A control method, device, medium, equipment and product of an engine

Abstract

Embodiments of the present application disclose a control method, device, medium, equipment and product of an engine, the control method comprising: acquiring an operating state parameter of a vehicle; determining a target working condition in which the vehicle is currently located according to the operating state parameter; determining a target start-stop threshold according to the target working condition; and controlling starting or stopping of an engine in the vehicle according to the target start-stop threshold. Embodiments of the present application can make the start-stop timing of the engine match the real-time working condition, effectively avoid the problem of improper start-stop timing caused by a fixed threshold, thereby significantly improving the working condition adaptability of the start-stop control strategy, reducing the energy consumption of the vehicle, and improving the driving smoothness.

Description

Technical Field

[0001] This application belongs to the field of vehicle control, and specifically relates to an engine control method, control device, storage medium, electronic device and computer program product. Background Technology

[0002] Against the backdrop of global carbon neutrality strategies and increasingly stringent emission regulations, hybrid technology has become a key path for the transformation of the automotive industry. During the operation of hybrid vehicles, the timing of engine start-stop has a significant impact on overall vehicle energy consumption and driving experience.

[0003] Existing hybrid vehicles achieve both fuel economy and driving range through the coordinated operation of the engine and electric motor. However, their engine start-stop strategies are mostly based on fixed thresholds, which are difficult to adapt to the dynamic needs under complex and changing operating conditions. This leads to a mismatch between the timing of engine start-stop and real-time operating conditions, resulting in problems such as poor adaptability, high energy consumption, and poor driving smoothness.

[0004] Therefore, existing technologies lack a technical solution for precisely controlling engine start-stop by dynamically adjusting the engine start-stop timing based on complex operating conditions. Summary of the Invention

[0005] The purpose of this application is to provide an engine control method, device, medium, equipment, and product that can solve the problem that the engine start-stop timing does not match the real-time operating conditions caused by existing engine start-stop strategies based on fixed thresholds.

[0006] In a first aspect, embodiments of this application provide an engine control method, the method comprising: Obtain the vehicle's operating status parameters; The target operating condition of the vehicle is currently determined based on the operating status parameters. Determine the target start / stop threshold based on the target operating conditions; The engine in the vehicle is started or stopped according to the target start-stop threshold.

[0007] Optionally, the operating status parameters include environmental data and road data, and determining the target operating condition of the vehicle based on the operating status parameters includes: Determine whether the vehicle is operating under high-temperature conditions based on the environmental data; Determine whether the vehicle is in a congested condition based on the road data; The road data is used to determine whether the vehicle is in a slope condition; the slope condition is either an uphill condition or a downhill condition. The target operating conditions are determined to be the high temperature operating condition, the congestion operating condition, and / or the slope operating condition.

[0008] Optionally, determining the target start-stop threshold based on the target operating condition includes: Determine the start / stop compensation value corresponding to the target operating condition based on the operating status parameters; The target start / stop threshold is obtained by compensating the preset start / stop threshold with the start / stop compensation value.

[0009] Optionally, determining the start-stop compensation value corresponding to the target operating condition based on the operating status parameters includes: Extract the target state parameters corresponding to the target operating condition from the operating state parameters; The start / stop compensation value is determined based on the target state parameters.

[0010] Optionally, extracting the target state parameters corresponding to the target operating condition from the operating state parameters includes: When the target operating condition includes a high-temperature operating condition, the ambient temperature is extracted from the operating status parameters as the target status parameter. When the target operating condition includes a congested operating condition, the congestion distance, congestion duration, and driving speed are extracted from the operating state parameters as the target state parameters; When the target working condition includes an uphill working condition, the slope length and slope angle are extracted from the operating status parameters as the target status parameters; or, when the target working condition includes a downhill working condition, the remaining length at the top of the slope is extracted from the operating status parameters as the target status parameters.

[0011] Optionally, when the target operating condition is a high-temperature operating condition, determining the start-stop compensation value based on the target state parameters includes: The high-temperature compensation value is determined based on the ambient temperature and the preset temperature threshold. The step of compensating the preset start-stop threshold based on the start-stop compensation value to obtain the target start-stop threshold includes: The preset start / stop threshold is compensated based on the high temperature compensation value to obtain the target start threshold.

[0012] Optionally, when the target operating condition is a congested operating condition, determining the start-stop compensation value based on the target state parameters includes: The congestion coefficient is determined based on the duration of the congestion. The congestion compensation value is determined based on the congestion distance, the congestion coefficient, and the driving speed; The step of compensating the preset start-stop threshold based on the start-stop compensation value to obtain the target start-stop threshold includes: The target start-stop threshold is obtained by compensating the preset start-stop threshold based on the congestion compensation value.

[0013] Optionally, when the target operating condition is an uphill operating condition, determining the start-stop compensation value based on the target state parameters includes: The angle compensation value is determined based on the ramp angle and the preset angle threshold. The length compensation value is determined based on the ramp length and a preset length threshold. The uphill compensation value is determined based on the angle compensation value and the length compensation value; The step of compensating the preset start-stop threshold based on the start-stop compensation value to obtain the target start-stop threshold includes: The target start / stop threshold is obtained by compensating the preset start / stop threshold based on the uphill compensation value.

[0014] Optionally, when the target operating condition is a downhill operating condition, determining the start-stop compensation value based on the target state parameters includes: The downhill compensation value is determined based on the remaining distance at the top of the slope, the preset closing threshold, and the preset protection threshold. The step of compensating the preset start-stop threshold based on the start-stop compensation value to obtain the target start-stop threshold includes: The preset start / stop threshold is compensated based on the downhill compensation value to obtain the target start / stop threshold.

[0015] Optionally, when the target operating condition is a combination of high-temperature operating condition, congested operating condition, and uphill operating condition, the step of compensating the preset start-stop threshold based on the start-stop compensation value to obtain the target start-stop threshold includes: The start / stop threshold for each operating condition is obtained based on the start / stop compensation value corresponding to each operating condition. The start-stop thresholds corresponding to each working condition are weighted and fused according to the priority of each working condition to obtain the target start-stop threshold. When the target operating condition is a combination of high-temperature operating condition and / or congested operating condition, and downhill operating condition, the step of compensating the preset start-stop threshold based on the start-stop compensation value to obtain the target start-stop threshold includes: The downhill compensation value is determined based on the remaining distance at the top of the slope, the preset closing threshold, and the preset protection threshold. The preset start-stop threshold is then compensated based on the downhill compensation value to obtain the target start-stop threshold.

[0016] Optionally, controlling the start or stop of the engine in the vehicle according to the target start-stop threshold includes: Get real-time battery level; When the real-time battery charge value is less than the target start-stop threshold, the engine is controlled to start; When the real-time battery charge value is greater than or equal to the target start-stop threshold, the engine is controlled to shut down.

[0017] Secondly, embodiments of this application provide an engine control device, the device comprising: The acquisition module is used to acquire the vehicle's operating status parameters; The determination module is used to determine the target operating condition of the vehicle based on the operating status parameters; The threshold module is used to determine the target start-stop threshold based on the target operating condition; The control module is used to control the start or stop of the engine in the vehicle according to the target start-stop threshold.

[0018] Thirdly, embodiments of this application provide a storage medium that stores computer instructions, which, when executed by a computer, are used to perform the steps of the engine control method as described in the first aspect.

[0019] Fourthly, embodiments of this application provide an electronic device including at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform the steps of the engine control method as described in the first aspect.

[0020] Fifthly, embodiments of this application provide a computer program product, including a computer program / instructions that, when executed by a processor, implement the steps of the engine control method as described in the first aspect.

[0021] In this embodiment, by acquiring the vehicle's operating status parameters and determining the current target operating condition, and then dynamically determining the target start-stop threshold corresponding to the current operating condition, the engine can be started or stopped based on the target start-stop threshold. This enables the engine's start-stop timing to match the real-time operating condition, effectively avoiding the problem of improper start-stop timing caused by fixed thresholds. This significantly improves the operating condition adaptability of the start-stop control strategy, reduces vehicle energy consumption, and improves driving smoothness. Attached Figure Description

[0022] Figure 1 This is a system block diagram of a vehicle control system provided in an embodiment of this application; Figure 2 This is a flowchart illustrating the steps of an engine control method provided in an embodiment of this application; Figure 3 This is a structural block diagram of an engine control device provided in an embodiment of this application; Figure 4 This is a schematic diagram of the hardware structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0023] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0024] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0025] The engine control method provided in this application will be described in detail below with reference to the accompanying drawings, through specific embodiments and application scenarios.

[0026] Reference Figure 1 This is a system block diagram of a vehicle control system provided in an embodiment of this application. The vehicle control system includes an infotainment head unit 101 (IHU), a battery management system 102 (BMS), a thermal management system 103 (TMS), a vehicle controller 104 (VCU), and an engine management system 105 (EMS).

[0027] Specifically, the IHU is used to obtain road conditions ahead; the BMS is used to monitor battery status and obtain battery power; the TMS, as a thermal management controller, is used to obtain ambient temperature; the VCU, as the core controller, is used to receive information sent by the IHU, BMS, and TMS and generate control strategies; and the EMS is used to execute control strategies, control the start and stop of the engine, and the response of the desired power generation.

[0028] Reference Figure 2 This is a flowchart illustrating the steps of an engine control method provided in an embodiment of this application, specifically including the following steps: Step 201: Obtain the vehicle's operating status parameters; In this embodiment, operating status parameters need to be acquired through the vehicle's sensor system, navigation system, and on-board bus. These operating status parameters include, but are not limited to, environmental data for identifying high-temperature conditions, road data for identifying congested and sloped conditions, and driving data for characterizing the vehicle's real-time motion.

[0029] Specifically, ambient temperature and other data related to external environmental conditions can be collected through the temperature sensor in the TMS as environmental data; traffic distance, traffic duration, slope length and slope angle, and other data related to road characteristics ahead of the vehicle can be obtained through the vehicle's navigation system from the IHU as road data; and current speed and other data related to the vehicle's own motion state can be collected through the vehicle's CAN (Controller Area Network) bus as driving data.

[0030] Step 202: Determine the target operating condition of the vehicle based on the operating status parameters; In this embodiment, it is necessary to determine the target operating condition of the vehicle based on the operating status parameters. The target operating condition refers to the comprehensive environmental and road conditions faced by the vehicle during its current driving process, which is used to characterize the vehicle's operating characteristics under specific scenarios such as high temperature, congestion, or slope. The target operating condition may include, but is not limited to, one or more combinations of high temperature conditions, congestion conditions, uphill conditions, and downhill conditions.

[0031] Step 203: Determine the target start-stop threshold based on the target operating conditions; In existing technologies, engine start-stop control often adopts a fixed threshold strategy, which means that regardless of the vehicle's operating conditions, the same preset SOC boundary value is used as the basis for determining whether the engine should start or stop. This fixed threshold strategy is acceptable under smooth road conditions, but it is difficult to balance energy economy and driving comfort under complex and variable operating conditions.

[0032] For example, in high-temperature environments, the engine's thermal management system experiences increased load, leading to limited output power and decreased battery charging and discharging efficiency. If engine start-stop is still controlled according to a fixed threshold, the battery's power reserve will drastically decrease, easily resulting in battery depletion. In congested traffic, vehicles frequently start and stop. Existing systems often only start the engine to charge when the battery level is low (below a fixed threshold), and the engine often operates in an inefficient range at this time, resulting in poor fuel economy. Frequent engine start-stop also affects driving smoothness. When facing continuous uphill climbs, controlling the engine according to a fixed threshold cannot predict the power demand of the continuous uphill climb ahead, resulting in a lack of advance power reserve and a lack of foresight. This leads to late engine intervention and rapid battery depletion, at which point the engine bears a high load alone with low efficiency. Conversely, when descending continuously, the engine fails to shut down in time to fully utilize regenerative braking energy.

[0033] To avoid the mismatch between engine start-stop timing and real-time operating conditions caused by a fixed threshold, this application embodiment adjusts the initially fixed preset start-stop threshold under different target operating conditions, based on operating state parameters. This ensures that the start-stop judgment boundary adapts to the actual needs of the current operating condition, thereby obtaining a target start-stop threshold with operating condition self-adaptation capability. The target start-stop threshold refers to the SOC boundary value obtained after dynamic adjustment, used to replace the preset start-stop threshold as the judgment basis for engine start-stop control.

[0034] Step 204: Control the engine in the vehicle to start or stop according to the target start-stop threshold.

[0035] In existing technologies, the common mainstream technology for balancing energy consumption and power is the multi-mode optimized start-stop strategy. This strategy divides the vehicle's battery consumption process into a power consumption (CD) phase and a power retention (CS) phase based on the State of Charge (SOC). In the CD phase, the vehicle prioritizes using the energy stored in the high-voltage battery to drive the electric motor. When the battery is sufficiently charged and the vehicle's power demand is low, the engine does not engage. Only when the driver needs high power output, such as for rapid acceleration or overtaking, will the engine start and work in conjunction with the electric motor to ensure power response. The CS phase uses the Vehicle Control Unit (VCU) and energy management algorithms to intelligently coordinate the operation of the engine and electric motor, maintaining the SOC within a preset target range. This target range refers to the upper and lower boundary intervals of the battery charge that need to be maintained, generally based on the characteristics of the vehicle's battery, the engine's optimal efficiency range, and the energy consumption under calibrated operating conditions.

[0036] In this embodiment of the application, to match the engine start-stop timing with real-time operating conditions, the start-stop judgment threshold is dynamically adjusted based on the current target operating condition, and the engine is controlled to start or stop based on the adjusted target start-stop threshold. In this case, the State of Charge (SOC) is not simply maintained within a preset range, but rather the battery charge judgment boundary for engine start and stop is adaptively changed according to different operating conditions, so that the same battery charge value may correspond to different start-stop controls under different operating conditions.

[0037] Meanwhile, by controlling the engine's start or stop through the target start-stop threshold obtained after adaptive adjustment of operating conditions, the engine's start-stop timing can be optimized, avoiding problems such as frequent start-stop at high temperatures, premature intervention in traffic jams, insufficient power when going uphill, and insufficient energy recovery when going downhill caused by fixed thresholds in existing technologies.

[0038] In this embodiment, by acquiring the vehicle's operating status parameters and determining the current target operating condition, and then dynamically determining the target start-stop threshold corresponding to the current operating condition, the engine is controlled to start or stop based on the adjusted target start-stop threshold. This enables the engine's start-stop timing to match the real-time operating condition, effectively avoiding the problem of improper start-stop timing caused by fixed thresholds, thereby significantly improving the operating condition adaptability of start-stop control, reducing vehicle energy consumption, and improving driving smoothness.

[0039] In one embodiment of this application, the operating status parameters include environmental data and road data, and determining the target operating condition of the vehicle based on the operating status parameters includes: Determine whether the vehicle is operating under high-temperature conditions based on the environmental data; Determine whether the vehicle is in a congested condition based on the road data; The road data is used to determine whether the vehicle is in a slope condition; the slope condition is either an uphill condition or a downhill condition. The target operating conditions are determined to be the high temperature operating condition, the congestion operating condition, and / or the slope operating condition.

[0040] In this embodiment, the operating status parameters include environmental data and road data. Environmental data characterizes the environmental conditions of the vehicle's external environment and directly affects the load on the engine thermal management system and the battery charging and discharging efficiency. Therefore, a high-temperature result characterizing whether the vehicle is operating under high-temperature conditions is determined based on the environmental data. Road data characterizes the traffic conditions and road morphology characteristics ahead of the vehicle and has a decisive impact on the vehicle's energy consumption pattern and power demand. Therefore, a congestion result characterizing whether the vehicle is operating under congested conditions and a slope result characterizing whether the vehicle is operating under a slope condition are determined based on the road data.

[0041] Whether a vehicle is operating under high-temperature conditions can be determined by comparing the ambient temperature in the environmental data with a preset temperature threshold. Specifically, when the ambient temperature is higher than the preset temperature threshold, the vehicle is determined to be operating under high-temperature conditions.

[0042] Whether a vehicle is in a congested situation can be determined by comparing the congestion distance and congestion duration in road data with preset congestion thresholds. Specifically, a vehicle is determined to be in a congested situation when the congestion distance exceeds a preset distance threshold and the congestion duration exceeds a preset time threshold. The congestion duration can be determined based on the average vehicle speed over a certain distance ahead.

[0043] Whether a vehicle is in a slope condition can be determined by comparing the slope angle and slope length in the road data with a preset slope threshold. Specifically, when the absolute value of the slope angle is greater than the preset angle threshold and the slope length is greater than the preset length threshold, the vehicle is determined to be in a slope condition, and further, the uphill or downhill condition can be distinguished based on the positive or negative value of the slope angle.

[0044] After obtaining the above-mentioned operating conditions, the target operating condition of the vehicle can be determined based on the combination of the identification results of each operating condition. Specifically, since high temperature, congestion, and slope conditions correspond to different physical dimensions of climate environment, traffic conditions, and road slope, respectively, and these three are not mutually exclusive and can coexist, the target operating condition can be a single condition from these three conditions, or a combination of multiple conditions from these three conditions. For example, the vehicle may be simultaneously in a high temperature and congestion condition, or simultaneously in a high temperature and uphill condition, or simultaneously in a congestion and uphill condition, etc.

[0045] It should be noted that the uphill and downhill conditions in the above-mentioned slope conditions are two opposite directions of travel. They are mutually exclusive at the same time. That is, a vehicle can only be in either the uphill or downhill condition at any given moment, and they cannot coexist. However, the uphill or downhill condition can coexist with the high temperature condition and the congestion condition, respectively.

[0046] As an example, if the temperature threshold is 35℃, the distance threshold is 500 meters, the time threshold is 5 minutes, the angle threshold is 3°, the length threshold is 100 meters, the current ambient temperature is 38℃, the road congestion distance ahead is 800 meters, the slope angle is +5°, and the slope length is 200 meters.

[0047] Based on the above judgment logic, given that the ambient temperature is 38℃ > 35℃, the vehicle can be determined to be in a high-temperature operating condition; given that the congestion distance is 800 meters > 500 meters, the vehicle can be determined to be in a congested operating condition; and given that the slope angle is 5° > 3° and the slope length is 200 meters > 100 meters, the vehicle can be determined to be in an uphill operating condition within a slope operating condition. Therefore, the final determined target operating condition is a superposition combination of the high-temperature operating condition, the congested operating condition, and the uphill operating condition.

[0048] In one embodiment, since uphill and downhill conditions have different impacts on the engine start-stop strategy, uphill conditions require early engine start-up to ensure power output, while downhill conditions tend to shut down the engine early to utilize energy recovery. Therefore, different length thresholds can be set for uphill and downhill conditions. For example, a longer length threshold, such as 150 meters, can be set for uphill conditions to ensure that the engine can intervene earlier during continuous uphill driving; a shorter length threshold, such as 50 meters, can be set for downhill conditions to identify the downhill slope earlier and shut down the engine.

[0049] This application combines environmental data with road data to identify the target operating condition of the vehicle from three dimensions: climate conditions, traffic conditions, and road slope. It allows various operating conditions to coexist and form operating condition combinations, which can comprehensively and accurately reflect the complex driving environment faced by the vehicle. This provides a precise input basis for subsequent dynamic adjustment of the start-stop threshold based on operating conditions, thereby improving the operating condition adaptability and control accuracy of engine start-stop.

[0050] In one embodiment of this application, determining the target start-stop threshold based on the target operating condition includes: Determine the start / stop compensation value corresponding to the target operating condition based on the operating status parameters; The target start / stop threshold is obtained by compensating the preset start / stop threshold with the start / stop compensation value.

[0051] Because different operating conditions require different engine start-stop timings—for example, in high-temperature conditions, the engine needs to be started in advance to increase the State of Charge (SOC) balance point and ensure thermal management during vehicle operation at high temperatures; in congested conditions, the engine needs to be started before entering congestion to increase the SOC balance point, so that the engine can be shut off during congestion and operate in pure electric mode, avoiding frequent start-stops in the inefficient range; in uphill conditions, the engine needs to be started in advance to increase the SOC balance point, allowing the engine to operate in the efficient range and preventing the SOC from dropping to a low point, thus ensuring power output; and in downhill conditions, the engine needs to be shut off in advance to utilize energy recovery—it is impossible to use a uniform fixed threshold to adapt to all operating conditions. Therefore, this application's embodiments determine the start-stop compensation value corresponding to the current target operating condition and then superimpose this compensation value onto a preset start-stop threshold to obtain a target start-stop threshold adapted to the current operating condition. The start-stop compensation value is a threshold adjustment value corresponding to high-temperature conditions, congested conditions, uphill conditions, and downhill conditions. It is used to increase or decrease the preset start-stop threshold so that the adjusted target start-stop threshold can adapt to the specific requirements of the current operating conditions for engine start-stop timing. The preset start-stop threshold is a threshold based on the start-stop judgment benchmark. Specifically, it is a preset SOC (State of Charge, battery charge) boundary value, which is related to the rated capacity of the vehicle's power battery and the default calibration strategy. It is generally set as a fixed threshold during the vehicle's factory calibration stage.

[0052] Specifically, when the target operating condition is a single condition among high temperature, congestion, and slope, the preset start-stop threshold is adjusted according to the start-stop compensation value corresponding to that single operating condition. For example, if the preset start-stop threshold is 20%, and the compensation value corresponding to the high temperature condition is +5%, then the target start-stop threshold is 25%.

[0053] This application embodiment transforms the complex and ever-changing operating conditions into calculable compensation quantities and superimposes them onto a preset start-stop threshold. This enables the start-stop threshold to adaptively adjust to the current operating conditions, allowing the engine's start and stop timing to dynamically match the actual needs of different scenarios such as high temperature, congestion, uphill, and downhill. This effectively reduces energy consumption and improves driving smoothness while ensuring power output.

[0054] In one embodiment of this application, determining the start-stop compensation value corresponding to the target operating condition based on the operating state parameters includes: Extract the target state parameters corresponding to the target operating condition from the operating state parameters; The start / stop compensation value is determined based on the target state parameters.

[0055] In practical applications, the parameters used for different operating conditions will vary. To ensure that the start-stop compensation value accurately reflects the characteristics of the operating condition and actual needs, this embodiment of the application requires extracting target state parameters corresponding to the target operating condition from the operating state parameters, and determining the corresponding compensation value based on the extracted target state parameters. Here, the target state parameters refer to operating state parameters that are directly related to the current target operating condition and can quantify the severity or intensity of the operating condition.

[0056] The embodiments of this application extract corresponding target state parameters for different operating conditions, which can make the determination of start-stop compensation values ​​more accurate and avoid the problem of inaccurate compensation caused by using uniform parameters.

[0057] In one embodiment of this application, extracting the target state parameters corresponding to the target operating condition from the operating state parameters includes: When the target operating condition includes a high-temperature operating condition, the ambient temperature is extracted from the operating status parameters as the target status parameter. When the target operating condition includes a congested operating condition, the congestion distance, congestion duration, and driving speed are extracted from the operating state parameters as the target state parameters; When the target working condition includes an uphill working condition, the slope length and slope angle are extracted from the operating status parameters as the target status parameters; or, when the target working condition includes a downhill working condition, the remaining length at the top of the slope is extracted from the operating status parameters as the target status parameters.

[0058] Since different operating conditions have different effects on engine start-stop, the target state parameters they depend on also differ. Here, we will explain the target state parameters corresponding to high temperature conditions, congested conditions, uphill conditions, and downhill conditions.

[0059] Specifically, under high-temperature conditions, the engine thermal management system load and battery charging / discharging efficiency are directly related to the ambient temperature. Therefore, ambient temperature is extracted as a target state parameter from the operating state parameters. Under congested conditions, the frequency of vehicle starts and stops is directly related to the congestion distance, congestion duration, and driving speed. Therefore, congestion distance, congestion duration, and driving speed are extracted as target state parameters from the operating state parameters. Under uphill conditions, the degree to which the engine needs to intervene early is directly related to the slope angle and slope length. Therefore, slope angle and slope length are extracted as target state parameters from the operating state parameters. Under downhill conditions, whether the engine needs to shut off early is directly related to the remaining distance to the top of the slope. Therefore, the remaining distance to the top of the slope is extracted as a target state parameter from the operating state parameters. The remaining distance to the top of the slope refers to the remaining distance between the vehicle's current position and the starting point (top of the slope) of the downhill section ahead. It characterizes the distance of the vehicle from the downhill section and is a key parameter for determining whether the engine needs to be shut off early.

[0060] It should be noted that uphill and downhill conditions are conflicting and cannot coexist. Therefore, the target state parameters of the two conditions cannot exist at the same time. Instead, one condition must be selected based on the actual slope type identified.

[0061] This application embodiment configures corresponding target state parameters for different operating conditions, which can provide targeted data support for the calculation of compensation values ​​under each operating condition, thereby improving the accuracy of the final start-stop compensation values ​​and the adaptability of the operating conditions.

[0062] In one embodiment of this application, when the target operating condition is a high-temperature operating condition, determining the start-stop compensation value based on the target state parameters includes: The high-temperature compensation value is determined based on the ambient temperature and the preset temperature threshold. The step of compensating the preset start-stop threshold based on the start-stop compensation value to obtain the target start-stop threshold includes: The preset start / stop threshold is compensated based on the high temperature compensation value to obtain the target start threshold.

[0063] Specifically, under high-temperature conditions, the high-temperature compensation value S1 can be obtained by looking up a table based on the difference between the ambient temperature and the preset temperature threshold. The final target start-stop threshold is then determined based on the high-temperature compensation value S1 and the preset start-stop threshold, calculated using the following formula: S1'=S0+S1 Wherein, S1' is the target start-stop threshold under high temperature conditions, and S0 is the preset start-stop threshold.

[0064] In one embodiment of this application, when the target operating condition is a congested operating condition, determining the start-stop compensation value based on the target state parameters includes: The congestion coefficient is determined based on the duration of the congestion. The congestion compensation value is determined based on the congestion distance, the congestion coefficient, and the driving speed; The step of compensating the preset start-stop threshold based on the start-stop compensation value to obtain the target start-stop threshold includes: The target start-stop threshold is obtained by compensating the preset start-stop threshold based on the congestion compensation value.

[0065] Specifically, under congested conditions, the congestion distance, the congestion coefficient determined based on the congestion duration, and the driving speed can be multiplied to obtain the congestion compensation value S2. The final target start-stop threshold is then determined based on the congestion compensation value S2 and the preset start-stop threshold, calculated using the following formula: S2'=S0+S2 Where S2' is the target start-stop threshold under congested conditions, and S0 is the preset start-stop threshold.

[0066] In one embodiment of this application, when the target working condition is an uphill working condition, determining the start-stop compensation value based on the target state parameters includes: The angle compensation value is determined based on the ramp angle and the preset angle threshold. The length compensation value is determined based on the ramp length and a preset length threshold. The uphill compensation value is determined based on the angle compensation value and the length compensation value; The step of compensating the preset start-stop threshold based on the start-stop compensation value to obtain the target start-stop threshold includes: The target start / stop threshold is obtained by compensating the preset start / stop threshold based on the uphill compensation value.

[0067] Specifically, under uphill conditions, the uphill compensation value S3_up is obtained by summing the angle compensation value (obtained by looking up a table based on the difference between the slope angle and the preset angle threshold) and the length compensation value (obtained by looking up a table based on the difference between the slope length and the preset length threshold). Based on the uphill compensation value S3_up and the preset start / stop threshold, the final target start / stop threshold is determined using the following formula: S3_up'=S0+S3_up Where S3_up' is the target start-stop threshold under uphill conditions, and S0 is the preset start-stop threshold.

[0068] In one embodiment of this application, when the target working condition is a downhill working condition, determining the start-stop compensation value based on the target state parameters includes: The downhill compensation value is determined based on the remaining distance at the top of the slope, the preset closing threshold, and the preset protection threshold. The step of compensating the preset start-stop threshold based on the start-stop compensation value to obtain the target start-stop threshold includes: The preset start / stop threshold is compensated based on the downhill compensation value to obtain the target start / stop threshold.

[0069] In downhill driving conditions, when the remaining distance to the top of the slope is less than the preset shutdown threshold, the target start-stop threshold needs to be directly adjusted to the preset protection threshold to directly trigger the engine shutdown logic. In this case, the downhill compensation value S3_down needs to be set to the difference between the preset start-stop threshold and the preset protection threshold. If the remaining distance to the top of the slope is greater than or equal to the preset shutdown threshold, the downhill compensation value S3_down is set to 0, i.e., the target start-stop threshold remains unchanged. It should be noted that the preset protection threshold refers to the safe lower limit of battery charge, used to prevent excessive battery discharge. Its value is generally lower than the preset start-stop threshold. Directly adjusting the target start-stop threshold to the preset protection threshold means changing the engine start-up condition from battery charge being lower than the preset start-stop threshold to battery charge being lower than the preset protection threshold. Since the current battery charge is usually higher than the preset protection threshold, the engine shutdown condition is met, and the engine remains off.

[0070] In this embodiment, the preset protection threshold is not only applied to downhill conditions, but also plays a safety protection role in high-temperature conditions, congested conditions, and uphill conditions. Regardless of the condition, when the battery power drops to the preset protection threshold, the system will forcibly start the engine to prevent the battery from being over-discharged.

[0071] In one embodiment of this application, when the target operating condition is a combination of high-temperature operating condition, congested operating condition, and uphill operating condition, the step of compensating the preset start-stop threshold according to the start-stop compensation value to obtain the target start-stop threshold includes: The start / stop threshold for each operating condition is obtained based on the start / stop compensation value corresponding to each operating condition. The start-stop thresholds corresponding to each working condition are weighted and fused according to the priority of each working condition to obtain the target start-stop threshold. When the target operating condition is a combination of high-temperature operating condition and / or congested operating condition, and downhill operating condition, the step of compensating the preset start-stop threshold based on the start-stop compensation value to obtain the target start-stop threshold includes: The downhill compensation value is determined based on the remaining distance at the top of the slope, the preset closing threshold, and the preset protection threshold. The preset start-stop threshold is then compensated based on the downhill compensation value to obtain the target start-stop threshold.

[0072] Specifically, when the target operating condition is a combination of high temperature operating condition, congestion operating condition and uphill operating condition, the start-stop threshold corresponding to each operating condition included in the target operating condition is first calculated separately. Then, the start-stop thresholds corresponding to each operating condition are weighted and fused according to the priority of each operating condition to obtain the target start-stop threshold.

[0073] As an example, when the target operating condition is a combination of high-temperature, congestion, and uphill conditions, the start-stop thresholds S1' for high-temperature conditions, S2' for congestion conditions, and S3_up' for uphill conditions are calculated separately. Then, weights are assigned according to preset operating condition priorities for weighted fusion. If the uphill condition has the highest priority, its corresponding weight γ is the largest; if the high-temperature condition has the second highest priority, its corresponding weight α is the second highest; and if the congestion condition has the lowest priority, its corresponding weight β is the smallest. The corresponding weighted fusion formula is as follows: S_target=α×S1'+β×S2'+γ×S3_up' Where S_target is the target start-stop threshold when the target operating condition includes multiple operating conditions, α+β+γ=1, and γ>α>β.

[0074] When the target operating condition includes downhill conditions, regardless of whether the target operating condition also includes high temperature conditions and / or congestion conditions, the downhill conditions have the highest priority, and their control logic covers other operating conditions. Therefore, the target start-stop threshold can be directly determined based on the downhill compensation value without weighted fusion. Specifically, when the remaining distance at the top of the slope is less than the preset closing threshold, the target start-stop threshold is adjusted to the preset protection threshold S_protect, i.e., S_target=S_protect; when the remaining distance at the top of the slope is greater than or equal to the preset closing threshold, the target start-stop threshold remains at the preset start-stop threshold, i.e., S_target=S0.

[0075] The embodiments of this application adopt differentiated fusion strategies for different combinations of working conditions, which can achieve reasonable coordination of primary and secondary conditions when multiple working conditions are superimposed, ensure that the control requirements of high-priority working conditions are not interfered with by low-priority working conditions, and at the same time take into account the comprehensive optimization when multiple working conditions coexist.

[0076] In one embodiment of this application, controlling the start or stop of the engine in the vehicle according to the target start-stop threshold includes: Get real-time battery level; When the real-time battery charge value is less than the target start-stop threshold, the engine is controlled to start; When the real-time battery charge value is greater than or equal to the target start-stop threshold, the engine is controlled to shut down.

[0077] In this embodiment of the application, in order to determine whether the current battery charge meets the conditions for pure electric driving or requires engine intervention, the VCU also needs to obtain the real-time battery charge value through the BMS, compare it with the target start-stop threshold, thereby generating a control strategy for controlling the start or stop of the engine, and transmitting it to the EMS for execution.

[0078] Specifically, the system compares the real-time battery charge with a dynamically adjusted target start-stop threshold. If the current battery charge is lower than the target start-stop threshold, it indicates that the charge has dropped to the point where engine intervention is required. In this case, the EMS controls the engine to start, providing driving force or charging the battery. If the current battery charge is higher than or equal to the target start-stop threshold, it indicates that the charge is sufficient. In this case, the EMS controls the engine to shut off, prioritizing pure electric drive mode.

[0079] This application embodiment compares the real-time battery charge with the target start-stop threshold for adaptive operation, thereby achieving precise control of the engine start-stop timing. This ensures that the engine's start-up and shutdown match the energy consumption and power requirements of the current operating conditions, avoiding inappropriate start-stop timing caused by fixed thresholds.

[0080] In one embodiment of this application, in addition to controlling the engine start-stop based on the target start-stop threshold determined for the target operating condition, the engine's operating mode can also be collaboratively optimized according to the target operating condition to further improve the vehicle's energy efficiency.

[0081] Specifically, under high-temperature conditions, the engine speed is appropriately increased at the engine operating point to enhance the efficiency of the cooling system, thereby ensuring the thermal balance of the engine and power battery in high-temperature environments and avoiding power limitation due to overheating. Under congested conditions, pre-charging can be performed before entering congested sections, allowing the engine to operate in the high-efficiency power generation zone and quickly increase the battery charge to the target start-stop threshold, thus enabling long-term pure electric driving in congested sections and reducing frequent start-stops of the engine in the low-efficiency zone. Under uphill conditions, pre-charging is performed before entering uphill sections, allowing the engine to operate in the medium-to-high load high-efficiency zone, ensuring that the battery charge reaches the target start-stop threshold before going uphill, thus guaranteeing power output during the uphill process and preventing the engine from bearing a high load alone after the battery is depleted, which would lead to low efficiency.

[0082] In one embodiment of this application, the parameters mentioned above, such as the high-temperature compensation value, congestion coefficient, angle compensation value, length compensation value, and preset shutdown threshold, can all be dynamically optimized through a self-learning mechanism. Specifically, the system records the actual energy consumption and control effect under different operating conditions, and continuously optimizes and adjusts the coefficients through machine learning algorithms, making the engine control strategy more adaptable to the user's driving habits and daily driving routes, thereby achieving personalized adaptive start-stop control.

[0083] It should be noted that, for the sake of simplicity, the method embodiments are all described as a series of actions. However, those skilled in the art should understand that the embodiments of this application are not limited to the described order of actions, because according to the embodiments of this application, some steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also understand that the embodiments described in the specification are all preferred embodiments, and the actions involved are not necessarily required by the embodiments of this application.

[0084] Reference Figure 3 This is a structural block diagram of an engine control device provided in an embodiment of this application, specifically including the following modules: The acquisition module 301 is used to acquire the vehicle's operating status parameters; The determining module 302 is used to determine the target operating condition of the vehicle based on the operating status parameters; Threshold module 303 is used to determine the target start-stop threshold according to the target operating condition; The control module 304 is used to control the start or stop of the engine in the vehicle according to the target start-stop threshold.

[0085] As the device embodiment is basically similar to the method embodiment, the description is relatively simple, and relevant parts can be found in the description of the method embodiment.

[0086] This application also provides a storage medium that stores computer instructions. When the computer executes the computer instructions, it is used to execute various processes of the above-described engine control method embodiments and can achieve the same technical effect. To avoid repetition, it will not be described again here.

[0087] The processor is the processor in the electronic device described in the above embodiments. The readable storage medium includes computer-readable storage media, such as computer read-only memory (ROM), random access memory (RAM), magnetic disk, or optical disk.

[0088] This application also provides an electronic device, including a processor 4010, a memory 409, and a program or instructions stored in the memory 409 and executable on the processor 4010. When the program or instructions are executed by the processor 4010, they implement the various processes of the above-described engine control method embodiments and achieve the same technical effects. To avoid repetition, they will not be described again here.

[0089] It should be noted that the electronic devices in the embodiments of this application include the mobile electronic devices and non-mobile electronic devices described above.

[0090] Figure 4 A schematic diagram of the hardware structure of an electronic device to implement an embodiment of this application. The electronic device 400 includes, but is not limited to, components such as: radio frequency unit 401, network module 402, audio output unit 403, input unit 404, sensor 405, display unit 406, user input unit 407, interface unit 408, memory 409, and processor 4010.

[0091] Those skilled in the art will understand that the electronic device 400 may also include a power supply (such as a battery) for supplying power to various components. The power supply may be logically connected to the processor 4010 through a power management system, thereby enabling functions such as managing charging, discharging, and power consumption through the power management system. Figure 4 The electronic device structure shown does not constitute a limitation on the electronic device. The electronic device may include more or fewer components than shown, or combine certain components, or have different component arrangements, which will not be elaborated here. This application also provides a computer program product, including a computer program / instruction. When the computer program / instruction is executed by a processor, it implements the various processes of the above-described engine control method embodiment and can achieve the same technical effect. To avoid repetition, it will not be described again here.

[0092] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. Furthermore, it should be noted that the scope of the methods and apparatuses in the embodiments of this application is not limited to performing functions in the order shown or discussed, but may also include performing functions substantially simultaneously or in the reverse order, depending on the functions involved. For example, the described methods may be performed in a different order than described, and various steps may be added, omitted, or combined. Additionally, features described with reference to certain examples may be combined in other examples.

[0093] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal (which may be a mobile phone, computer, server, air conditioner, or network device, etc.) to execute the methods described in the various embodiments of this application.

[0094] The embodiments of this application have been described above with reference to the accompanying drawings. However, this application is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of this application without departing from the spirit and scope of the claims, and all of these forms are within the protection scope of this application.

Claims

1. A method for controlling an engine, characterized in that, include: Obtain the vehicle's operating status parameters; The target operating condition of the vehicle is currently determined based on the operating status parameters. Determine the target start / stop threshold based on the target operating conditions; The engine in the vehicle is started or stopped according to the target start-stop threshold.

2. The control method according to claim 1, characterized in that, The operating status parameters include environmental data and road data. Determining the target operating condition of the vehicle based on the operating status parameters includes: Determine whether the vehicle is operating under high-temperature conditions based on the environmental data; Determine whether the vehicle is in a congested condition based on the road data; The road data is used to determine whether the vehicle is in a slope condition; the slope condition is either an uphill condition or a downhill condition. The target operating conditions are determined to be the high temperature operating condition, the congestion operating condition, and / or the slope operating condition.

3. The control method according to claim 1, characterized in that, Determining the target start-stop threshold based on the target operating condition includes: Determine the start / stop compensation value corresponding to the target operating condition based on the operating status parameters; The target start / stop threshold is obtained by compensating the preset start / stop threshold with the start / stop compensation value.

4. The control method according to claim 3, characterized in that, Determining the start-stop compensation value corresponding to the target operating condition based on the operating status parameters includes: Extract the target state parameters corresponding to the target operating condition from the operating state parameters; The start / stop compensation value is determined based on the target state parameters.

5. The control method according to claim 4, characterized in that, Extracting the target state parameters corresponding to the target operating condition from the operating state parameters includes: When the target operating condition includes a high-temperature operating condition, the ambient temperature is extracted from the operating status parameters as the target status parameter. When the target operating condition includes a congested operating condition, the congestion distance, congestion duration, and driving speed are extracted from the operating state parameters as the target state parameters; When the target working condition includes an uphill working condition, the slope length and slope angle are extracted from the operating status parameters as the target status parameters; or, when the target working condition includes a downhill working condition, the remaining length at the top of the slope is extracted from the operating status parameters as the target status parameters.

6. The control method according to claim 5, characterized in that, When the target operating condition is a high-temperature operating condition, determining the start-stop compensation value based on the target state parameters includes: The high-temperature compensation value is determined based on the ambient temperature and the preset temperature threshold. The step of compensating the preset start-stop threshold based on the start-stop compensation value to obtain the target start-stop threshold includes: The preset start / stop threshold is compensated based on the high temperature compensation value to obtain the target start threshold.

7. The control method according to claim 5, characterized in that, When the target operating condition is a congested operating condition, determining the start-stop compensation value based on the target state parameters includes: The congestion coefficient is determined based on the duration of the congestion. The congestion compensation value is determined based on the congestion distance, the congestion coefficient, and the driving speed; The step of compensating the preset start-stop threshold based on the start-stop compensation value to obtain the target start-stop threshold includes: The target start-stop threshold is obtained by compensating the preset start-stop threshold based on the congestion compensation value.

8. The control method according to claim 5, characterized in that, When the target operating condition is an uphill operating condition, determining the start-stop compensation value based on the target state parameters includes: The angle compensation value is determined based on the ramp angle and the preset angle threshold. The length compensation value is determined based on the ramp length and a preset length threshold. The uphill compensation value is determined based on the angle compensation value and the length compensation value; The step of compensating the preset start-stop threshold based on the start-stop compensation value to obtain the target start-stop threshold includes: The target start / stop threshold is obtained by compensating the preset start / stop threshold based on the uphill compensation value.

9. The control method according to claim 5, characterized in that, When the target operating condition is a downhill operating condition, determining the start-stop compensation value based on the target state parameters includes: The downhill compensation value is determined based on the remaining distance at the top of the slope, the preset closing threshold, and the preset protection threshold. The step of compensating the preset start-stop threshold based on the start-stop compensation value to obtain the target start-stop threshold includes: The preset start / stop threshold is compensated based on the downhill compensation value to obtain the target start / stop threshold.

10. The control method according to claim 5, characterized in that, When the target operating condition is a combination of high-temperature operating condition, congested operating condition, and uphill operating condition, the step of compensating the preset start-stop threshold based on the start-stop compensation value to obtain the target start-stop threshold includes: The start / stop threshold for each operating condition is obtained based on the start / stop compensation value corresponding to each operating condition. The start-stop thresholds corresponding to each working condition are weighted and fused according to the priority of each working condition to obtain the target start-stop threshold. When the target operating condition is a combination of high-temperature operating condition and / or congested operating condition, and downhill operating condition, the step of compensating the preset start-stop threshold based on the start-stop compensation value to obtain the target start-stop threshold includes: The downhill compensation value is determined based on the remaining distance at the top of the slope, the preset closing threshold, and the preset protection threshold. The preset start-stop threshold is then compensated based on the downhill compensation value to obtain the target start-stop threshold.

11. The control method according to claim 1, characterized in that, The step of controlling the start or stop of the engine in the vehicle according to the target start-stop threshold includes: Get real-time battery level; When the real-time battery charge value is less than the target start-stop threshold, the engine is controlled to start; When the real-time battery charge value is greater than or equal to the target start-stop threshold, the engine is controlled to shut down.

12. A control device for an engine, characterized in that, include: The acquisition module is used to acquire the vehicle's operating status parameters; The determination module is used to determine the target operating condition of the vehicle based on the operating status parameters; The threshold module is used to determine the target start-stop threshold based on the target operating condition; The control module is used to control the start or stop of the engine in the vehicle according to the target start-stop threshold.

13. A storage medium, characterized in that, The storage medium stores computer instructions, which, when executed by the computer, are used to perform an engine control method as described in any one of claims 1-11.

14. An electronic device, characterized in that, Includes at least one processor; and, A memory communicatively connected to the at least one processor; wherein, The memory stores instructions executable by the at least one processor, which, when executed by the at least one processor, enables the at least one processor to perform an engine control method as described in any one of claims 1-11.

15. A computer program product comprising a computer program / instructions, characterized in that, When the computer program / instructions are executed by the processor, they implement an engine control method as described in any one of claims 1-11.

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