Vehicle control method, electronic device, vehicle, and storage medium

Abstract

The application discloses a vehicle control method, an electronic device, a vehicle and a storage medium, and applies to the technical field of vehicle power system control. The method comprises the following steps: acquiring a first power consumption and a second power consumption, wherein the first power consumption and the second power consumption are power consumptions in two adjacent integral time periods; correcting a speed adjustment period based on the first power consumption and the second power consumption; and controlling the engine to work based on the corrected speed adjustment period so as to charge the battery. In this way, the speed adjustment period of the engine is corrected in combination with the comparison result of the power consumptions in the adjacent time periods, and the speed of the engine is adjusted according to the corrected speed adjustment period, so that the speed of the engine can be avoided from being frequently switched, and then the power mutation in the driving process can be smoothly filtered, and the fuel consumption and noise of the engine can be effectively reduced.

Description

Technical Field

[0001] This application belongs to the field of vehicle powertrain control technology, specifically relating to a vehicle control method, electronic device, vehicle, and computer-readable storage medium. Background Technology

[0002] During the operation of plug-in hybrid electric vehicles (PHEVs), there are times when the battery's remaining state of charge (SOC) is low. The vehicle needs to enter a corresponding control mode to control the engine to charge and store energy for the battery. Existing vehicle control methods use transient response logic, which can easily lead to frequent and sudden changes in engine speed and large fluctuations in operating conditions due to factors such as road conditions and driving operations. This results in high engine noise and high fuel consumption. Summary of the Invention

[0003] This application aims to at least solve one of the technical problems existing in the prior art. To this end, this application proposes a vehicle control method, electronic device, vehicle, and computer-readable storage medium, which corrects the engine speed adjustment cycle by combining the comparison results of power consumption in adjacent time periods, and adjusts the engine speed according to the corrected speed adjustment cycle. This can avoid frequent switching of engine speed, thereby smoothly filtering power surges during driving and effectively reducing engine fuel consumption and noise.

[0004] In a first aspect, this application provides a vehicle control method, the vehicle including a battery and an engine, the method comprising: Obtain the first power consumption and the second power consumption, where the first power consumption and the second power consumption are the power consumption in two adjacent integration time periods, respectively. Based on the first power consumption and the second power consumption, the speed adjustment cycle is corrected; Based on the corrected speed adjustment cycle, the engine is controlled to operate in order to charge the battery.

[0005] Secondly, this application provides an electronic device including a memory and a processor; the memory stores a computer program, and the processor executes the above-described vehicle control method by calling the computer program stored in the memory.

[0006] Thirdly, this application provides a vehicle that includes a battery, an engine, and the aforementioned electronic devices.

[0007] Fourthly, this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described vehicle control method.

[0008] The vehicle control method, electronic device, vehicle, and computer-readable storage medium provided in this application integrate the vehicle's power consumption over adjacent integration time periods to obtain a first power consumption and a second power consumption. Thus, by influencing engine operating conditions through power consumption obtained via time integration, rather than using an instantaneous response, sudden power fluctuations during driving can be smoothly filtered out.

[0009] Then, the values ​​of the first and second power consumptions are compared, and the engine speed adjustment cycle is adjusted based on the comparison result. Finally, the engine speed is adjusted according to the adjusted speed adjustment cycle to charge the battery. In this way, frequent switching of engine operating states can be avoided, effectively reducing engine speed fluctuations, thereby reducing fuel consumption and noise.

[0010] Additional aspects and advantages of embodiments of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of embodiments of this application. Attached Figure Description

[0011] 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 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. Wherein: Figure 1 This is an application scenario diagram of a vehicle control method provided in some embodiments of this application; Figure 2 This is a first flowchart illustrating a vehicle control method provided in certain embodiments of this application; Figure 3 This is a second flowchart illustrating a vehicle control method provided in certain embodiments of this application; Figure 4 This is a third flowchart illustrating a vehicle control method provided in certain embodiments of this application; Figure 5 This is a speed lookup table for a certain model of engine provided in some embodiments of this application; Figure 6 This is a schematic diagram of the structure of a vehicle control device provided in some embodiments of this application; Figure 7 This is a schematic diagram of the structure of an electronic device provided in some embodiments of this application; Figure 8 This is a schematic diagram of the vehicle structure provided in some embodiments of this application. Detailed Implementation

[0012] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. 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.

[0013] In the description of this application, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, features defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0014] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "joint" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection. They can refer to a mechanical connection or an electrical connection. They can refer to a direct connection or an indirect connection through an intermediate medium, and they can refer to the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0015] Please see Figure 1 , Figure 1 This is an application scenario diagram of a vehicle control method provided in certain embodiments of this application. The application scenario provided in this application includes a vehicle 100, which includes a battery 10, an engine 20, and a control device 30. The vehicle control method provided in this application can be executed by the control device 30.

[0016] The battery 10 stores the energy generated and converted by the engine 20, providing power for the vehicle 100's operation and the loads within the vehicle. The battery 10 includes a Battery Management System (BMS), which collects real-time battery status information such as voltage, current, temperature, and remaining charge (SOC) of the battery 10 and transmits this information to the control device 30. The BMS also monitors the health of the battery 10 to prevent risks such as overcharging, over-discharging, or overheating, thus improving the battery 10's safety. Optionally, the battery 10 may include, but is not limited to, nickel-metal hydride batteries, ternary lithium batteries, and lithium iron phosphate batteries; this embodiment does not limit the specific type of battery used.

[0017] The engine 20 is the power source and generator of the vehicle 100, capable of burning fuel to output mechanical energy. The engine 20 is directly or indirectly connected to the battery 10 and the wheels 40. The mechanical energy output by the engine 20 can directly drive the vehicle 100 or be converted into electrical energy and stored in the battery 10 to power electrical appliances. Optionally, the engine 20 may include, but is not limited to, Atkinson cycle naturally aspirated engines, Miller cycle naturally aspirated engines, turbocharged engines, etc., without limitation.

[0018] The control device 30 is the decision-making and control device of the vehicle 100, and it is connected to components such as the battery 10 and the engine 20. The control device coordinates the operation of the engine 20, battery 10, electronic control system, and various on-board components to ensure the normal operation of the vehicle 100. Optionally, the control device 30 may include, but is not limited to, a system-on-chip (SoC), a microcontroller unit (MCU), or a digital signal processor (DSP), etc., but this embodiment does not limit the specific implementation.

[0019] Optionally, the vehicle 100 includes wheels 40, which are directly or indirectly connected to both the battery 10 and the engine 20. The wheels 40 bear the vehicle load, cushion road bumps, and receive driving and braking forces from the engine 20 and / or the electric motor, enabling the vehicle 100 to perform actions such as driving, braking, and steering. The wheels 40 may include, but are not limited to, steel wheels, aluminum alloy wheels, etc.

[0020] Optionally, the vehicle 100 includes in-vehicle electrical appliances 50, which are powered by the battery 10. The in-vehicle electrical appliances 50 are used to meet the needs of driving comfort, driving safety, audio-visual entertainment, and vehicle control. The in-vehicle electrical appliances 50 may include, but are not limited to, a central control display screen, speakers, a driving recorder, and ambient lighting, etc., but this application embodiment does not limit this.

[0021] Optionally, the vehicle 100 includes a cooling module 60, which is powered by the battery 10. The cooling module 60 is an assembly integrating heat dissipation devices and piping, providing heat dissipation and temperature control functions for components such as the engine 20 and battery 10 in the entire vehicle 100, to prevent overheating damage and ensure the stable operation of the entire vehicle system. The cooling module 60 may include, but is not limited to, a radiator, electric fan, coolant pump, air conditioning condenser, intercooler, etc., and is not limited thereto.

[0022] Optionally, the vehicle 100 may also include other power-consuming modules, also powered by the battery 10. These include, for example, a drive motor, a generator, and onboard radar, to ensure the driving safety of the vehicle 100 and improve the user experience; no specific limitations are imposed here.

[0023] Optionally, the vehicle 100 includes an accelerator pedal 70 and a data acquisition device 80. The accelerator pedal 70 converts the driver's pedal travel (corresponding to the accelerator opening) into an electrical signal, which is then transmitted to the control device 30 via the data acquisition device 80 to indicate the corresponding power demand. The data acquisition device 80 may also include, but is not limited to: a device for collecting battery information, a device for collecting the specific status of the engine 20, a wheel speed sensor for collecting the wheel speed of the wheels 40, a device for collecting the power consumption of the in-vehicle electrical appliances 50, the power consumption of the cooling module 60, and other power-consuming modules, etc.

[0024] The data acquisition device 80 transmits the acquired data to the control device 30. The control device 30 can generate corresponding instructions based on this acquired data to control the operating conditions of the battery 10, the engine 20, the rotational speed (i.e., vehicle speed) of the wheels 40, the operation of the in-vehicle electrical appliances 50, the cooling module 60, and the operation of other power-consuming modules, thereby ensuring that the overall vehicle operating conditions meet the user's needs and improve the user experience.

[0025] Based on the above description of the relevant scenarios, this application provides a vehicle control method, which will be described in detail below: Please see Figure 2 The vehicle control method provided in this application embodiment is implemented by steps 011, 012 and 013, which are described in detail below.

[0026] Step 011: Obtain the first power consumption and the second power consumption, where the first power consumption and the second power consumption are the power consumption in two adjacent integration time periods, respectively; The integration time period is a default duration set based on experience; the integration time periods corresponding to the first power consumption and the second power consumption are of equal duration. Optionally, the integration time period corresponding to the first power consumption is the first time period, and the integration time period corresponding to the second power consumption is the second time period, with the second time period being closer to the current moment than the first time period.

[0027] Optionally, the end boundary of the second time period is the current moment, and the first time period is adjacent to the second time period. Alternatively, a third time period can be introduced. The first, second, and third time periods all have equal durations and are all default values ​​set based on experience. The first, second, and third time periods are ordered in forward chronological order, and the current moment is within the third time period.

[0028] In one alternative embodiment, the power consumption of the vehicle includes at least one of the following: wheel-end power consumption, in-vehicle electrical power consumption, cooling module power consumption, and power consumption of other power-consuming modules of the vehicle.

[0029] Specifically, by continuously collecting the instantaneous voltage and current of the corresponding component, the instantaneous power consumption of the component can be continuously obtained. By integrating the instantaneous power consumption of the component at each moment within the corresponding integration time period, the power consumption of the component within the corresponding integration time period can be obtained.

[0030] For each power-consuming device, the corresponding instantaneous voltage and current are continuously collected during the corresponding integration time period, converted into instantaneous power consumption, and integrated to obtain the power consumption of each device within that integration time period. The sum of the power consumption of each device within that integration time period is the corresponding power consumption amount. For example, the sum of the power consumption of each device within the first time period is the first power consumption amount, and the sum of the power consumption of each device within the second time period is the second power consumption amount.

[0031] In this way, the power consumption obtained by integrating adjacent time intervals affects the engine's operating conditions, rather than using an instantaneous response, which can smoothly filter out power fluctuations during driving.

[0032] Step 012: Based on the first power consumption and the second power consumption, adjust the speed adjustment cycle; The speed adjustment cycle refers to the time interval between the start times of two consecutive engine speed adjustments.

[0033] Specifically, the engine speed adjustment cycle is determined by the relationship between the first power consumption and the second power consumption; or the numerical range of the ratio of the first power consumption and the second power consumption is calculated, and then the speed adjustment cycle is corrected according to the correction method (increase / decrease preset value or preset multiple) corresponding to the numerical range.

[0034] In one alternative embodiment, please refer to Figure 3 Step 012 includes steps 0121 and 0122, which are explained in detail below.

[0035] Step 0121: Determine the power factor based on the first power consumption and the second power consumption; The power factor is a numerical value used to characterize the changes in the vehicle's power consumption. A larger power factor indicates that the vehicle's power consumption gradually increases. Specifically, the corresponding power factor is determined based on the relationship between the first power consumption and the second power consumption, or based on the ratio of the first power consumption to the second power consumption.

[0036] In one alternative embodiment, please continue to refer to Figure 3 Step 0121 includes steps 01211, 01212, and 01213, which are explained in detail below: Step 01211: Calculate the ratio of the second power consumption to the first power consumption; Step 01212: Calculate the difference between the battery power consumption in the second time period and the battery power consumption in the first time period; Step 01213: Determine the power factor based on the ratio and difference.

[0037] Specifically, the integral time period of the first power consumption corresponds to the first time period, and the integral time period of the second power consumption corresponds to the second time period. The second time period is closer to the current moment than the first time period. By acquiring the battery's output voltage and output current collected in real time by the battery's BMS, the battery's real-time output power can be calculated. A positive real-time output power value indicates that the battery is in a discharging state, and a negative value indicates that the battery is in a charging state. By integrating the battery's real-time output power within the first time period, the battery power consumption of the first time period can be obtained; by integrating the battery's real-time output power within the second time period, the battery power consumption of the second time period can be obtained.

[0038] Then, based on the ratio of the second power consumption to the first power consumption, and the difference between the battery power consumption in the second time period and the battery power consumption in the first time period, the specific value of the power factor is determined within the interval between these two values. Thus, by incorporating battery power consumption and combining it with changes in both power consumption and battery power consumption, the resulting power factor can more accurately characterize the changes in the overall vehicle power consumption.

[0039] In one alternative embodiment, please refer to Figure 4 Step 01213 includes steps 01214, 01215 and 01216, to determine a unique power factor, which is explained in detail below.

[0040] Step 01214: Based on the target ratio range in which the ratio falls, determine the first value corresponding to the ratio; The target ratio range is any preset ratio range, which is an interval range set based on experience. Each preset ratio range has a corresponding first value. The first value corresponding to the target ratio range is the first value required to determine the power factor.

[0041] Optionally, the preset ratio range includes a first preset ratio range and a second preset ratio range, wherein the maximum value of the first preset ratio range is less than or equal to the minimum value of the second preset ratio range; and the first value corresponding to the first preset ratio range is less than the first value corresponding to the second preset ratio range. For example, the first preset ratio range is (1, 1.5], and the second preset ratio range is greater than 1.5; the first value corresponding to the first preset ratio range is 1.2, and the first value corresponding to the second preset ratio range is 1.5.

[0042] Optionally, the first preset ratio range and / or the second preset ratio range can be further subdivided into more preset ratio ranges. The larger the minimum value of the preset ratio range, the larger the corresponding first value.

[0043] Optionally, the preset ratio range also includes a third preset ratio range (e.g., less than or equal to 1), where the maximum value of the third preset ratio range is less than or equal to the minimum value of the first preset ratio range, and the first value (e.g., 1) corresponding to the third preset ratio range is less than the first value corresponding to the first preset ratio range.

[0044] Step 01215: Based on the target difference range in which the difference falls, determine the second value corresponding to the difference; The target difference range is any preset difference range, which is a numerical interval set based on experience. Each preset difference range has a corresponding second value. The second value corresponding to the target difference range is the second value required to determine the power factor.

[0045] Optionally, the preset difference range includes a first preset difference range and a second preset difference range, wherein the maximum value of the first preset difference range is less than or equal to the minimum value of the second preset difference range; and the second value corresponding to the first preset difference range is less than the second value corresponding to the second preset difference range. For example, the first preset difference range is greater than 0, and the second preset difference range is less than 0; the second value corresponding to the first preset difference range is 0, and the second value corresponding to the second preset difference range is 0.2.

[0046] Optionally, if the difference between the battery consumption in the second time period and the battery consumption in the first time period is 0, the second value corresponding to this difference is determined to be any fixed value between [0, 0.2]. The second preset difference range can be further subdivided into more preset difference ranges. The larger the minimum value of the preset difference range, the larger the corresponding second value.

[0047] Step 01216: Determine the power factor based on the first and second values.

[0048] Specifically, the power factor is the sum of a first value corresponding to the target ratio range where the ratio of the second power consumption to the first power consumption falls, and a second value corresponding to the target difference range where the difference between the battery power consumption in the second time period and the battery power consumption in the first time period falls. Thus, by combining changes in both power consumption and battery power consumption, the resulting power factor can more accurately characterize the changes in the overall vehicle power consumption.

[0049] In one alternative embodiment, please continue to refer to Figure 4 The vehicle control method also includes step 014, which is explained in detail below.

[0050] Step 014: Determine the speed adjustment cycle based on the current driving mode. The current driving mode is any preset driving mode, and each preset driving mode has a corresponding speed adjustment cycle.

[0051] The preset driving mode refers to a pre-defined power and energy management strategy embedded in the vehicle. Drivers can switch between different preset driving modes to adapt to different road conditions, driving styles, and energy consumption needs. Optionally, the preset driving modes may include, but are not limited to, an economy mode, a standard mode, and a sport mode with progressively increasing response speeds; this embodiment of the application does not limit this.

[0052] Specifically, each preset driving mode has a corresponding engine speed adjustment cycle, which is determined based on the current driving mode selected by the driver. For example, the preset driving modes include Eco mode, Standard mode, and Sport mode. The engine speed adjustment cycle for Eco mode is 30 seconds, for Standard mode it is 20 seconds, and for Sport mode it is 10 seconds.

[0053] Step 0122: Correct the speed adjustment cycle based on the power factor; Specifically, the power factor characterizes the change in the power consumption of the entire vehicle. Therefore, the specific value range of the power factor is determined, and the current speed adjustment cycle is corrected according to the correction strategy corresponding to the value range.

[0054] In one alternative embodiment, please continue to refer to Figure 4 Step 0122 includes step 01221, which is explained in detail below: Step 01221: When the power factor is greater than or equal to the preset threshold, determine the corresponding target correction ratio based on the target value range of the power factor, and correct the speed adjustment cycle based on the target correction ratio. The preset threshold is either a default value set based on experience or a user-defined value, such as 1.2. The target value range is any preset value range, which is a default interval set based on experience, and each preset value range has a corresponding correction ratio. Specifically, the product of the current speed adjustment cycle and the target correction ratio is the corrected speed adjustment cycle.

[0055] In one optional embodiment, the preset value range includes a first preset value range and a second preset value range. The maximum value of the first preset value range is less than or equal to the minimum value of the second preset value range, and the correction ratio corresponding to the first preset value range is greater than the correction ratio corresponding to the second preset value range. For example, the first preset value range is (1.2, 1.5], the second preset value range is greater than 1.5, the correction ratio corresponding to the first preset value range is 0.5, and the correction ratio corresponding to the second preset value range is 0.3.

[0056] For example, if the current driving mode is standard mode, the speed adjustment cycle is 20 seconds, and the power factor is 1.5 which is within the first preset value range of (1.2, 1.5], and the correction ratio corresponding to the first preset value range is 0.5, then the corresponding corrected speed adjustment cycle is 20 * 0.5 = 10 seconds.

[0057] Optionally, the first preset numerical range and / or the second preset numerical range can be further subdivided into more preset numerical ranges. The larger the minimum value of the preset numerical range, the smaller the corresponding correction ratio. This application embodiment does not limit this.

[0058] In one alternative embodiment, please refer to Figure 4 The vehicle control method also includes step 015, which is explained in detail below.

[0059] Step 015: If the power factor is less than the preset threshold, do not correct the speed adjustment cycle.

[0060] Specifically, when the power factor represents the gradual decrease in the power consumption of the entire vehicle, the speed adjustment cycle is no longer corrected. This can avoid the engine frequently adjusting its speed due to an excessively short speed adjustment cycle, stabilize the engine's operating conditions, and reduce the engine's fuel consumption and noise.

[0061] Step 013: Based on the corrected speed adjustment cycle, control the engine to charge the battery.

[0062] Specifically, the frequency of engine speed adjustment is controlled by incorporating the corrected speed adjustment cycle to ensure efficient battery charging. Thus, controlling the engine's operating conditions by adjusting the speed adjustment cycle based on power consumption obtained through time integration avoids frequent switching of engine operating states, effectively reducing engine speed fluctuations, thereby lowering fuel consumption and noise, and improving the smoothness and stability of battery charging.

[0063] In one alternative embodiment, please continue to refer to Figure 4 Step 013 includes steps 0131 and 0132, which are explained in detail below: Step 0131: Determine the engine speed based on the vehicle's driving condition parameters and a preset speed lookup table; Step 0132: Based on the speed adjustment cycle and engine speed, control the engine to charge the battery.

[0064] Among them, driving condition parameters are used to characterize the vehicle's driving state. Optionally, driving condition parameters include throttle opening and vehicle speed. Throttle opening characterizes the vehicle's power demand.

[0065] The preset speed lookup table refers to a pre-calibrated and stored table of speed data corresponding to the vehicle's operating conditions, including the mapping relationship between driving condition parameters and engine speed. Therefore, the target speed can be directly matched by looking up the table based on the driving condition parameters. Optionally, the preset speed lookup table uses only throttle opening and vehicle speed as the lookup reference. This significantly reduces the number of input signals, simplifies calibration complexity, reduces the computational load on the vehicle, reduces control latency, and improves the reliability of engine speed control.

[0066] For example, please see Figure 5 , Figure 5 This is a speed lookup table for a specific engine model. The engine speed is affected by throttle opening and vehicle speed. The values ​​in the first column, excluding the header (first row), represent the throttle opening values, which range from 0% to 100%. The values ​​in the first row, excluding the header (first column), represent the vehicle speed values, which range from 0 to 200 km / h.

[0067] It's understandable that frequent adjustments to engine speed cause the engine to switch between different operating ranges, resulting in repeated changes in combustion and intake / exhaust systems. This generates additional vibration and noise, directly reducing noise, vibration, and harshness (NVH) performance. Furthermore, each change in engine speed involves a transition phase of enriched fuel injection and ignition adjustment, which leads to reduced thermal efficiency and increased fuel consumption.

[0068] Specifically, the engine speed is adjusted at each corrected speed adjustment cycle to charge the battery. This avoids frequent engine speed changes when the battery's state of charge (SOC) is low, improving engine speed stability, reducing engine noise and fuel consumption, and enhancing NVH performance. Furthermore, it allows the engine to operate stably within its optimal economic range for extended periods, resulting in better overall vehicle fuel economy.

[0069] All of the above technical solutions can be combined in any way to form optional embodiments of this application, and will not be described in detail here.

[0070] To facilitate better implementation of the vehicle control method of this application, this application also provides a vehicle control device. Please refer to... Figure 6 , Figure 6 This is a schematic diagram of the structure of a vehicle control device provided in certain embodiments of this application. The vehicle control device 200 includes: The acquisition module 201 is used to acquire the first power consumption and the second power consumption, wherein the first power consumption and the second power consumption are the power consumption in two adjacent integration time periods, respectively. Correction module 202 is used to correct the speed adjustment cycle based on the first power consumption and the second power consumption; The control module 203 is used to control the engine to charge the battery based on the corrected speed adjustment cycle.

[0071] Each module or unit in the aforementioned vehicle control device can be implemented entirely or partially through software, hardware, or a combination thereof. Each unit can be embedded in or independent of the processor in the electronic device in hardware form, or stored in the memory of the electronic device in software form, so that the processor can call and execute the corresponding operations of each unit.

[0072] This application also provides an electronic device, which includes a memory and a processor. The memory stores a computer program, and the processor calls the computer program stored in the memory to implement the various processes of the above-described vehicle control method embodiments, achieving the same technical effects. To avoid repetition, further details are omitted here.

[0073] Figure 7 This is a schematic diagram of the structure of an electronic device provided in certain embodiments of this application. The electronic device may be a terminal or a server. Figure 7 As shown, the electronic device 300 includes a processor 301 with one or more processing cores, a memory 302 with one or more computer-readable storage media, and a computer program stored in the memory 302 and executable on the processor. The processor 301 and the memory 302 are electrically connected. Those skilled in the art will understand that the electronic device structure shown in the figures does not constitute a limitation on the electronic device, and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0074] The processor 301 is the control center of the electronic device 300. It connects various parts of the electronic device 300 through various interfaces and lines. By running or loading software programs and / or modules stored in the memory 302, and calling data stored in the memory 302, it executes various functions of the electronic device 300 and processes data, thereby performing overall processing of the electronic device 300.

[0075] Optionally, such as Figure 7 As shown, the electronic device 300 also includes: a display screen 303, a radio frequency circuit 304, an audio circuit 305, an input unit 306, and a power supply 307. The processor 301 is electrically connected to the display screen 303, the radio frequency circuit 304, the audio circuit 305, the input unit 306, and the power supply 307. Those skilled in the art will understand that... Figure 7The electronic device structure shown does not constitute a limitation on the electronic device and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0076] The display screen 303 can be used to display a graphical user interface (GUI) and receive operation commands generated by the user interacting with the GUI. The display screen 303 may include a display panel and a touch panel. The display panel can be used to display information input by the user or information provided to the user, as well as various GUIs of the electronic device. These GUIs can be composed of graphics, text, icons, video, and any combination thereof. The touch panel can be used to collect touch operations performed by the user on or near it (such as operations performed by the user using a finger, stylus, or any suitable object or accessory on or near the touch panel), generate corresponding operation commands, and execute the corresponding program according to the operation commands.

[0077] Optionally, the touch panel may include two parts: a touch detection device and a touch controller. The touch detection device detects the user's touch location and the signal generated by the touch operation, transmitting the signal to the touch controller. The touch controller receives touch information from the touch detection device, converts it into touch point coordinates, and sends it to the processor 301. It can also receive and execute commands from the processor 301. The touch panel may cover the display panel. When the touch panel detects a touch operation on or near it, it transmits the information to the processor 301 to determine the type of touch event. Subsequently, the processor 301 provides corresponding visual output on the display panel based on the type of touch event. In this embodiment, the touch panel and the display panel can be integrated into the display screen 303 to achieve input and output functions. However, in some embodiments, the touch panel and the display screen 303 can be implemented as two independent components to achieve input and output functions. That is, the display screen 303 can also be used as part of the input unit 306 to achieve input functions.

[0078] The radio frequency circuit 304 can be used to transmit and receive radio frequency signals to establish wireless communication with network devices or other electronic devices, and to transmit and receive signals with network devices or other electronic devices.

[0079] Audio circuitry 305 can be used to provide an audio interface between a user and an electronic device via a speaker and a microphone. Audio circuitry 305 can convert received audio data into electrical signals and transmit them to the speaker, where the speaker converts them into sound signals for output. Conversely, the microphone converts collected sound signals into electrical signals, which are then received by audio circuitry 305, converted back into audio data, and then processed by processor 301 before being transmitted via radio frequency circuitry 304 to, for example, another electronic device, or output to memory 302 for further processing. Audio circuitry 305 may also include an earphone jack to provide communication between peripheral headphones and electronic devices.

[0080] The input unit 306 can be used to receive input numbers, characters, or object feature information (such as fingerprints, irises, facial information, etc.), and to generate keyboard, mouse, joystick, optical, or trackball signal inputs related to user settings and function control.

[0081] Power supply 307 is used to supply power to the various components of electronic device 300. Optionally, power supply 307 can be logically connected to processor 301 through a power management system, thereby enabling functions such as charging, discharging, and power consumption management through the power management system. Power supply 307 may also include one or more DC or AC power supplies, recharging systems, power fault detection circuits, power converters or inverters, power status indicators, and other arbitrary components.

[0082] although Figure 7 As not shown in the diagram, the electronic device 300 may also include a camera, sensor, wireless fidelity module, Bluetooth module, etc., which will not be described in detail here.

[0083] This application provides a vehicle including a battery, an engine, and the aforementioned electronic devices. The electronic devices are used to control the engine's operating conditions to reduce engine speed fluctuations, reduce engine noise and fuel consumption, and improve NVH performance during the process of the engine charging the battery.

[0084] In one alternative embodiment, please refer to Figure 8 , Figure 8 This is a schematic diagram of the structure of a vehicle provided in certain embodiments of this application. The vehicle 400 includes a battery 410, an engine 420, and the aforementioned electronic device 300. When the electronic device 300 is executed, it implements the various processes of the embodiments of the above-described vehicle control method and achieves the same technical effects, so it will not be described again to avoid repetition.

[0085] This application also provides a computer-readable storage medium for storing a computer program. This computer-readable storage medium can be applied to an electronic device, and the computer program causes the electronic device to execute the corresponding processes in the vehicle control method of the embodiments of this application; for brevity, these will not be elaborated further here.

[0086] This application also provides a computer program product including computer instructions stored in a computer-readable storage medium. The processor of an electronic device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the electronic device to perform the corresponding processes in the vehicle control method described in the embodiments of this application. For simplicity, further details are omitted here.

[0087] It should be understood that the processor in this application may be an integrated circuit chip with signal processing capabilities. In implementation, the steps of the above method embodiments can be completed by integrated logic circuits in the processor's hardware or by instructions in software form. The processor described above can be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this application can be directly embodied in the execution of a hardware decoding processor, or executed by a combination of hardware and software modules in the decoding processor. The software modules can be located in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. This storage medium is located in memory, and the processor reads information from the memory and, in conjunction with its hardware, completes the steps of the above method.

[0088] It is understood that the memory in the embodiments of this application can be volatile memory or non-volatile memory, or may include both volatile and non-volatile memory. The non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. The volatile memory can be random access memory (RAM), which is used as an external cache. By way of example, but not limitation, many forms of RAM are available, such as Static Random Access Memory (SRAM), Dynamic Random Access Memory (DRAM), Synchronous DRAM (SDRAM), Double Data Rate SDRAM (DDR SDRAM), Enhanced Synchronous DRAM (ESDRAM), Synchlink DRAM (SLDRAM), and Direct Rambus RAM (DR RAM). It should be noted that the memory used in the systems and methods described herein is intended to include, but is not limited to, these and any other suitable types of memory.

[0089] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0090] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0091] In the embodiments of this application, the terms "module" or "unit" refer to a computer program or part of a computer program that has a predetermined function and works with other related parts to achieve a predetermined goal, and can be implemented wholly or partially using software, hardware (such as processing circuitry or memory), or a combination thereof. Similarly, a processor (or multiple processors or memory) can be used to implement one or more modules or units. Furthermore, each module or unit can be part of an overall module or unit that includes the functionality of that module or unit.

[0092] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0093] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0094] In addition, the functional units in this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0095] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause an electronic device (which may be a personal computer or a server) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0096] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle control method, characterized in that, The vehicle includes a battery and an engine, and the method includes: Obtain the first power consumption and the second power consumption, where the first power consumption and the second power consumption are the power consumption in two adjacent integration time periods, respectively. Based on the first power consumption and the second power consumption, the speed adjustment cycle is corrected; Based on the corrected speed adjustment cycle, the engine is controlled to operate in order to charge the battery.

2. The vehicle control method according to claim 1, characterized in that, The step of correcting the speed adjustment cycle based on the first power consumption and the second power consumption includes: Based on the first power consumption and the second power consumption, determine the power factor; The speed adjustment cycle is corrected based on the power factor.

3. The vehicle control method according to claim 2, characterized in that, The integral time period of the first power consumption corresponds to a first time period, and the integral time period of the second power consumption corresponds to a second time period. Determining the power factor based on the first power consumption and the second power consumption includes: Calculate the ratio of the second power consumption to the first power consumption; Calculate the difference between the battery power consumption in the second time period and the battery power consumption in the first time period; The power factor is determined based on the ratio and the difference.

4. The vehicle control method according to claim 3, characterized in that, Determining the power factor based on the ratio and the difference includes: Based on the target ratio range in which the ratio falls, a first value corresponding to the ratio is determined. The target ratio range is any preset ratio range, and the preset ratio range has a corresponding first value. Based on the target difference range in which the difference is located, a second value corresponding to the difference is determined. The target difference range is any preset difference range, and the preset difference range has a corresponding second value. The power factor is determined based on the first value and the second value.

5. The vehicle control method according to claim 4, characterized in that, The preset ratio range includes a first preset ratio range and a second preset ratio range, and the preset difference range includes a first preset difference range and a second preset difference range. The maximum value of the first preset ratio range is less than or equal to the minimum value of the second preset ratio range, and the maximum value of the first preset difference range is less than or equal to the minimum value of the second preset difference range. Wherein, the first value corresponding to the first preset ratio range is less than the first value corresponding to the second preset ratio range; the second value corresponding to the first preset difference range is less than the second value corresponding to the second preset difference range.

6. The vehicle control method according to any one of claims 2-5, characterized in that, The step of correcting the speed adjustment cycle based on the power factor includes: When the power factor is greater than or equal to a preset threshold, a corresponding target correction ratio is determined based on the target value range of the power factor, and the speed adjustment cycle is corrected based on the target correction ratio. The target value range is any preset value range, and the preset value range has a corresponding correction ratio.

7. The vehicle control method according to claim 6, characterized in that, The preset value range includes a first preset value range and a second preset value range. The maximum value of the first preset value range is less than or equal to the minimum value of the second preset value range, and the correction ratio corresponding to the first preset value range is greater than the correction ratio corresponding to the second preset value range.

8. The vehicle control method according to claim 1, characterized in that, Also includes: If the power factor is less than a preset threshold, the speed adjustment cycle is not corrected.

9. The vehicle control method according to claim 1, characterized in that, Also includes: Based on the current driving mode, the speed adjustment cycle is determined. The current driving mode is any preset driving mode, and the preset driving mode has a corresponding speed adjustment cycle.

10. The vehicle control method according to any one of claims 1-9, characterized in that, The method of controlling the engine to charge the battery based on the corrected speed adjustment cycle includes: Based on the vehicle's driving condition parameters and a preset speed lookup table, the engine speed is determined. The speed lookup table includes the mapping relationship between the driving condition parameters and the engine speed. Based on the speed adjustment cycle and the engine speed, the engine is controlled to operate in order to charge the battery.

11. The vehicle control method according to claim 1, characterized in that, The power consumption of the vehicle includes at least one of the following: wheel-end power consumption, in-vehicle electrical power consumption, cooling module power consumption, and power consumption of other power-consuming modules of the vehicle.

12. An electronic device, characterized in that, It includes a memory and a processor; the memory stores a computer program, and the processor executes the vehicle control method as described in any one of claims 1-11 by calling the computer program stored in the memory.

13. A vehicle, characterized in that, Includes a battery, an engine, and the electronic device as described in claim 12.

14. A computer-readable storage medium, characterized in that, The system contains a computer program that, when executed by a processor, implements the vehicle control method as described in any one of claims 1-11.

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