An engine control method, device, controller, and vehicle

Abstract

This application provides an engine control method, device, controller, and vehicle, belonging to the field of automotive technology. The method includes: acquiring environmental congestion information of the vehicle's surrounding environment; then determining a dynamic braking force threshold corresponding to the current environment based on the environmental congestion information and a pre-set first braking force threshold; and finally controlling the vehicle engine through the dynamic braking force threshold. This method adaptively adjusts the braking force threshold in the engine start-stop function in congested environments to control the engine based on the dynamically changing braking force threshold. It prevents frequent engine start-stops without requiring the driver to manually disable the engine start-stop function, reducing the operational complexity of driving the vehicle.

Description

Technical Field

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

[0002] Most gasoline-powered vehicles currently have the automatic start-stop function enabled by default, which automatically shuts off the engine when the vehicle is temporarily stopped and restarts it when the vehicle moves forward. In severe traffic congestion, frequent stops and starts will cause the engine to start and stop frequently in a short period of time, increasing the burden on components such as the battery and air conditioning.

[0003] In order to reduce the burden on various components in the vehicle when controlling the engine, the relevant technology sets a disable button in the vehicle. The driver can turn off the automatic start-stop function by using the disable button. However, this method requires the driver to operate manually every time the vehicle is powered on, which increases the complexity of driving the vehicle. Summary of the Invention

[0004] This application provides an engine control method, device, controller, and vehicle that eliminates the need for manual driver control, reducing the operational complexity of vehicle driving. The technical solution is as follows: On the one hand, an engine control method is provided, the method including; Obtain environmental traffic congestion information about the vehicle's location; Based on environmental congestion information and the first braking force threshold, determine the dynamic braking force threshold corresponding to the environment; The vehicle's engine is controlled based on a dynamic braking force threshold.

[0005] In some embodiments, obtaining environmental congestion information about the vehicle's environment includes: Based on the preset duration and the number of times the vehicle brakes within the preset duration, the environmental congestion information of the vehicle's environment is determined.

[0006] In some embodiments, determining the dynamic braking force threshold corresponding to the environment based on environmental congestion information and a first braking force threshold includes: Obtain the product of environmental congestion information and the first braking force threshold, and determine the product as the dynamic braking force threshold corresponding to the environment.

[0007] In some embodiments, controlling the vehicle's engine based on a dynamic braking force threshold includes: Obtain the vehicle's braking force in the environment; If the braking force is greater than or equal to the dynamic braking force threshold, the vehicle's engine will be shut down.

[0008] In some embodiments, if the braking force is greater than or equal to a dynamic braking force threshold, after controlling the vehicle's engine to stop, the method further includes: Continuously monitor braking force; If the braking force is less than the second braking force threshold, the engine will be started.

[0009] In some embodiments, after obtaining the environmental congestion information of the vehicle's environment, the method further includes: The engine start-stop function is controlled based on environmental congestion information to control the vehicle's engine.

[0010] In some embodiments, controlling the engine start-stop function based on environmental congestion information to control the vehicle's engine includes: If the environmental congestion information indicates that the environment is congested, then the engine start-stop function will be turned off. Continuously monitor environmental congestion information; If the environmental congestion information indicates that the environment is not congested, then the engine start-stop function is activated to control the vehicle's engine based on the engine start-stop function.

[0011] On the other hand, an engine control device is provided, the device comprising: The information acquisition unit is used to acquire environmental congestion information about the vehicle's location. The threshold determination unit is used to determine the dynamic braking force threshold corresponding to the environment based on environmental congestion information and the first braking force threshold. The threshold application unit is used to control the vehicle's engine based on a dynamic braking force threshold.

[0012] In some embodiments, the information acquisition unit is specifically used to determine the environmental congestion information of the vehicle's environment based on a preset duration and the number of times the vehicle's brakes are triggered within the preset duration.

[0013] In some embodiments, the threshold determination unit is specifically used to obtain the product of environmental congestion information and a first braking force threshold, and determine the product as the dynamic braking force threshold corresponding to the environment.

[0014] In some embodiments, the threshold application unit is specifically used to obtain the braking force of the vehicle in the environment; If the braking force is greater than or equal to the dynamic braking force threshold, the vehicle's engine will be shut down.

[0015] In some embodiments, the threshold application unit is specifically used for continuously monitoring braking force; If the braking force is less than the second braking force threshold, the engine will be started.

[0016] In some embodiments, the device further includes a function control unit for controlling the engine start-stop function based on environmental congestion information, so as to control the vehicle's engine.

[0017] In some embodiments, the function control unit is specifically configured to disable the engine start-stop function if the environmental congestion information indicates that the environment is a congested environment. Continuously monitor environmental congestion information; If the environmental congestion information indicates that the environment is not congested, then the engine start-stop function is activated to control the vehicle's engine based on the engine start-stop function.

[0018] On the other hand, an engine controller is provided, which includes a main control module, a processor, and a memory. The memory is used to store at least one computer program, which is loaded and executed by the processor to implement the engine control method in the embodiments of this application.

[0019] On the other hand, a vehicle is provided, which includes an engine controller for executing the engine control method in the embodiments of this application.

[0020] On the other hand, a computer-readable storage medium is provided for storing at least one computer program, which is loaded and executed by a processor to implement the engine control method in the embodiments of this application.

[0021] On the other hand, a computer program product is provided, including a computer program that is executed by a processor to implement the engine control method in the embodiments of this application.

[0022] This application provides an engine control method that acquires environmental congestion information of the vehicle's surrounding environment, determines a dynamic braking force threshold corresponding to the current environment based on the environmental congestion information and a pre-set first braking force threshold, and then controls the vehicle engine through the dynamic braking force threshold. This method adaptively adjusts the braking force threshold in congested environments to control the engine according to the dynamically changing braking force threshold. It can prevent frequent engine start-stop without the driver having to manually turn off the engine start-stop function, thus reducing the operational complexity of driving the vehicle. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of this application, 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 this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a schematic diagram of the implementation environment of an engine control method according to an embodiment of this application; Figure 2This is a flowchart of an engine control method provided according to an embodiment of this application; Figure 3 This is a flowchart of an engine control method provided according to an embodiment of this application; Figure 4 This is a timing diagram for engine control provided according to an embodiment of this application; Figure 5 This is a schematic flowchart of an engine control method provided according to an embodiment of this application; Figure 6 This is a block diagram of an engine control device according to an embodiment of this application; Figure 7 This is a schematic diagram of the structure of an engine controller according to an embodiment of this application. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0026] In this application, the terms "first", "second", etc. are used to distinguish identical or similar items with essentially the same function. It should be understood that there is no logical or temporal dependency between "first", "second", and "nth", nor is there any limitation on the quantity or execution order.

[0027] In this application, the term "at least one" means one or more, and "multiple" means two or more.

[0028] It should be noted that the information (including but not limited to environmental congestion information), data (including but not limited to data used for analysis, data stored, data displayed), and signals involved in this application are all authorized by the user or fully authorized by all parties, and the collection, use, and processing of the relevant data must comply with the relevant laws, regulations, and standards of the relevant countries and regions.

[0029] Figure 1 This is a schematic diagram illustrating the implementation environment of an engine control method according to an embodiment of this application. See also... Figure 1 The implementation environment is in vehicle 101, which is equipped with engine 1011, engine controller 1012, brake pedal 1013 and brake force sensor 1014.

[0030] The engine 1011 provides power to the vehicle 101, driving it. The engine controller 1012 is the operating platform for the engine start-stop function, executing its control logic and controlling the start and stop of the engine 1011. It receives braking force from the brake force sensor 1014 via a CAN (Controller Area Network) bus to apply braking force in the engine start-stop function. The brake force sensor 1014 collects the braking force applied when the driver depresses the brake pedal and transmits it to the engine controller 1012 via the CAN bus. The brake pedal 1013 is the trigger for the driver to brake, used to decelerate and stop the vehicle.

[0031] Figure 2 This is a flowchart of an engine control method according to an embodiment of this application, which is executed by the vehicle's engine controller, such as... Figure 2 As shown, the engine control method includes the following steps: 201. Obtain traffic congestion information about the vehicle's location.

[0032] In this embodiment, when the vehicle's engine start-stop function is in operation, environmental traffic congestion information of the vehicle's surroundings is acquired. The engine start-stop function automatically activates when the vehicle is powered on, controlling the engine to stop when the vehicle is temporarily parked to reduce unnecessary fuel consumption and exhaust emissions, and controlling the engine to restart when the vehicle is restarted.

[0033] Since the engine needs to be restarted after it has stopped, it is necessary to ensure that the vehicle's current state supports engine shutdown and restart before controlling the engine shutdown. When the vehicle's current state supports engine shutdown and restart, the engine start-stop function is activated. The vehicle's current state supporting shutdown means that the vehicle speed is zero and there are no related malfunctions. The vehicle's current state supporting restart means that the engine has reached operating temperature, the battery has sufficient charge, and the air conditioning system is functioning normally. When the engine start-stop function is active, controlling the engine shutdown through this function requires meeting the braking force threshold used to trigger the shutdown command in its functional logic. The driver triggers the shutdown command by applying a braking force greater than or equal to this braking force threshold to the brake pedal.

[0034] To prevent frequent engine start-stop cycles in congested traffic, this application embodiment acquires environmental congestion information about the vehicle's environment. This information characterizes the degree of congestion and is used to adjust the braking force threshold corresponding to the stop command. The environmental congestion information can be represented numerically, with a value greater than or equal to 1. A larger value indicates a higher degree of congestion, and a smaller value indicates a lower degree of congestion.

[0035] There are several ways to obtain the aforementioned environmental congestion information. For example, installing cameras inside or outside the vehicle to capture images of the surrounding environment, analyzing these images, and determining congestion information based on traffic and pedestrian flow. Another example is using the vehicle's GPS (Global Positioning System) to obtain the vehicle's real-time location coordinates, sending these coordinates to a map application, which then uses these coordinates to determine the surrounding environmental congestion information and returns it to the vehicle. Yet another example is determining congestion information based on the number of times the driver brakes within a preset time period.

[0036] 202. Based on environmental congestion information and the first braking force threshold, determine the dynamic braking force threshold corresponding to the environment.

[0037] In this embodiment, a value greater than the normal braking force is taken as the first braking force threshold through a real vehicle calibration experiment. This first braking force threshold is pre-set in the engine start-stop function. Based on environmental congestion information and the first braking force threshold, a dynamic braking force threshold corresponding to the current environment is determined. The environmental congestion information is used to weight the first braking force threshold, and their product is determined as the dynamic braking force threshold. This threshold is adjusted in real-time during vehicle operation to trigger the engine stop command.

[0038] It should be noted that there is a limited linear positive correlation between environmental congestion information and the dynamic braking force threshold. The greater the environmental congestion, the higher the dynamic braking force threshold, meaning the driver needs to apply more braking force to stop the engine. To prevent the dynamic braking force threshold from being too high, which would prevent the driver from applying sufficient braking force and thus failing to trigger the engine start-stop function to stop the engine, this application embodiment limits a first upper limit value for the dynamic braking force threshold. If the dynamic braking force threshold calculated based on the environmental congestion information and the first braking force threshold is greater than this first upper limit value, then the dynamic braking force threshold is determined to be this first upper limit value.

[0039] 203. Control the vehicle's engine based on the dynamic braking force threshold.

[0040] In this embodiment of the application, while calculating the dynamic braking force threshold, the braking force experienced by the vehicle in the environment at the current moment is obtained. After calculating the dynamic braking force threshold, the dynamic braking force threshold is updated in the engine start-stop function. The braking force is compared with the dynamic braking force threshold. If the braking force is greater than or equal to the dynamic braking force threshold, the engine is controlled to stop; if the braking force is less than the dynamic braking force threshold, the engine is controlled to remain running.

[0041] This application provides an engine control method that acquires environmental congestion information of the vehicle's surrounding environment, and then determines a dynamic braking force threshold corresponding to the current environment based on the environmental congestion information and a pre-set first braking force threshold. The method then controls the vehicle engine through the dynamic braking force threshold. This method adaptively adjusts the braking force threshold in the engine start-stop function in congested environments to control the engine based on the dynamically changing braking force threshold. It can prevent frequent engine start-stop without the driver having to manually turn off the engine start-stop function, thus reducing the operational complexity of driving the vehicle.

[0042] The above embodiments describe adjusting the dynamic braking force threshold based on environmental congestion information, and then controlling the engine according to the dynamic braking force threshold. Based on this, Figure 3 This is a flowchart of another engine control method provided according to an embodiment of this application. The method describes how to obtain environmental congestion information through a preset duration and the number of brake triggers within that preset duration. Furthermore, it describes how to adjust a dynamic braking force threshold based on the environmental congestion information to achieve engine control. This method is executed by the vehicle's engine controller. Figure 3 As shown, the engine control method includes the following steps: 301. Based on the preset duration and the number of times the vehicle brakes within the preset duration, determine the environmental congestion information of the vehicle's environment.

[0043] In this embodiment, when the vehicle's engine start-stop function is in operation, the number of brake triggers within a preset time period prior to the current moment is obtained. Based on the preset time period and the number of brake triggers, environmental congestion information of the vehicle's surrounding environment is determined. The environmental congestion information can be in numerical form, with a value greater than or equal to 1. The larger the value, the higher the degree of environmental congestion; the smaller the value, the lower the degree of environmental congestion.

[0044] The preset duration is a pre-set time window length used to count the number of brake triggers within that time window. The preset duration can be a variable or a fixed value. When the preset duration is a fixed value, it can be a factory-calibrated value or a value initially set by the driver. When the preset duration is a variable value, it can be a value set by the user based on their driving habits and the current driving environment, or it can be a value that the engine start-stop function adaptively adjusts based on vehicle speed changes, driver braking frequency, or current driving environment data.

[0045] During the vehicle development phase, the engine start-stop function is trained to automatically adjust its preset duration. First, historical driving data under different congested environments is collected, including but not limited to reference information that captures congestion characteristics such as vehicle speed, braking timestamps, stopping duration, and road conditions. The historical driving data is divided by time, and each data segment is labeled according to real-world environmental congestion information. For each data segment, multiple candidate preset durations are set. The number of braking triggers within each candidate preset duration determines the candidate environmental congestion information for that duration. Then, the average candidate environmental congestion information within the same candidate preset duration is determined. The average candidate environmental congestion information closest to the environmental congestion information label for that data segment is selected from these averages, and the candidate preset duration corresponding to this average is defined as the preset duration label for that data segment. The engine start-stop function is trained using historical driving data and preset duration labels to learn the optimal preset duration corresponding to different driving environments, vehicle speeds, braking frequencies, and other driving information. For example, historical driving data within one hour is divided into 12 segments with a five-minute boundary, and an environmental congestion information label is added to each segment. For any five-minute data segment, its environmental congestion information label is 1.5. Multiple candidate environmental congestion information values ​​are calculated for 1 minute, 2 minutes, and 3 minutes. Based on the multiple candidate environmental congestion information values ​​corresponding to the 1-minute duration, the average candidate environmental congestion information value for 1 minute is determined to be 1.2; based on the multiple candidate environmental congestion information values ​​corresponding to the 2-minute duration, the average candidate environmental congestion information value for 2 minutes is determined to be 1.4; and based on the multiple candidate environmental congestion information values ​​corresponding to the 3-minute duration, the average candidate environmental congestion information value for 3 minutes is determined to be 1.7. The 1.4 calculated for the 2-minute window is closest to the actual label 1.5; therefore, the preset duration label for this data segment is 2 minutes.

[0046] After determining a preset time period, the number of times the vehicle's brakes are triggered within that time period is obtained. The number of brake triggers is the number of times the driver depresses the brakes, reducing the vehicle speed to zero. The more brake triggers within the preset time period, the higher the level of traffic congestion in the surrounding environment. To obtain an accurate number of brake triggers, this embodiment continuously monitors the braking force within the preset time period. When the braking force exceeds a third braking force threshold, a brake trigger is determined. This third braking force threshold is greater than the force exerted by the driver's foot naturally on the brake pedal to prevent accidental brake pedal activation.

[0047] To determine environmental congestion information based on a preset duration and the number of brake triggers within that duration, this embodiment pre-establishes a multi-dimensional feature map using the statistical duration as the first input dimension, the number of brake triggers within that duration as the second input dimension, and environmental congestion information as the output dimension. This maps the non-linear combination of duration and the number of brake triggers to the determined environmental congestion information. Within the same time window of the multi-dimensional feature map, the number of brake triggers and environmental congestion information exhibit a non-linear positive correlation: the more brake triggers, the higher the value of the environmental congestion information; conversely, the fewer brake triggers, the lower the value of the environmental congestion information.

[0048] When the preset duration and the number of braking triggers within the preset duration are known, the corresponding environmental congestion information can be directly searched in the multidimensional feature map. This application provides multiple types of multidimensional feature maps, each type of multidimensional feature map corresponds to a search method, and the corresponding multidimensional feature map is integrated into the vehicle's engine controller according to the actual application scenario and vehicle type.

[0049] In some embodiments, to improve the sensitivity and precision of engine control, the environmental congestion information should change with each change in the number of brake triggers within the same preset time period. Therefore, a continuous mapping is established using a multi-dimensional feature map to represent the preset time period, the number of brake triggers within that time period, and the environmental congestion information. For example, assuming a preset time period of 3 minutes, if the number of brake triggers within 3 minutes is 0, the output environmental congestion information is 1.0; if the number of brake triggers within 3 minutes is 1, the output environmental congestion information is 1.1; if the number of brake triggers within 3 minutes is 2, the output environmental congestion information is 1.2; and if the number of brake triggers within 3 minutes is 10, the output environmental congestion information is 2.0. Through this continuous mapping, the multi-dimensional feature map can capture even a slight change in the number of brake triggers, outputting precisely corresponding environmental congestion information, thus improving the control precision of the engine start-stop function and ensuring its control effect.

[0050] In some embodiments, assuming the engine controller in the vehicle has low computing power or high stability requirements for the engine start-stop function, and it is desired that environmental congestion information remains unchanged when the number of brake triggers varies little, a segmented mapping relationship between a preset duration, the number of brake triggers within the preset duration, the environmental congestion level, and the environmental congestion information can be established using multi-dimensional feature maps. Within the same preset duration, corresponding intervals for the number of brake triggers and environmental congestion information are set for different environmental congestion levels. For example, the environmental congestion level can be divided into two levels: "congested" and "non-congested." Assuming the preset duration is 3 minutes, if the number of brake triggers of the vehicle within 3 minutes is greater than or equal to 5, then the environmental congestion level of the vehicle's environment is determined to be "congested," and the environmental congestion information corresponding to the "congested" level is 2.0; if the number of brake triggers of the vehicle within 3 minutes is less than 5, then the environmental congestion level of the vehicle's environment is determined to be "non-congested," and the environmental congestion information corresponding to the "non-congested" level is 1.0. For example, the environmental congestion level can be divided into at least three levels. Assuming a preset duration of 3 minutes, if the number of brake triggers by the vehicle within 3 minutes is 0, the environmental congestion level of the vehicle's environment is determined to be "Level 1 Congestion," and the corresponding environmental congestion information is 1.0; if the number of brake triggers by the vehicle within 3 minutes is within the interval [1,5], the environmental congestion level of the vehicle's environment is determined to be "Level 2 Congestion," and the corresponding environmental congestion information is 1.5; if the number of brake triggers by the vehicle within 3 minutes is within the interval [6,9], the environmental congestion level of the vehicle's environment is determined to be "Level 3 Congestion," and the corresponding environmental congestion information is 1.8; if the number of brake triggers by the vehicle within 3 minutes is within the interval [10 ... If the vehicle is located within the specified range, the environmental congestion level is determined to be "Level 4 Congestion", and the corresponding environmental congestion information is 2.0.

[0051] S302. Obtain the product of environmental congestion information and the first braking force threshold, and determine the product as the dynamic braking force threshold corresponding to the environment.

[0052] In this embodiment, the product of environmental congestion information and a first braking force threshold is determined as the dynamic braking force threshold corresponding to the vehicle's environment. The first braking force threshold can be a fixed value or a variable value. When it is a fixed value, a first braking force threshold can be set for each vehicle based on data affecting braking force, such as vehicle mass and braking system, through real-vehicle calibration experiments, and this value can be kept constant. When it is a variable value, the first braking force threshold set at the factory can be adjusted according to the driver's braking habits. For example, for drivers who habitually apply the brakes lightly, the factory value can be appropriately lowered as the first braking force threshold; for drivers who habitually apply the brakes heavily, the factory value can be appropriately increased as the first braking force value.

[0053] For example, when the environmental congestion information is 1, the dynamic braking force threshold is the first braking force threshold, and the driver can control the engine to stop by applying the first braking force threshold; when the environmental congestion coefficient is 2, the dynamic braking force threshold is twice the first braking force threshold, and the driver must apply twice the first braking force threshold to control the engine to stop.

[0054] It should be noted that, to prevent the dynamic braking force threshold from being too high, which would prevent the driver from applying sufficient braking force and thus fail to trigger the engine start-stop function to control the engine to stop, this embodiment sets the maximum value of the dynamic braking force threshold to a first upper limit value. Since environmental congestion information is used to calculate the dynamic braking force threshold, to prevent the dynamic braking force threshold from exceeding the first upper limit value, this embodiment can also set the maximum value of the environmental congestion information in the multi-dimensional feature map to a second upper limit value. A threshold value for the number of braking triggers within a preset time period is determined based on the second upper limit value. When the number of braking triggers within the preset time period is greater than or equal to this threshold value, the environmental congestion information output by the multi-dimensional feature map is the second upper limit value.

[0055] S303, Obtain the braking force of the vehicle in the environment.

[0056] In this embodiment of the application, while calculating the dynamic braking force threshold, the braking force of the vehicle in the environment at the current moment is obtained. After calculating the dynamic braking force threshold, the dynamic braking force threshold is updated in the engine start-stop function to compare the braking force with the dynamic braking force threshold.

[0057] S304. If the braking force is greater than or equal to the dynamic braking force threshold, control the vehicle's engine to stop.

[0058] In this embodiment, if the braking force is greater than or equal to the dynamic braking force threshold, a shutdown command for the engine start-stop function is triggered to control the engine to stop; if the braking force is less than the dynamic braking force threshold, the engine is controlled to continue to be started.

[0059] S305: Continuously monitor braking force; if the braking force is less than the second braking force threshold, control the engine to start.

[0060] In this embodiment, after the engine is shut down, the braking force applied to the vehicle is continuously monitored and compared with a second braking force threshold. If the braking force is less than the second braking force threshold, a restart command for the engine start-stop function is triggered, controlling the engine to start. The second braking force threshold is less than the first braking force threshold. By setting the second braking force threshold, after the driver presses the brake pedal deeply to trigger the engine shutdown, they can release the braking force applied by their foot, reducing foot strain while the engine remains shut down, preventing accidental engine restart.

[0061] Please see Figure 4 , Figure 4 This is a timing diagram for engine control provided according to an embodiment of this application. For example... Figure 4 As shown, within the first time window, the driver presses the brake, and the braking force received by the vehicle continuously increases until it stabilizes. Simultaneously, the engine speed continuously decreases until it idles, and the vehicle speed continuously decreases to zero. Within the second time window, the vehicle speed is zero, the engine is idling, and the engine start-stop function is active. The driver can increase the braking force by pressing the brake pedal harder. Within the third time window, the braking force increases to exceed the dynamic braking force threshold, triggering the shutdown command in the engine start-stop function. The engine speed drops rapidly until it reaches zero, and the engine stops. After the engine stops, the driver can reduce the braking force applied by their foot. Within the fourth time window, the braking force decreases to below the second braking force threshold, the engine restarts, and the engine speed rapidly increases until it stabilizes. The vehicle starts moving as the engine restarts, and the vehicle speed gradually increases.

[0062] This application provides an engine control method that pre-creates a multi-dimensional feature map with statistical duration and the number of brake triggers within that duration as input dimensions, and environmental congestion information as the output dimension. When the engine start-stop function is running, based on the number of brake triggers within a preset duration prior to the current moment, the method searches the multi-dimensional feature map for environmental congestion information about the vehicle's current environment. The method then adjusts the dynamic braking force threshold in real time based on this congestion information. By mapping the non-linear combination of time and the number of brake triggers to environmental congestion information through the multi-dimensional feature map, the method matches the most suitable braking force threshold to environments with different levels of congestion, avoiding oversensitivity or undersensitivity caused by single linear calculations. By comparing the braking force applied by the driver with the dynamic braking force threshold, the method adaptively learns the driver's core intent based on the comparison results, determining whether the driver wants the engine to stop, and then automatically controlling the engine to stop or continue starting. This eliminates the need for the driver to manually disable the engine start-stop function, prevents frequent engine start-stops, reduces the operational complexity of vehicle driving, and improves driving intelligence and the driver's experience. By setting a second braking force threshold, the driver can release the braking force applied by their foot after the engine is stopped by pressing the brake hard, reducing the burden on the foot while keeping the engine stopped. This prevents accidental engine restart and further reduces the burden on the driver's foot, thus improving the driving experience.

[0063] The above embodiments describe how to determine a dynamic braking force threshold based on environmental congestion information, and then apply the dynamic braking force threshold in the engine start-stop function to achieve engine control. Based on this, Figure 5This is a flowchart of another engine control method provided according to an embodiment of this application. The method describes how to control the engine start-stop function based on environmental congestion information, thereby controlling the engine. This method is executed by the vehicle's engine controller. Figure 5 As shown, the engine control method includes the following steps: S501. Obtain traffic congestion information about the vehicle's location.

[0064] Please refer to step S301 for the specific process, which will not be repeated here.

[0065] S502, Engine start-stop function based on environmental congestion information to control the vehicle's engine.

[0066] In this embodiment, the system determines whether the current environment is a "congested environment" based on environmental congestion information, and then controls the start-stop function of the engine to be turned on and off based on the determination result, thereby achieving the purpose of engine control. For example, if the multidimensional feature map is a continuously mapped multidimensional feature map, then when the environmental congestion information is less than or equal to 1.5, the vehicle's environment is determined to be a "non-congested environment"; when the environmental congestion information is greater than 1.5, the vehicle's environment is determined to be a "congested environment". If the multidimensional feature map is a segmented mapped multidimensional feature map, then the system determines whether the vehicle's environment is a "congested environment" based on the environmental congestion level. When the multidimensional feature map divides the environmental congestion level into two levels, if the environmental congestion level of the vehicle's environment is "congested", then the environment is determined to be a "congested environment"; if the environmental congestion level of the vehicle's environment is "non-congested", then the environment is determined to be a "non-congested environment". When classifying environmental congestion levels into four levels using multidimensional feature maps, if the environmental congestion level of the vehicle's environment is "Level 1 Congestion" or "Level 2 Congestion", then the environment is determined to be "non-congested environment"; if the environmental congestion level of the vehicle's environment is "Level 3 Congestion" or "Level 4 Congestion", then the environment is determined to be "congested environment".

[0067] In some embodiments, if the environmental congestion information indicates that the environment is congested, the engine start-stop function is turned off; the environmental congestion information is continuously monitored; if the environmental congestion information indicates that the environment is not congested, the engine start-stop function is turned on to control the vehicle's engine based on the engine start-stop function.

[0068] In this embodiment, the engine start-stop function is actively controlled to turn on and off based on environmental congestion information, thereby achieving the purpose of controlling the engine. This prevents frequent engine start-stop without requiring the driver to manually turn off the engine start-stop function, reducing the operational complexity of driving the vehicle.

[0069] Figure 6This is a block diagram of an engine control device according to an embodiment of this application. The device is used to perform the steps of the above-described engine control method, see [link to relevant documentation]. Figure 6 The device includes: The information acquisition unit 601 is used to acquire environmental congestion information of the vehicle's surroundings. The threshold determination unit 602 is used to determine the dynamic braking force threshold corresponding to the environment based on environmental congestion information and the first braking force threshold. Threshold application unit 603 is used to control the vehicle's engine based on a dynamic braking force threshold.

[0070] In some embodiments, the information acquisition unit is specifically used to determine the environmental congestion information of the vehicle's environment based on a preset duration and the number of times the vehicle's brakes are triggered within the preset duration.

[0071] In some embodiments, the threshold determination unit is specifically used to obtain the product of environmental congestion information and a first braking force threshold, and determine the product as the dynamic braking force threshold corresponding to the environment.

[0072] In some embodiments, the threshold application unit is specifically used to obtain the braking force of the vehicle in the environment; If the braking force is greater than or equal to the dynamic braking force threshold, the vehicle's engine will be shut down.

[0073] In some embodiments, the threshold application unit is specifically used for continuously monitoring braking force; If the braking force is less than the second braking force threshold, the engine will be started.

[0074] In some embodiments, the device further includes a function control unit for controlling the engine start-stop function based on environmental congestion information, so as to control the vehicle's engine.

[0075] In some embodiments, the function control unit is specifically configured to disable the engine start-stop function if the environmental congestion information indicates that the environment is a congested environment. Continuously monitor environmental congestion information; If the environmental congestion information indicates that the environment is not congested, then the engine start-stop function is activated to control the vehicle's engine based on the engine start-stop function.

[0076] This application provides an engine control device that acquires environmental congestion information of the vehicle's surroundings, and then determines a dynamic braking force threshold corresponding to the current environment based on the environmental congestion information and a pre-set first braking force threshold. The device then controls the vehicle engine based on the dynamic braking force threshold. In congested environments, the device adaptively adjusts the braking force threshold in the engine start-stop function to control the engine according to the dynamically changing braking force threshold. This prevents frequent engine start-stops without requiring the driver to manually turn off the engine start-stop function, thus reducing the operational complexity of driving the vehicle.

[0077] It should be noted that the engine control device provided in the above embodiments is only illustrated by the division of the above functional modules when running the application program. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the engine control device and the engine control method embodiments provided in the above embodiments belong to the same concept, and the specific implementation process can be found in the method embodiments, which will not be repeated here.

[0078] Figure 7 This is a schematic diagram of the structure of an engine controller according to an embodiment of this application.

[0079] Typically, the engine controller 700 includes: a main control module 701, a CAN interface 702, a hard-wired input interface 703, and a hard-wired output interface 704. The main control module 701 is connected to the CAN interface 702, the hard-wired input interface 703, and the hard-wired output interface 704, respectively.

[0080] The main control module 701 typically includes a processor and memory. The processor may include one or more processing cores, such as a quad-core processor or an octa-core processor. The processor can be implemented using at least one hardware form of DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), or PLA (Programmable Logic Array). The processor may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, the processor may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content required to be displayed on the vehicle's screen. In some embodiments, the processor may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning. The memory may include one or more computer-readable storage media, which may be non-transitory. The memory may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, a non-transitory computer-readable storage medium in the memory is used to store at least one computer program, which is executed by a processor to implement the engine control method provided in the method embodiments of this application.

[0081] The CAN interface 702 may include a powertrain CAN interface, a motor CAN interface, and a diagnostic CAN interface. The powertrain CAN interface is used to communicate with the vehicle's powertrain module, the motor CAN interface is used to communicate with the vehicle's motor controller, and the diagnostic CAN interface is used to communicate with diagnostic equipment.

[0082] The hard-wired input interface 703 is used to receive hard-wired control signals. The hard-wired output interface 704 is used to send control commands to the vehicle's electronic control components, causing them to perform corresponding actions. These electronic control components include a power management system, a motor controller, an on-board charger, and a body control system.

[0083] The main control module 701 can communicate with the vehicle's powertrain module, motor controller, and diagnostic equipment via the CAN interface 702, and generate control commands based on the hard-wired control signals received by the hard-wired input interface 703, so as to send the control commands to the vehicle's electronic control components via the hard-wired output interface 704.

[0084] Those skilled in the art will understand that Figure 7 The structure shown does not constitute a limitation on the engine controller 700, and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0085] This application also provides a computer-readable storage medium storing at least one computer program, which is loaded and executed by a processor of an electronic device to implement the operations performed by the electronic device in the engine control method of the above embodiments. For example, the computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a compact disc read-only memory (CD-ROM), magnetic tape, a floppy disk, or an optical data storage device, etc.

[0086] This application also provides a computer program product, including a computer program loaded and executed by a processor to implement the engine control method as described in the above embodiments.

[0087] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware, or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.

[0088] The above are merely optional embodiments of this application and are not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. An engine control method, characterized in that, The method includes: Obtain environmental traffic congestion information about the vehicle's location; Based on the environmental congestion information and the first braking force threshold, the dynamic braking force threshold corresponding to the environment is determined; The vehicle's engine is controlled based on the dynamic braking force threshold.

2. The method according to claim 1, characterized in that, The acquisition of environmental congestion information of the vehicle's location includes: Based on a preset duration and the number of times the vehicle brakes within that preset duration, the environmental congestion information of the vehicle's environment is determined.

3. The method according to claim 1, characterized in that, The step of determining the dynamic braking force threshold corresponding to the environment based on the environmental congestion information and the first braking force threshold includes: Obtain the product of the environmental congestion information and the first braking force threshold, and determine the product as the dynamic braking force threshold corresponding to the environment.

4. The method according to claim 1, characterized in that, The step of controlling the vehicle's engine based on the dynamic braking force threshold includes: Obtain the braking force of the vehicle in the environment; If the braking force is greater than or equal to the dynamic braking force threshold, then the vehicle's engine is controlled to shut down.

5. The method according to claim 4, characterized in that, After controlling the vehicle's engine to stop if the braking force is greater than or equal to the dynamic braking force threshold, the method further includes: Continuously monitor the braking force; If the braking force is less than the second braking force threshold, then the engine is controlled to start.

6. The method according to claim 1, characterized in that, After obtaining the environmental congestion information of the vehicle's location, the process also includes: The engine start-stop function is controlled based on the environmental congestion information to control the vehicle's engine.

7. The method according to claim 6, characterized in that, The engine start-stop function based on the environmental congestion information, in order to control the vehicle's engine, includes: If the environmental congestion information indicates that the environment is congested, then the engine start-stop function is turned off; Continuously monitor the aforementioned environmental congestion information; If the environmental congestion information indicates that the environment is not congested, then the engine start-stop function is activated to control the vehicle's engine based on the engine start-stop function.

8. An engine control device, characterized in that, The device includes: The information acquisition unit is used to acquire environmental congestion information about the vehicle's surroundings. The threshold determination unit is used to determine the dynamic braking force threshold corresponding to the environment based on the environmental congestion information and the first braking force threshold. A threshold application unit is used to control the vehicle's engine based on the dynamic braking force threshold.

9. An engine controller, characterized in that, The engine controller includes a main control module, which includes a processor and a memory. The memory is used to store at least one computer program, which is loaded by the processor and executed according to any one of claims 1 to 7.

10. A vehicle, characterized in that, The vehicle includes an engine controller for performing the engine control method according to any one of claims 1 to 7.

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