embodiment of the present invention; Figure 3 This is a schematic diagram of the structure of a protection and control device for vehicle engine components provided in an embodiment of the present invention; Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0014] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0015] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention 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 the invention 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 a 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 steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0016] Figure 1 This is a flowchart of a protection and control method for vehicle engine components provided in an embodiment of the present invention. This embodiment is applicable to situations requiring protection and control of vehicle engine components. The method can be executed by a protection and control device for the vehicle engine components, which can be implemented in hardware and / or software. This protection and control device can be configured in the electronic device provided in this embodiment of the invention. The electronic device can be a server, computer, or mobile terminal, such as a mobile phone or tablet computer. Figure 1 As shown, the method specifically includes the following steps: S110: Obtain engine operating condition information of the target vehicle, and obtain the highest in-cylinder combustion temperature of engine components.

[0017] The target vehicle is a vehicle requiring engine component protection control. The target vehicle is equipped with an engine, specifically a high-pressure common rail diesel engine. Engine components include, but are not limited to, cylinders, cylinder heads, crankshafts, camshafts, and connecting rods; the selection of engine components is based on requirements and is not limited in this invention. This invention uses the cylinder head as an example for illustration. Engine operating condition information refers to parameters of the engine's operating state. Optionally, engine operating condition information includes at least one of the following: intake manifold temperature, total mass of the air-fuel mixture, and single-cylinder fuel injection quantity. Engine operating condition information can be obtained through sensor measurement. The maximum in-cylinder combustion temperature is the peak temperature generated during fuel combustion within the engine cylinder. The maximum in-cylinder combustion temperature can be determined based on the engine operating condition information. For example, by matching the engine operating condition information against a pre-set mapping relationship for maximum in-cylinder combustion temperatures, the maximum in-cylinder combustion temperatures corresponding to the engine components can be obtained.

[0018] Specifically, the engine operating condition information of the target vehicle is obtained by measuring the engine operating condition information through sensors. Based on the engine operating condition information, it is matched with a pre-set mapping relationship of the maximum in-cylinder combustion temperature to obtain the maximum in-cylinder combustion temperature corresponding to the engine components, providing accurate and comprehensive data support for subsequent analysis and processing.

[0019] S120: Determine the instantaneous and equilibrium temperatures of engine components based on engine operating condition information and the highest combustion temperature in the cylinder.

[0020] The instantaneous temperature refers to the real-time temperature of engine components within the current control cycle. The equilibrium temperature is the steady-state temperature at which the engine components' temperatures tend to stabilize after the engine's operating conditions have stabilized. The instantaneous and equilibrium temperatures of engine components can be determined based on engine operating condition information and the highest in-cylinder combustion temperature. For example, the engine operating condition information and the highest in-cylinder combustion temperature can be input into trained instantaneous temperature determination models and equilibrium temperature determination models, respectively, for processing to obtain the instantaneous and equilibrium temperatures of engine components. These models include, but are not limited to, neural network models and mathematical models. The selection of the instantaneous and equilibrium temperature determination models is not limited in this invention.

[0021] Specifically, the engine operating condition information and the highest in-cylinder combustion temperature are input into the trained instantaneous temperature determination model and equilibrium temperature determination model for processing to obtain the instantaneous and equilibrium temperatures of engine components, providing accurate and comprehensive data support for subsequent analysis and processing.

[0022] S130. Determine the number of failure cycles of the engine based on the equilibrium temperature. When the number of failure cycles is greater than the preset expected number of failure cycles, generate a throttle increase limit command. The throttle increase limit command is used to limit the throttle increase rate of the target vehicle.

[0023] The failure cycle count is the cumulative number of effective temperature alternation cycles, characterizing the cumulative degree of thermal fatigue damage to engine components. The failure cycle count can be determined based on the equilibrium temperature. For example, the engine's failure cycle count is obtained by matching the equilibrium temperature of engine components against a pre-set failure cycle count mapping relationship. The expected failure cycle count is a pre-set safe critical cycle count, representing the maximum permissible safe alternation cycle threshold for the component. The throttle increase limit command is control information used to constrain the rate of increase of the accelerator pedal. When the failure cycle count exceeds the pre-set expected failure cycle count, the throttle increase limit command generation logic is triggered, generating a throttle increase limit command. For example, the throttle increase limit command could be that the maximum throttle increase rate is 0.7 times the original rate.

[0024] Specifically, the engine component equilibrium temperature is matched with a pre-set failure cycle number mapping relationship to obtain the engine failure cycle number. When the failure cycle number is greater than the pre-set expected failure cycle number, the throttle speed limit command generation logic is triggered to generate the throttle speed limit command, which can limit the rate of throttle pedal rise. Without improving the materials and processes of engine components, the throttle pedal rise rate is limited, which can reduce control costs and extend the service life of engine components.

[0025] Optionally, the equilibrium temperature of the engine components is the equilibrium temperature of the current control cycle; determining the failure cycle number of the engine based on the equilibrium temperature includes: obtaining the equilibrium temperature and failure cycle number of the previous control cycle; determining temperature change information based on the equilibrium temperature of the current control cycle and the equilibrium temperature of the previous control cycle, the temperature change information including the equilibrium temperature difference and the direction of equilibrium temperature change; updating the failure cycle number of the previous control cycle based on the temperature change information to obtain the failure cycle number of the engine.

[0026] The equilibrium temperatures in different control cycles can be the same or different. The equilibrium temperatures of historical control cycles are stored in an equilibrium temperature database. This database contains the equilibrium temperatures of engine components from different vehicles in different control cycles. The database is matched against the unique identifier of the target vehicle's engine, and the equilibrium temperature of the control cycle most recent to the current time is taken as the equilibrium temperature of the target vehicle's engine components in the previous control cycle. It should be noted that for the same target vehicle, different control cycles correspond to different failure cycle numbers. The failure cycle number of the previous control cycle can be obtained from a failure cycle number database. For example, by matching the unique identifier of the target vehicle's engine in the failure cycle number database, the failure cycle number of the target vehicle's engine in the previous control cycle can be obtained. This failure cycle number database stores the failure cycle numbers of engines from different vehicles in each control cycle.

[0027] Temperature change information characterizes the amplitude and trend of the equilibrium temperature of engine components within a continuous control cycle, reflecting the alternating temperature state. Temperature change information includes the equilibrium temperature difference and the direction of equilibrium temperature change. The equilibrium temperature difference is the amplitude of the change in equilibrium temperature of engine components between adjacent control cycles. The difference between the equilibrium temperature of the current control cycle and the equilibrium temperature of the previous control cycle is calculated and used as the equilibrium temperature difference. The direction of equilibrium temperature change represents the trend of equilibrium temperature change, characterizing the trend and direction of the equilibrium temperature change of engine components, and is used to identify temperature alternation and direction reversal. The number of engine failure cycles can also be determined based on the temperature change information and the number of failure cycles in the previous control cycle. For example, when the equilibrium temperature difference is greater than a preset equilibrium temperature difference threshold and the equilibrium temperature changes in direction, an effective thermal fatigue cycle is determined, and the number of engine failure cycles in the current control cycle is accumulated based on the number of failure cycles in the previous control cycle.

[0028] Specifically, the system matches the target vehicle's engine's unique identifier information against the equilibrium temperature database, using the equilibrium temperature of the control cycle closest to the current time as the equilibrium temperature of the target vehicle's engine components in the previous control cycle. It then matches the engine's unique identifier information against the failure cycle count database to obtain the engine's failure cycle count in the previous control cycle. The system calculates the difference between the equilibrium temperature of the current control cycle and the equilibrium temperature of the previous control cycle, using this difference as the equilibrium temperature difference. When the equilibrium temperature difference exceeds a preset threshold and the equilibrium temperature changes direction, the system adds the value to the failure cycle count of the previous control cycle to obtain the engine failure cycle count for the current control cycle. This accurate determination of the engine failure cycle count for the current control cycle provides reliable data support for subsequent analysis and processing.

[0029] Optionally, the process for determining the expected failure cycle number is as follows: obtain the mileage information of the target vehicle; match the mileage information in a pre-set expected failure cycle number mapping relationship to obtain the expected failure cycle number.

[0030] The mileage information refers to the total mileage accumulated by the target vehicle since it left the factory. This mileage is collected from the odometer module on the target vehicle's dashboard. The expected failure cycle number can be determined based on the mileage information. For example, the expected failure cycle number of the target vehicle can be obtained by matching the mileage information against a pre-set expected failure cycle number mapping relationship. It should be noted that different mileage information corresponds to different expected failure cycle numbers.

[0031] Specifically, the mileage information of the target vehicle is obtained by collecting data from the mileage module in the instrument panel of the target vehicle; the expected failure cycle number of the target vehicle is obtained by matching the mileage information with a pre-set expected failure cycle number mapping relationship, thus achieving accurate determination of the expected failure cycle number and providing accurate data support for subsequent analysis and processing.

[0032] S140. Determine the average instantaneous temperature of engine components based on instantaneous temperature. When the average instantaneous temperature is greater than the preset average instantaneous temperature threshold, generate a torque limiting control command. The torque limiting control command is used to limit the output torque of the engine.

[0033] The average instantaneous temperature is the average temperature of engine components over a period of time during the current control cycle. The average instantaneous temperature can be determined based on the instantaneous temperature. For example, the average instantaneous temperature can be obtained by low-pass filtering the instantaneous temperature. The torque limiting control command is control information used to constrain the engine's output torque. When the average instantaneous temperature exceeds a preset average instantaneous temperature threshold, the torque limiting control command generation logic is triggered, generating a torque limiting control command. For example, the control command can be 80% of the original maximum output torque.

[0034] Specifically, the instantaneous temperature is low-pass filtered to obtain the average instantaneous temperature. When the average instantaneous temperature is greater than the preset average instantaneous temperature threshold, the torque limiting control command generation logic is triggered to generate the torque limiting control command. This can achieve the protection control of the vehicle's engine components without adding additional hardware, thus reducing protection costs.

[0035] Optionally, when the average instantaneous temperature is greater than the average instantaneous temperature threshold, a cooling control command is generated. The cooling control command is used to control the coolant circulation equipment to perform coolant circulation operation at maximum power.

[0036] The cooling control command is a control information used to constrain the coolant circulation equipment to perform coolant circulation operations at maximum power. The coolant circulation equipment includes, but is not limited to, water pumps. When the average instantaneous temperature exceeds the average instantaneous temperature threshold, the cooling control command generation logic is triggered to generate a cooling control command. This maximizes the coolant circulation flow, rapidly reduces the temperature of engine components, promptly eliminates thermal shock caused by instantaneous high temperatures, and prevents engine components from deforming, burning, or suffering other damage due to sustained high temperatures, thereby extending the service life of engine components.

[0037] The technical solution of this embodiment obtains the engine operating condition information of the target vehicle and the maximum in-cylinder combustion temperature of engine components, providing accurate and comprehensive data support for subsequent analysis and processing. Based on the engine operating condition information and the maximum in-cylinder combustion temperature, the instantaneous and equilibrium temperatures of engine components are determined, providing accurate and comprehensive data support for subsequent analysis and processing. Based on the equilibrium temperature, the number of engine failure cycles is determined. When the number of failure cycles exceeds the preset expected number of failure cycles, a throttle increase limit command is generated. This throttle increase limit command is used to limit the throttle increase rate of the target vehicle, thus limiting the rate of throttle pedal rise. Based on the instantaneous temperature, the average instantaneous temperature of engine components is determined. When the average instantaneous temperature exceeds a preset average instantaneous temperature threshold, a torque limiting control command is generated. This torque limiting control command is used to limit the engine's output torque. This solves the problems of high cost, inability to adapt to transient operating condition impacts, and inability to actively avoid damage risks in existing technologies that rely on process improvements and material upgrades. It achieves protection and control of vehicle engine components without adding additional hardware, reducing protection and control costs and extending the service life of engine components.

[0038] Figure 2 This is a flowchart of another protection and control method for vehicle engine components provided by an embodiment of the present invention. This embodiment is a refinement of the above embodiments, and based on the foregoing embodiments, it provides a more detailed explanation of obtaining the highest in-cylinder combustion temperature of engine components. For specific implementation methods, please refer to the technical solution of this embodiment. Technical terms that are the same as or corresponding to those in the above embodiments will not be repeated here. Figure 2 As shown, the method specifically includes the following steps: S210: Obtain engine operating condition information of the target vehicle; determine the adiabatic compression temperature in the engine cylinder based on the intake manifold temperature; determine the adiabatic flame temperature based on the adiabatic compression temperature, the total mass of the air-fuel mixture and the single-cylinder injection quantity; and determine the maximum combustion temperature in the cylinder based on the single-cylinder injection quantity and the adiabatic flame temperature.

[0039] The adiabatic compression temperature is the gas temperature reached by the piston after adiabatic compression of the air in the cylinder during the engine's compression stroke. The adiabatic compression temperature in the engine cylinder can be determined based on the intake manifold temperature. For example, the intake manifold temperature can be input into a trained adiabatic compression temperature determination model for processing to obtain the adiabatic compression temperature in the engine cylinder. The adiabatic compression temperature determination model includes, but is not limited to, neural network models and mathematical models. The appropriate model can be selected based on requirements; this invention does not impose any limitations. The adiabatic flame temperature is the theoretical combustion temperature reached when fuel and air are fully mixed, completely burned, and there is no heat loss during combustion. The adiabatic flame temperature characterizes the theoretical maximum heat release capacity of fuel combustion, directly reflecting the intensity of combustion in the cylinder. The adiabatic flame temperature can be determined based on the adiabatic compression temperature, the total mass of the air-fuel mixture, and the single-cylinder injection quantity. For example, according to the law of conservation of energy, the adiabatic compression temperature, the total mass of the air-fuel mixture, and the single-cylinder injection quantity can be input into the energy conservation equation, and the energy conservation equation can be solved to obtain the adiabatic flame temperature. The maximum in-cylinder combustion temperature can also be determined based on the single-cylinder fuel injection quantity and the adiabatic flame temperature. For example, the single-cylinder fuel injection quantity and the adiabatic flame temperature can be input into a trained maximum in-cylinder combustion temperature determination model for processing to obtain the maximum in-cylinder combustion temperature. The maximum in-cylinder combustion temperature determination model includes, but is not limited to, neural network models and mathematical models. The maximum in-cylinder combustion temperature determination model can be selected according to the requirements, and this invention does not impose any limitations.

[0040] Specifically, the engine operating condition information of the target vehicle is obtained through sensor measurement; the intake manifold temperature is input into a trained adiabatic compression temperature determination model for processing to obtain the adiabatic compression temperature in the engine cylinder; according to the law of conservation of energy, the adiabatic compression temperature, the total mass of the air-fuel mixture, and the single-cylinder fuel injection quantity are input into the energy conservation equation, and the energy conservation equation is solved to obtain the adiabatic flame temperature; the single-cylinder fuel injection quantity and the adiabatic flame temperature are input into a trained in-cylinder maximum combustion temperature determination model for processing to obtain the in-cylinder maximum combustion temperature. This ensures that the in-cylinder maximum combustion temperature closely matches the engine's operating characteristics, which helps improve the accuracy of the in-cylinder maximum combustion temperature and provides accurate data support for subsequent analysis and processing.

[0041] For example, the formula for calculating the adiabatic compression temperature inside an engine cylinder is as follows: ; in, This indicates the adiabatic compression temperature inside the engine cylinder. Indicates the intake manifold temperature; Compression ratio refers to the ratio of the total cylinder volume to the combustion chamber volume of an engine, obtained from the engine technical manual.

[0042] For example, the formula for calculating the temperature of an adiabatic flame is as follows: ; in, Indicates the amount of fuel injected per cylinder; Indicates the low calorific value of fuel; Indicates the total mass of the mixed oil and gas; Indicates the temperature of an adiabatic flame; This indicates the adiabatic compression temperature inside the engine cylinder.

[0043] For example, the formula for calculating the highest in-cylinder combustion temperature is as follows: ; in, Indicates the highest combustion temperature inside the cylinder; Indicates the temperature of an adiabatic flame; This represents the correction factor, which can be obtained by matching the single-cylinder injection quantity with a pre-set correction factor mapping relationship.

[0044] S220 determines the instantaneous and equilibrium temperatures of engine components based on engine operating condition information and the highest combustion temperature in the cylinder.

[0045] Optionally, the engine operating condition information also includes engine speed and coolant temperature; determining the instantaneous and equilibrium temperatures of engine components based on the engine operating condition information and the highest in-cylinder combustion temperature includes: determining a temperature conversion correction coefficient and steady-state temperature rise information based on engine speed and single-cylinder fuel injection quantity, wherein the temperature conversion correction coefficient characterizes the heat transfer ratio between the highest in-cylinder combustion temperature and the instantaneous temperature, and the steady-state temperature rise information characterizes the temperature change of engine components relative to the coolant; correcting the highest in-cylinder combustion temperature based on the temperature conversion correction coefficient to obtain the instantaneous temperature; and determining the equilibrium temperature based on the steady-state temperature rise information and coolant temperature.

[0046] The temperature conversion correction factor is a proportional correction coefficient that characterizes the heat transfer ratio between the highest in-cylinder combustion temperature and the instantaneous temperature. The temperature conversion correction factor can be determined based on engine speed and single-cylinder fuel injection quantity. For example, the temperature conversion correction factor is obtained by matching the engine speed and single-cylinder fuel injection quantity against a pre-set temperature conversion correction factor lookup table. Different engine speeds and single-cylinder fuel injection quantities correspond to different temperature conversion correction factors.

[0047] Steady-state temperature rise information is the temperature difference between the engine component body temperature and the coolant reference temperature during continuous stable engine operation. It characterizes the temperature change of engine components relative to the coolant. Steady-state temperature rise information can be determined based on engine speed and single-cylinder fuel injection quantity. For example, steady-state temperature rise information is obtained by matching engine speed and single-cylinder fuel injection quantity against a pre-set steady-state temperature rise information lookup table. Different engine speeds and single-cylinder fuel injection quantities correspond to different steady-state temperature rise information.

[0048] Instantaneous temperature can also be determined based on the temperature conversion correction factor and the highest in-cylinder combustion temperature. For example, the product of the temperature conversion correction factor and the highest in-cylinder combustion temperature can be calculated and used as the instantaneous temperature.

[0049] The equilibrium temperature can also be determined based on steady-state temperature rise information and coolant temperature. For example, the steady-state temperature rise information and coolant temperature can be summed, and the sum of these two values ​​can be used as the equilibrium temperature.

[0050] Specifically, the engine speed and single-cylinder fuel injection quantity are matched against a pre-set temperature conversion correction coefficient table to obtain the temperature conversion correction coefficient; the engine speed and single-cylinder fuel injection quantity are matched against a pre-set steady-state temperature rise information table to obtain the steady-state temperature rise information; the product between the temperature conversion correction coefficient and the highest combustion temperature in the cylinder is calculated, and this product is taken as the instantaneous temperature; the steady-state temperature rise information and the coolant temperature are summed, and the sum of the steady-state temperature rise information and the coolant temperature is taken as the equilibrium temperature. This allows for rapid matching of heat transfer correction parameters adapted to the current load conditions by combining real-time engine speed and single-cylinder fuel injection quantity, reducing the amount of calculation and achieving accurate determination of instantaneous and equilibrium temperatures.

[0051] For example, the formula for calculating instantaneous temperature is as follows: ; in, Indicates instantaneous temperature; The highest combustion temperature inside the cylinder; This represents the temperature conversion correction factor; Indicates engine speed; This indicates the amount of fuel injected per cylinder.

[0052] For example, the formula for calculating the equilibrium temperature is as follows: ; in, Indicates the equilibrium temperature; Indicates the coolant temperature; This indicates steady-state temperature rise information; Indicates engine speed; This indicates the amount of fuel injected per cylinder.

[0053] S230. Determine the number of engine failure cycles based on the equilibrium temperature. When the number of failure cycles is greater than the preset expected number of failure cycles, generate a throttle increase limit command. The throttle increase limit command is used to limit the throttle increase rate of the target vehicle.

[0054] S240. Determine the average instantaneous temperature of engine components based on instantaneous temperature. When the average instantaneous temperature is greater than the preset average instantaneous temperature threshold, generate a torque limiting control command. The torque limiting control command is used to limit the output torque of the engine.

[0055] Optionally, the engine operating condition information also includes engine speed, air-fuel ratio, injection advance angle, and rail pressure; the method further includes: obtaining the burst pressure threshold of the target vehicle engine; determining the single-cylinder injection quantity threshold based on the burst pressure threshold, engine speed, air-fuel ratio, injection advance angle, and rail pressure; obtaining the desired single-cylinder injection quantity; when the desired single-cylinder injection quantity is greater than the single-cylinder injection quantity threshold, generating a single-cylinder injection quantity limiting command based on the single-cylinder injection quantity threshold; the single-cylinder injection quantity limiting command is used to limit the single-cylinder injection quantity of the engine to the single-cylinder injection quantity threshold.

[0056] The burst pressure threshold is the maximum safe burst pressure that an engine cylinder can withstand. Different engines correspond to different burst pressure thresholds. The burst pressure threshold can be determined based on the target vehicle's engine. For example, by matching the target vehicle's engine model against a burst pressure threshold lookup table, the burst pressure threshold for the target vehicle's engine can be obtained. Different engine models correspond to different burst pressure thresholds.

[0057] The single-cylinder fuel injection quantity threshold is the upper limit of the maximum fuel injection quantity per cylinder. Different single-cylinder fuel injection quantity thresholds correspond to different engine operating conditions. The single-cylinder fuel injection quantity threshold can be determined based on the combustion pressure threshold, engine speed, air-fuel ratio, injection advance angle, and rail pressure. For example, the combustion pressure threshold, engine speed, air-fuel ratio, injection advance angle, and rail pressure can be input into a trained single-cylinder fuel injection quantity threshold determination model for processing to obtain the single-cylinder fuel injection quantity threshold. The single-cylinder fuel injection quantity threshold determination model includes, but is not limited to, neural network models and mathematical models. The single-cylinder fuel injection quantity threshold determination model is selected according to requirements; this invention does not impose any limitations.

[0058] The expected single-cylinder fuel injection quantity represents the target fuel injection demand corresponding to the current required output power of the target vehicle. The expected single-cylinder fuel injection quantity can be determined by the driver's accelerator pedal opening. The single-cylinder fuel injection quantity limit command is control information used to constrain the actual single-cylinder fuel injection quantity of the target vehicle's engine within a single power cycle from exceeding the single-cylinder fuel injection quantity threshold. When the expected single-cylinder fuel injection quantity exceeds the single-cylinder fuel injection quantity threshold, the single-cylinder fuel injection quantity limit command generation logic is triggered to generate the single-cylinder fuel injection quantity limit command.

[0059] Specifically, the engine model of the target vehicle is matched against the explosion pressure threshold comparison relationship to obtain the explosion pressure threshold of the target vehicle engine. The explosion pressure threshold, engine speed, air-fuel ratio, injection advance angle, and rail pressure are input into the trained single-cylinder injection quantity threshold determination model for processing to obtain the single-cylinder injection quantity threshold. When the expected single-cylinder injection quantity is greater than the single-cylinder injection quantity threshold, the single-cylinder injection quantity limit command generation logic is triggered to generate a single-cylinder injection quantity limit command. This can lock the actual injection quantity of a single cylinder within the single-cylinder injection quantity threshold, prevent excessive injection from causing the in-cylinder explosion pressure to exceed the tolerance limit of the components, avoid the cylinder, cylinder head, connecting rod and other components to be subjected to high pressure impacts exceeding the design standard, reduce the risk of component cracking, deformation and fatigue damage, and extend the service life of engine components without increasing costs.

[0060] For example, the formula for calculating the single-cylinder fuel injection quantity threshold is as follows: ; in, Indicates the burst pressure threshold; This indicates the amount of fuel injected into a single cylinder. Indicates engine speed; λ represents air-fuel ratio; α represents injection advance angle; This indicates the rail pressure.

[0061] The technical solution of this embodiment obtains the engine operating condition information of the target vehicle, determines the adiabatic compression temperature in the engine cylinder based on the intake manifold temperature, determines the adiabatic flame temperature based on the adiabatic compression temperature, the total mass of the air-fuel mixture, and the single-cylinder injection quantity, and determines the maximum combustion temperature in the cylinder based on the single-cylinder injection quantity and the adiabatic flame temperature. This ensures that the maximum combustion temperature in the cylinder closely matches the engine's operating characteristics, which helps improve the accuracy of the maximum combustion temperature in the cylinder and provides accurate data support for subsequent analysis and processing. Based on the engine operating condition information and the maximum combustion temperature in the cylinder, the instantaneous and equilibrium temperatures of engine components are determined, providing accurate and comprehensive data support for subsequent analysis and processing. The number of failure cycles of the engine is determined based on the equilibrium temperature. When the number of failure cycles exceeds the preset expected number of failure cycles, a throttle increase limit command is generated. This command limits the throttle increase rate of the target vehicle, thus limiting the rate at which the accelerator pedal rises. Based on the instantaneous temperature, the average instantaneous temperature of engine components is determined. When the average instantaneous temperature exceeds a preset average instantaneous temperature threshold, a torque limiting control command is generated. This command limits the engine's output torque. This solves the problems of high cost, inability to adapt to transient operating conditions and failure to actively avoid damage risks in existing technologies that rely on process improvements and material upgrades. It achieves protection and control of vehicle engine components without adding additional hardware, reducing the cost of protection and control and extending the service life of engine components.

[0062] Figure 3 This is a schematic diagram of the structure of a protection and control device for vehicle engine components provided in an embodiment of the present invention. Figure 3 As shown, the device includes a data acquisition module 310, a temperature determination module 320, a throttle speed increase limit command generation module 330, and a torque limit control command generation module 340.

[0063] The data acquisition module 310 is used to acquire the engine operating condition information of the target vehicle and the maximum in-cylinder combustion temperature of the engine components; the temperature determination module 320 is used to determine the instantaneous temperature and equilibrium temperature of the engine components based on the engine operating condition information and the maximum in-cylinder combustion temperature; the throttle increase limit command generation module 330 is used to determine the number of failure cycles of the engine based on the equilibrium temperature, and when the number of failure cycles is greater than the preset expected number of failure cycles, a throttle increase limit command is generated, which is used to limit the throttle increase rate of the target vehicle; the torque limit control command generation module 340 is used to determine the average instantaneous temperature of the engine components based on the instantaneous temperature, and when the average instantaneous temperature is greater than the preset average instantaneous temperature threshold, a torque limit control command is generated, which is used to limit the output torque of the engine.

[0064] The technical solution of this embodiment acquires engine operating condition information of the target vehicle and the highest in-cylinder combustion temperature of engine components through a data acquisition module, providing accurate and comprehensive data support for subsequent analysis and processing. A temperature determination module determines the instantaneous and equilibrium temperatures of engine components based on the engine operating condition information and the highest in-cylinder combustion temperature, providing accurate and comprehensive data support for subsequent analysis and processing. A throttle increase limit command generation module determines the engine's failure cycle number based on the equilibrium temperature. When the failure cycle number exceeds a preset expected failure cycle number, a throttle increase limit command is generated to limit the throttle increase rate of the target vehicle, thus limiting the accelerator pedal rise rate. A torque limit control command generation module determines the average instantaneous temperature of engine components based on the instantaneous temperature. When the average instantaneous temperature exceeds a preset average instantaneous temperature threshold, a torque limit control command is generated to limit the engine's output torque. This achieves protective control of the vehicle's engine components without adding additional hardware, reducing protection control costs and extending the service life of engine components.

[0065] Based on the above embodiments, optionally, the engine operating condition information includes at least one of the following: intake manifold temperature, total mass of air-fuel mixture, and single-cylinder fuel injection quantity; the data acquisition module 310 is further configured to: determine the adiabatic compression temperature in the engine cylinder based on the intake manifold temperature; determine the adiabatic flame temperature based on the adiabatic compression temperature, total mass of air-fuel mixture, and single-cylinder fuel injection quantity; and determine the maximum combustion temperature in the cylinder based on the single-cylinder fuel injection quantity and adiabatic flame temperature.

[0066] Optionally, the engine operating condition information also includes engine speed and coolant temperature; the temperature determination module 320 is further used to: determine the temperature conversion correction coefficient and steady-state temperature rise information based on the engine speed and single-cylinder fuel injection quantity, wherein the temperature conversion correction coefficient characterizes the heat transfer ratio between the highest combustion temperature in the cylinder and the instantaneous temperature, and the steady-state temperature rise information characterizes the temperature change of engine components relative to the coolant; correct the highest combustion temperature in the cylinder based on the temperature conversion correction coefficient to obtain the instantaneous temperature; and determine the equilibrium temperature based on the steady-state temperature rise information and the coolant temperature.

[0067] Optionally, the engine operating condition information also includes engine speed, air-fuel ratio, injection advance angle, and rail pressure; the device also includes a single-cylinder injection quantity limit command generation module, used to: obtain the burst pressure threshold of the target vehicle engine; determine the single-cylinder injection quantity threshold based on the burst pressure threshold, engine speed, air-fuel ratio, injection advance angle, and rail pressure; obtain the desired single-cylinder injection quantity; when the desired single-cylinder injection quantity is greater than the single-cylinder injection quantity threshold, generate a single-cylinder injection quantity limit command based on the single-cylinder injection quantity threshold, the single-cylinder injection quantity limit command being used to limit the single-cylinder injection quantity of the engine to the single-cylinder injection quantity threshold.

[0068] Optionally, the equilibrium temperature of the engine components is the equilibrium temperature of the current control cycle; the throttle speed limit command generation module 330 is also used to: obtain the equilibrium temperature and failure cycle number of the previous control cycle; determine temperature change information based on the equilibrium temperature of the current control cycle and the equilibrium temperature of the previous control cycle, the temperature change information including the equilibrium temperature difference and the direction of equilibrium temperature change; update the failure cycle number of the previous control cycle based on the temperature change information to obtain the failure cycle number of the engine.

[0069] Optionally, the throttle speed limit instruction generation module 330 is also used to: determine the expected failure cycle number; the process of determining the expected failure cycle number is as follows: obtain the mileage information of the target vehicle; match the mileage information in a pre-set expected failure cycle number mapping relationship to obtain the expected failure cycle number.

[0070] Optionally, the device further includes a cooling control command generation module, used to generate a cooling control command when the average instantaneous temperature is greater than the average instantaneous temperature threshold. The cooling control command is used to control the coolant circulation equipment to perform coolant circulation operation at maximum power.

[0071] The vehicle engine component protection and control device provided in this embodiment of the invention can execute the vehicle engine component protection and control method provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects of the method.

[0072] Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention. The electronic device 10 is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device may also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (such as helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0073] like Figure 4As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 or a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded from storage unit 18 into the RAM 13. The RAM 13 may also store various programs and data required for the operation of the electronic device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0074] Multiple components in electronic device 10 are connected to input / output (I / O) interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of monitors, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0075] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as a protective control method for vehicle engine components.

[0076] In some embodiments, a protection control method for vehicle engine components may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded into and / or installed on electronic device 10 via read-only memory (ROM) 12 and / or communication unit 19. When the computer program is loaded into random access memory (RAM) 13 and executed by processor 11, one or more steps of the protection control method for vehicle engine components described above may be performed. Alternatively, in other embodiments, processor 11 may be configured to perform a protection control method for vehicle engine components by any other suitable means (e.g., by means of firmware).

[0077] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), system-on-a-chip (SoCs), complex programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transferring data and instructions to the storage system, the at least one input device, and the at least one output device.

[0078] A computer program for implementing a protection control method for vehicle engine components according to the present invention can be written in any combination of one or more programming languages. These computer programs can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer program causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The computer program can be executed entirely on a machine, partially on a machine, as a standalone software package partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0079] This invention also provides a computer-readable storage medium storing computer instructions for causing a processor to execute a protection control method for vehicle engine components, the method comprising: The system acquires engine operating condition information of the target vehicle and the maximum in-cylinder combustion temperature of engine components. Based on the engine operating condition information and the maximum in-cylinder combustion temperature, it determines the instantaneous temperature and equilibrium temperature of engine components. Based on the equilibrium temperature, it determines the number of failure cycles of the engine. When the number of failure cycles exceeds the preset expected number of failure cycles, it generates a throttle increase limit command, which is used to limit the throttle increase rate of the target vehicle. Based on the instantaneous temperature, it determines the average instantaneous temperature of engine components. When the average instantaneous temperature exceeds the preset average instantaneous temperature threshold, it generates a torque limiting control command, which is used to limit the output torque of the engine.

[0080] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0081] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0082] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or middleware components (e.g., application servers), or frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0083] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0084] This invention also provides a computer program product, including a computer program that, when executed by a processor, implements a protection control method for vehicle engine components according to any embodiment of the invention.

[0085] In implementing the computer program product, computer program code for performing the operations of this invention can be written in one or more programming languages ​​or a combination thereof. Programming languages ​​include object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0086] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0087] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A method for protecting and controlling vehicle engine components, characterized in that, include: Obtain engine operating condition information of the target vehicle, as well as the highest in-cylinder combustion temperature of engine components; The instantaneous and equilibrium temperatures of the engine components are determined based on the engine operating condition information and the highest in-cylinder combustion temperature. The failure cycle number of the engine is determined based on the equilibrium temperature. When the failure cycle number is greater than the preset expected failure cycle number, a throttle increase limit command is generated. The throttle increase limit command is used to limit the throttle increase rate of the target vehicle. The average instantaneous temperature of the engine components is determined based on the instantaneous temperature. When the average instantaneous temperature is greater than a preset average instantaneous temperature threshold, a torque limiting control command is generated. The torque limiting control command is used to limit the output torque of the engine.

2. The method according to claim 1, characterized in that, The engine operating condition information includes at least one of the following: intake manifold temperature, total mass of air-fuel mixture, and single-cylinder fuel injection quantity; Obtain the highest in-cylinder combustion temperature of engine components, including: The adiabatic compression temperature inside the engine cylinder is determined based on the intake manifold temperature. The adiabatic flame temperature is determined based on the adiabatic compression temperature, the total mass of the mixed oil and gas, and the single-cylinder fuel injection quantity. The maximum combustion temperature inside the cylinder is determined based on the single-cylinder fuel injection quantity and the adiabatic flame temperature.

3. The method according to claim 2, characterized in that, The engine operating condition information also includes engine speed and coolant temperature; Determining the instantaneous and equilibrium temperatures of the engine components based on the engine operating condition information and the highest in-cylinder combustion temperature includes: The temperature conversion correction coefficient and steady-state temperature rise information are determined based on the engine speed and the single-cylinder fuel injection quantity. The temperature conversion correction coefficient represents the heat transfer ratio between the highest combustion temperature in the cylinder and the instantaneous temperature. The steady-state temperature rise information represents the temperature change of the engine components relative to the coolant. The instantaneous temperature is obtained by correcting the highest in-cylinder combustion temperature based on the temperature conversion correction coefficient. The equilibrium temperature is determined based on the steady-state temperature rise information and the coolant temperature.

4. The method according to claim 2, characterized in that, The engine operating condition information also includes engine speed, air-fuel ratio, injection advance angle, and rail pressure; The method further includes: Obtain the burst pressure threshold of the engine of the target vehicle; The single-cylinder injection quantity threshold is determined based on the burst pressure threshold, the engine speed, the air-fuel ratio, the injection advance angle, and the rail pressure. Obtain the desired single-cylinder fuel injection quantity. When the desired single-cylinder fuel injection quantity is greater than the single-cylinder fuel injection quantity threshold, generate a single-cylinder fuel injection quantity limit command based on the single-cylinder fuel injection quantity threshold. The single-cylinder fuel injection quantity limit command is used to limit the single-cylinder fuel injection quantity of the engine to the single-cylinder fuel injection quantity threshold.

5. The method according to claim 1, characterized in that, The equilibrium temperature of the engine components is the equilibrium temperature of the current control cycle; The determination of the failure cycle number of the engine based on the equilibrium temperature includes: Obtain the equilibrium temperature and failure cycle number of the previous control cycle; Temperature change information is determined based on the equilibrium temperature of the current control cycle and the equilibrium temperature of the previous control cycle. The temperature change information includes the equilibrium temperature difference and the direction of equilibrium temperature change. The failure cycle number of the engine is obtained by updating the failure cycle number of the previous control cycle based on the temperature change information.

6. The method according to claim 1, characterized in that, The process for determining the expected number of failure cycles is as follows: Obtain the mileage information of the target vehicle; Based on the mileage information, the expected failure cycle number is obtained by matching it in a pre-set expected failure cycle number mapping relationship.

7. The method according to claim 1, characterized in that, The method further includes: When the average instantaneous temperature is greater than the average instantaneous temperature threshold, a cooling control command is generated. The cooling control command is used to control the coolant circulation equipment to perform coolant circulation operation at maximum power.

8. A protection and control device for vehicle engine components, characterized in that, include: The data acquisition module is used to acquire engine operating condition information of the target vehicle, as well as the highest in-cylinder combustion temperature of engine components. The temperature determination module is used to determine the instantaneous temperature and equilibrium temperature of the engine components based on the engine operating condition information and the highest combustion temperature in the cylinder. The throttle increase limit command generation module is used to determine the number of failure cycles of the engine based on the equilibrium temperature. When the number of failure cycles is greater than the preset expected number of failure cycles, a throttle increase limit command is generated. The throttle increase limit command is used to limit the throttle increase rate of the target vehicle. The torque limiting control command generation module is used to determine the average instantaneous temperature of the engine components based on the instantaneous temperature. When the average instantaneous temperature is greater than a preset average instantaneous temperature threshold, a torque limiting control command is generated to limit the output torque of the engine.

9. An electronic device, characterized in that, The electronic device includes: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the protection control method for vehicle engine components as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that, when executed by a processor, implement the protection and control method for vehicle engine components as described in any one of claims 1-7.

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