A control method and related apparatus

Abstract

A control method and related apparatus are disclosed, relating to the field of control technology. The control method includes: acquiring first information indicating that a terminal has a parking requirement at a first moment; generating first control information based on the first information; and controlling the engine in the terminal to shut down at a second moment, earlier than the first moment. By using this method, the engine is shut down before the terminal parks, allowing exhaust gases in the exhaust system to be released into the atmosphere before the terminal parks, reducing exhaust residue at the time of parking and mitigating the impact of exhaust odors on occupants.

Description

Technical Field

[0001] This application relates to the field of control technology, and in particular to a control method and related apparatus. Background Technology

[0002] In some existing vehicles, to increase trunk space, the engine's exhaust outlet is located at the front of the vehicle. During operation, the engine produces odorous exhaust fumes. If the vehicle is traveling at low speeds or stationary, these fumes enter the cabin, negatively impacting the passenger experience. Therefore, improving the exhaust odor problem and enhancing the passenger experience is a worthy area of ​​research for those skilled in the art. Summary of the Invention

[0003] This application provides a control method and related device that can improve the odor problem emitted by the exhaust system and enhance the passenger experience.

[0004] Firstly, embodiments of this application provide a control method, which, exemplarily, can be applied to a control device. Exemplarily, the control device is a computing device in a vehicle, such as a controller in the vehicle, like a mobile data center (MDC) (or an autonomous driving domain controller, vehicle integration unit (VIU), vehicle control unit (VCU), electronic control unit (ECU), domain controller (DC), etc., where DC includes, for example, a vehicle domain controller (VDC), or includes components within the controller, such as chips. Alternatively, the control device may be a software tool and / or hardware module within the aforementioned computing device. No specific limitations are made here. The following description uses a control device as an exemplary execution subject.

[0005] The control method includes: acquiring first information, the first information indicating that the terminal has a parking requirement at a first moment, wherein the terminal includes a range extender, the range extender includes an engine and a generator, and generating first control information based on the first information, the first control information being used to control the engine in the terminal to stop at a second moment, the second moment being earlier than the first moment.

[0006] It is understandable that when the range extender is in generator mode, exhaust gases from the engine are discharged from the exhaust port. For vehicles where the range extender and / or its exhaust port is located at the front, such as near the front wheels or under the front seats, exhaust gases may rise into the passenger compartment or enter through the air conditioning intake when the vehicle is parked, affecting the user experience. Therefore, in the above solution, the control device predicts the vehicle will park at a certain moment in the future based on the first information. The control device then controls the engine to stop a second moment before parking, stopping fuel production and thus stopping exhaust gas generation. The remaining exhaust gases remain in the exhaust pipe. At the first moment before the vehicle parks, as the vehicle moves, the high-speed airflow causes the pressure outside the exhaust pipe to be lower than the pressure inside the exhaust pipe. This causes the remaining exhaust gases in the exhaust pipe to be gradually drawn into the atmosphere as the vehicle moves, thus reducing the amount of residual exhaust gases in the exhaust pipe when the vehicle parks, improving the exhaust odor problem when the vehicle is parked, and enhancing the passenger experience. Understandably, this solution improves the odor problem of the exhaust system by controlling the engine to stop in advance, allowing the engine exhaust gas to dissipate with the air ahead of time, thereby reducing the residual and overflowing exhaust gas in the stationary state.

[0007] In one possible implementation of the first aspect, the first information includes at least one of the following: navigation information of the terminal, driving speed of the terminal, and intelligent driving planning information of the terminal.

[0008] In the above scheme, by using one or more of the following information: navigation information, the terminal's driving speed, and the terminal's intelligent driving planning information, the terminal's parking needs and parking time can be reasonably predicted.

[0009] In one possible implementation of the first aspect, the first control information is also used to control the generator to drive the engine to idle.

[0010] It is understandable that a range extender includes an engine and a generator, connected by a mechanical shaft. Under normal circumstances, the engine generates power from fuel to rotate, which in turn drives the generator to generate electricity. When the engine stops, the generator also stops rotating and generating electricity. In the above scheme, after the control device stops the engine, it controls the generator to drive the engine. The engine is not injecting fuel and igniting, hence the term "idling." During engine idling, the gas in the engine cylinders and pipes is forced towards the exhaust port, thus helping to expel exhaust gas from the exhaust pipe more quickly and accelerating the exhaust gas discharge speed.

[0011] In one possible implementation of the first aspect, the first control information is also used to control the opening of the throttle valve, which is a valve of the engine's intake manifold.

[0012] In the above scheme, the control device also controls the throttle valve to be in the open state, so that fresh air can enter the engine and exhaust system. During the engine idling process, the fresh air is used to flush out the exhaust gas from the exhaust system, thereby accelerating the exhaust efficiency and reducing exhaust gas residue.

[0013] In one possible implementation of the first aspect, the first control information is further used to control the variable valve timing (VVT) mechanism to adjust to a preset phase, the preset phase being used to control the engine's intake valves to open earlier or close later.

[0014] For example, the intake valve of an engine is the intake valve corresponding to the cylinder of the engine. The intake valve is used to control the entry of gas into the engine cylinder. When the intake valve is open, gas enters the engine cylinder; when the intake valve is closed, gas cannot enter the engine cylinder. When the intake valve closes late, the piston descends at a very high speed, and the air in the intake manifold has already gained a high flow inertia. Even if the piston has passed the bottom dead center and begun its upward return stroke, the airflow still rushes into the cylinder due to inertia, increasing the intake volume. When the intake valve opens early, the exhaust stroke is almost over, and the piston has reached near the top dead center. The intake valve opens early, but the exhaust valve has not yet closed. The two valves are briefly open simultaneously, and the high-speed exhaust gas flowing out of the exhaust pipe will generate a negative pressure suction effect, drawing away the residual high-temperature exhaust gas inside the cylinder, thus achieving scavenging.

[0015] In the above scheme, for terminals equipped with variable valve timing (VVT) mechanism, the control device can adjust the phase of the VVT ​​mechanism to control the intake valve to open earlier or close later, thereby increasing the single intake volume or scavenging efficiency, so as to expel the exhaust gas in the exhaust system more quickly and improve the exhaust gas efficiency.

[0016] In one possible implementation of the first aspect, the first control information is also used to control the oil pump to be in operation, the oil pump being used to drive lubricating oil to lubricate the engine.

[0017] In the above scheme, while the control device controls the generator to drive the engine to idle, the control device can also control the oil pump to be in working state to drive the lubricating oil to continuously lubricate the engine, which can reduce the frictional resistance when the engine is rotating. The generator will need less effort to drive the engine to rotate, which can reduce the energy consumption during the generator-driven engine idling process. In addition, the lubricating oil can also carry away the heat generated by the engine rotation and cool the engine.

[0018] In one possible implementation of the first aspect, the engine is located in an engine circuit within a thermal management system at the terminal. The engine circuit also includes a water pump for driving the circulation of coolant in the engine circuit to achieve engine cooling. The first control information is also used to control the water pump to be in operation.

[0019] In the above scheme, during the process of the generator driving the engine to idle, the engine generates heat through friction. The control device can also keep the water pump in working state to continuously dissipate heat from the engine and prevent the engine temperature from getting too high.

[0020] In one possible implementation of the first aspect, the method further includes: generating second control information based on the first information, the second control information being used to control the generator to shut down at a third time, the third time being later than the second time and earlier than the first time.

[0021] It is understandable that after the engine stops, the generator idling the engine consumes energy. Between the second and third time points, the engine idling assists in expelling exhaust gases from the exhaust system. At the third time point, it is assumed that the exhaust gases are largely expelled, and continuing to control the generator to idle the engine yields minimal benefit. In other words, the energy consumption of the generator idling the engine is high, while the remaining exhaust gases are low, resulting in low exhaust gas expulsion efficiency. Therefore, controlling the generator to stop at the third time point, ceasing to idle the engine, achieves a balance between exhaust gas expulsion and energy consumption, minimizing terminal energy consumption while expelling exhaust gases.

[0022] In one possible implementation of the first aspect, the engine's exhaust system includes an exhaust valve and a muffler assembly, the exhaust valve being used to control the exhaust state of the exhaust system; the method further includes: acquiring terminal status information, the terminal status information being used to indicate whether there is a risk of exhaust gas from the exhaust system entering the terminal's passenger compartment, and generating third control information based on the terminal status information, the third control information being used to control the exhaust valve to close or open.

[0023] For example, "generating third control information based on the terminal's status information" occurs after the third moment. It can be understood that after the third moment, both the engine and generator are shut down, and there is no need for a large amount of gas to be discharged from the exhaust system. Controlling the opening and closing of the exhaust valve at this time can ensure the safety of the terminal while preventing exhaust fumes from affecting the occupants. For instance, with the exhaust valve closed, exhaust gases are difficult to expel, and the air pressure within the exhaust system is not so high as to affect the safety of the terminal.

[0024] In the above scheme, the engine's exhaust system is equipped with an exhaust valve. When the exhaust valve is closed, exhaust gas in the exhaust system is difficult to expel from the exhaust port. When the exhaust valve is open, exhaust gas in the exhaust system can be expelled from the exhaust port. The control device can control the state of the exhaust valve according to the terminal's status, thereby flexibly controlling the timing of exhaust gas emission.

[0025] In one possible implementation of the first aspect, if the terminal's status information satisfies the first condition, the third control information is used to control the exhaust valve to close, and the first condition indicates that there is a risk of exhaust gas from the exhaust system entering the terminal's crew compartment.

[0026] In the above scheme, if the control device determines, based on the terminal's status information, that the exhaust gas from the exhaust system will enter the passenger compartment and affect the terminal occupants, it will control the exhaust valve to close to avoid the exhaust gas affecting the occupants' experience.

[0027] In one possible implementation of the first aspect, the first condition includes one or more of the following: the terminal's status information indicates that the terminal's window is open, the terminal's status information indicates that the terminal's air conditioner is in external circulation mode, the terminal's status information indicates that the terminal is in high-voltage power-on mode and the terminal's speed is less than or equal to the first speed.

[0028] In the above scheme, when the terminal is traveling at low speed and about to stop or come to a complete stop, the terminal is in a high-voltage powered-on state, indicating that the terminal is temporarily parked. Exhaust fumes may drift into the passenger compartment, affecting the passenger experience. If the terminal's window is open, exhaust fumes from the exhaust system will drift upwards into the passenger compartment through the window. When the air conditioning is in external circulation mode, exhaust fumes from the exhaust system may enter the passenger compartment through the air conditioning intake, affecting the passenger experience. In any of the above situations, the control device can close the exhaust valve to prevent exhaust fumes from entering the passenger compartment and affecting the user experience.

[0029] In one possible implementation of the first aspect, if the terminal's status information satisfies the second condition, the third control information is used to control the exhaust valve to open, and the second condition indicates that there is no risk of exhaust gas from the exhaust system entering the terminal's crew compartment.

[0030] In the above scheme, if the control device determines, based on the terminal's status information, that the exhaust gas from the exhaust system will not enter the passenger compartment and affect the terminal's occupants, it will control the exhaust valve to open to avoid affecting the terminal's performance.

[0031] In one possible implementation of the first aspect, the second condition includes one or more of the following: the terminal's status information indicates that the terminal is in a power-off state; the terminal's status information indicates that the terminal's window is in a closed state; and the terminal's status information indicates that the terminal's air conditioner is in a state that isolates the air inside and outside the terminal.

[0032] In the above scheme, when the terminal is powered off, it indicates that the current use of the terminal has ended, such as when the vehicle is locked and the occupants have left. When the terminal's windows are closed, exhaust fumes from the exhaust system cannot easily enter the passenger compartment. When the air conditioning is in a state that isolates the inside and outside air from the terminal, such as in recirculation mode, outside air cannot pass through the air conditioning, and exhaust fumes from the exhaust system cannot easily enter the passenger compartment. Therefore, in any of the above situations, the control device can control the exhaust valve to open.

[0033] Secondly, this application provides a control method applied to a terminal, the terminal including an engine, the engine's exhaust system including an exhaust valve, the exhaust valve being used to control the exhaust state of the exhaust system. The control method includes: acquiring terminal status information, the terminal status information being used to indicate whether there is a risk of exhaust gas from the exhaust system entering the terminal's passenger compartment; generating third control information based on the terminal status information; and, when the terminal status information satisfies a first condition, the third control information being used to control the exhaust valve to close, the first condition indicating that there is a risk of exhaust gas from the exhaust system entering the terminal's passenger compartment.

[0034] In the above solution, the engine's exhaust system is equipped with an exhaust valve. When the exhaust valve is closed, exhaust gases are difficult to expel from the exhaust port. When the exhaust valve is open, exhaust gases can be expelled from the exhaust port. The control device can control the state of the exhaust valve based on the terminal's status. If the control device determines, based on the terminal's status, that the exhaust gases will affect the occupants, it will close the exhaust valve to prevent unpleasant odors from affecting the occupants' experience.

[0035] For example, the engine mentioned above can be a motor or an engine in a gasoline-powered vehicle.

[0036] In one possible implementation of the second aspect, the first condition includes one or more of the following: the terminal's status information indicates that the terminal's window is open, the terminal's status information indicates that the terminal's air conditioner is in external circulation mode, the terminal's status information indicates that the terminal is in high-voltage power-on mode and the terminal's speed is less than or equal to the first speed.

[0037] In the above scheme, when the terminal is traveling at low speed and about to stop or is stationary, the terminal is in a high-voltage powered state, indicating that the terminal is temporarily parked. Exhaust fumes may drift into the passenger compartment, affecting the passenger experience. If the terminal's window is open, exhaust fumes from the exhaust system will drift upwards into the passenger compartment through the window. When the air conditioning is in external circulation mode, exhaust fumes from the exhaust system may enter the passenger compartment through the air conditioning intake, affecting the passenger experience. In any of the above situations, the control device can close the exhaust valve to prevent exhaust fumes from entering the passenger compartment and affecting the user experience.

[0038] In one possible implementation of the second aspect, if the terminal's status information satisfies the second condition, the third control information is used to control the exhaust valve to open, and the second condition indicates that there is no risk of exhaust gas from the exhaust system entering the terminal's crew compartment.

[0039] In the above scheme, if the control device determines that the exhaust gas from the exhaust system will not affect the terminal occupants based on the terminal's status information, it controls the exhaust valve to open to avoid affecting the terminal's performance.

[0040] In one possible implementation of the second aspect, the second condition includes one or more of the following: the terminal's status information indicates that the terminal is in a power-off state, the terminal's status information indicates that the terminal's window is in a closed state, and the terminal's status information indicates that the terminal's air conditioner is in a state that isolates the air inside and outside the terminal.

[0041] In the above scheme, when the terminal is powered off, it indicates that the current use of the terminal has ended, such as when the vehicle is locked and the occupants have left. At this time, the exhaust fumes have minimal impact on the occupants. When the terminal's windows are closed, exhaust fumes from the exhaust system are unlikely to enter the passenger compartment, so the exhaust valve can be controlled to open. When the air conditioning is in a state that isolates the inside and outside air from the terminal, such as in recirculation mode, outside air is unlikely to pass through the air conditioning, and exhaust fumes from the exhaust system are unlikely to enter the passenger compartment, so the exhaust valve can be controlled to open.

[0042] Thirdly, embodiments of this application provide a control device, which includes an acquisition module and a control module. The acquisition module is used to acquire first information, indicating that a terminal has a parking requirement at a first moment. The terminal includes a range extender, which includes an engine and a generator. The control module is used to generate first control information based on the first information. The first control information is used to control the engine to shut down at a second moment, which is earlier than the first moment.

[0043] In one possible implementation of the third aspect, the first information includes one or more of the terminal's navigation information, the terminal's driving speed, and the terminal's intelligent driving planning information.

[0044] In one possible implementation of the third aspect, the first control information is also used to control the generator to drive the engine to idle.

[0045] In one possible implementation of the third aspect, the first control information is also used to control the opening of the throttle valve, which is a valve on the engine's intake manifold.

[0046] In one possible implementation of the third aspect, the first control information is also used to control the VVT ​​mechanism to adjust to a preset phase, which is used to control the engine's intake valve to open early or close late.

[0047] In one possible implementation of the third aspect, the first control information is also used to control the oil pump to be in operation, and the oil pump is used to drive lubricating oil to lubricate the engine.

[0048] In one possible implementation of the third aspect, the engine is located in the engine circuit of the terminal thermal management system, and the engine circuit also includes a water pump for driving the coolant in the engine circuit; the first control information is also used to control the water pump to be in operation.

[0049] In one possible implementation of the third aspect, the control module is further configured to generate second control information based on the first information. The second control information is used to control the generator to stop at a third time, which is later than the second time and earlier than the first time.

[0050] In one possible implementation of the third aspect, the engine's exhaust system includes an exhaust valve for controlling the exhaust status of the exhaust system. The acquisition module is further configured to acquire terminal status information, which indicates whether there is a risk of exhaust gases entering the terminal's passenger compartment. The control module is further configured to generate third control information based on the terminal status information, which controls the exhaust valve to close or open.

[0051] In one possible implementation of the third aspect, if the terminal's status information satisfies the first condition, the third control information is used to control the exhaust valve to close, and the first condition indicates that there is a risk that the exhaust gas from the exhaust system may enter the terminal's passenger compartment.

[0052] In one possible implementation of the third aspect, if the terminal's status information satisfies the second condition, the third control information is used to control the exhaust valve to open, and the second condition indicates that there is no risk of exhaust gas from the exhaust system entering the terminal's crew compartment.

[0053] Fourthly, embodiments of this application provide a control device, which includes a processor for executing the method described in any of the implementations of the first aspect, or for executing the method described in any of the implementations of the second aspect.

[0054] Fifthly, embodiments of this application provide an exhaust system, which includes an exhaust valve for controlling the exhaust state of the exhaust system.

[0055] Sixthly, embodiments of this application provide a terminal that includes the control device described in any of the implementations of the third aspect, or the control device described in the fourth aspect, or the exhaust system described in the fifth aspect.

[0056] In a seventh aspect, embodiments of this application provide a computer program product, the computer program product including computer instructions, which, when executed, cause the method described in any one of the first aspects to be implemented; or, when executed, cause the method described in any one of the second aspects to be implemented.

[0057] Eighthly, embodiments of this application provide a computer-readable storage medium for storing a computer program, the computer program including instructions for performing the method in any one of the first or second aspects described above.

[0058] Ninthly, embodiments of this application provide a chip, the chip including a processor, the processor being configured to perform the method described in any one of the first or second aspects above.

[0059] The solutions provided in the third to ninth aspects above are used to implement or cooperate with the methods provided in the first or second aspects above, and therefore can achieve the same or corresponding beneficial effects as the first or second aspects, which will not be elaborated here. Attached Figure Description

[0060] The accompanying drawings used in the embodiments of this application are described below.

[0061] Figure 1 This is a schematic diagram of the architecture of a terminal provided in an embodiment of this application; Figure 2 This is a schematic diagram of an exhaust system provided in an embodiment of this application; Figure 3 This is a flowchart illustrating a control method provided in an embodiment of this application; Figure 4 This is a flowchart illustrating a control method provided in an embodiment of this application; Figure 5 This is a flowchart illustrating another control method provided in an embodiment of this application; Figure 6 This is a schematic diagram of the structure of a control device provided in an embodiment of this application; Figure 7 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0062] The relevant technical concepts involved in this application are introduced below.

[0063] Range extender: A range extender consists of an engine and a generator. The engine generates mechanical energy by burning fuel, driving its own rotation. The engine crankshaft and the generator rotor are rigidly coaxially connected, so the generator speed is synchronized with the engine speed. During the rotation of the generator, the rotor cuts magnetic field lines to generate electrical energy, which is then processed and stored in the terminal power battery or used to drive the vehicle.

[0064] An engine includes one or more cylinders, each containing a piston, and each cylinder is equipped with an intake valve and an exhaust valve. One method involves fuel injectors spraying fuel into the intake manifold walls of the cylinders during engine operation. The fuel evaporates and mixes thoroughly with fresh air flowing in through the throttle valve to form a combustible mixture. As the piston moves downwards, the intake valve cam opens the intake valve, allowing the combustible mixture to enter the cylinder. Another method involves fuel injectors directly injecting fuel at high pressure into the cylinder, while air enters the cylinder separately through the intake valve, where the fuel-air mixture is mixed within the cylinder.

[0065] When the piston reaches bottom dead center, the intake stroke ends, and the intake valve closes. The crankshaft pushes the piston from bottom dead center to top dead center, continuously reducing the volume of the sealed cylinder and forcefully compressing the combustible mixture, causing the gas pressure and temperature to rise continuously. Just before the piston reaches top dead center, the spark plug ignites the high-voltage combustible mixture in the cylinder with a spark. The energy generated by the combustion gases pushes the piston downwards, and the piston, through the connecting rod, drives the crankshaft to rotate. Upon reaching bottom dead center, the crankshaft again drives the piston upwards, at which point the exhaust valve cam opens the exhaust valve, and the combustion exhaust gases are expelled through the exhaust valve and exhaust system. This process repeats, enabling the engine to generate mechanical energy from fuel to drive the generator and produce electricity.

[0066] VVT (Variable Valve Timing) mechanism: A mechanism used to dynamically adjust the opening and closing timing of intake or exhaust valves. In a conventional engine, the camshaft (intake or exhaust cam) and crankshaft are rigidly driven by a timing chain. The cam is close to the valve and rotates with the crankshaft. When the cam's cam cam rotates towards the valve, it opens the valve; as the cam continues to rotate, the cam cam cam moves away from the valve, closing it. In a conventional engine, the valve opening and closing times are always fixed. However, in an engine equipped with a VVT mechanism, the VVT ​​mechanism is mounted at the front of the camshaft and can adjust the opening timing of the intake or exhaust valve by changing the cam's phase relative to the crankshaft. In essence, the VVT ​​mechanism only shifts the opening and closing time of the intake / exhaust valve, without changing the opening duration.

[0067] The above technical concepts may be optionally applied to the following embodiments.

[0068] In some existing vehicles, to increase the trunk space, the exhaust outlet of the engine's exhaust system is located at the front of the vehicle. During operation, the engine produces exhaust fumes with an unpleasant odor. If the vehicle is traveling at low speeds or stationary, these exhaust fumes will enter the cabin, affecting the passenger experience.

[0069] To address the aforementioned issues, this application provides a control method that can improve the odor problem emitted by the exhaust system and enhance the passenger experience.

[0070] The following provides an exemplary description of the systems and scenarios in which the embodiments of this application may be applied. It should be noted that the system architecture and application scenarios described in this application are for the purpose of more clearly illustrating the technical solutions of this application, and do not constitute a limitation on the technical solutions provided in this application. Those skilled in the art will understand that with the evolution of system architecture and the emergence of new business scenarios, the technical solutions provided in this application are also applicable to similar technical problems.

[0071] The following describes the system architecture that can be applied to this application.

[0072] See Figure 1 , Figure 1 This is a schematic diagram of the architecture of a terminal provided in an embodiment of this application. Figure 1 As shown, terminal 10 includes a control device 101, an engine 102, and an exhaust system 103. The exhaust system 103 is connected to the engine 102, and exhaust gases produced by the combustion of fuel in the engine 102 are discharged through the exhaust system 103. Exemplarily, the engine 102 and / or the exhaust system 103 are installed at a forward position on terminal 10, for example... Figure 1 The device shown is installed near the front axle wheel of terminal 10 or under the front seat of the terminal.

[0073] Terminal 10 includes, but is not limited to, vehicles such as commercial vehicles, passenger cars, trains, industrial vehicles (such as forklifts, trailers, tractors, etc.), and engineering vehicles (such as excavators, bulldozers, cranes, etc.).

[0074] The control device 101 possesses both information acquisition and control capabilities. For example, the control device 101 can acquire first information indicating that the terminal 10 has a parking requirement at a first moment. The control device 101 can also generate first control information based on the first information, so as to control the engine 102 to stop at a second moment, which is earlier than the first moment.

[0075] Optionally, if terminal 10 is a range-extended vehicle, terminal 10 includes a range extender, engine 102 is the engine in the range extender, and the range extender also includes a generator. Control device 101 can also control the generator. For example, it can control the generator to drive engine 102 to idle via first control information.

[0076] Alternatively, the control device 101 may also acquire the status information of the terminal 10. For example, the status information of the terminal may include one or more of the following: the driving status information, power on / off status information, air conditioning status information, window status information, and occupant status information of the terminal 10.

[0077] In one possible implementation, as shown in Figure 2, the exhaust system 103 includes a three-way catalytic converter, a muffler assembly, an exhaust valve, and an exhaust tailpipe. The three-way catalytic converter is used to decompose harmful gases in the engine exhaust, the muffler assembly is used to reduce exhaust noise, and the exhaust valve is located between the muffler assembly and the exhaust tailpipe of the exhaust system. When the exhaust valve is open, the gas discharged from the engine passes sequentially through the three-way catalytic converter, the muffler assembly, and the exhaust valve before being discharged from the exhaust tailpipe. When the exhaust valve is closed, the gas discharged from the engine cannot be discharged after reaching the exhaust valve and remains in the exhaust system, or a small amount of exhaust gas overflows from the gaps in the exhaust pipe.

[0078] For example, targeting Figure 2 The exhaust system shown can also be controlled by the control device 101 to open or close the exhaust valve based on the status information of the terminal 10. For example, if the status information of the terminal 10 meets a first condition, the exhaust valve is controlled to close, the first condition indicating that the exhaust gas of the exhaust system 103 will affect the occupants of the terminal 10; if the status information of the terminal 10 meets a second condition, the exhaust valve is controlled to open, the second condition indicating that the exhaust gas of the exhaust system 103 will not affect the occupants of the terminal 10.

[0079] Specifically, the control device 101 may include a hardware module with data acquisition and control capabilities, and / or a software module with data acquisition and control capabilities. Examples of hardware and software implementations are described below.

[0080] As an example of hardware implementation, the control device 101 may include at least one processor, which is a module with processing capabilities. In one implementation, the processor may be a circuit with instruction read and execute capabilities, such as a central processing unit (CPU), microprocessor, microcontroller unit (MCU), graphics processing unit (GPU), or digital signal processor (DSP). In another implementation, the processor implements a certain function through the logic of a hardware circuit, the logic of which is fixed or reconfigurable. For example, the processor may be a hardware circuit implemented as an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field-programmable gate array (FPGA). In a reconfigurable hardware circuit, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the process of the processor loading instructions to implement the corresponding function. Furthermore, the processor can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), tensor processing unit (TPU), deep learning processing unit (DPU), etc. In some implementations, the control device 101 includes at least one processor integrated as a system-on-chip (SOC), which is commonly referred to as an SOC by those skilled in the art. The SOC may include at least one processor, and when the SOC includes multiple processors, the types of processors can be different, such as including a CPU and an MCU.

[0081] For example, the control device 101 includes, but is not limited to, a vehicle control unit (VCU), a vehicle intranet unit (VIU), an electronic control unit (ECU), a domain controller (DC), etc., wherein the DC includes, for example, a body domain controller (BDC), a vehicle domain controller (VDC), a multi-domain controller (MDC), etc.

[0082] As an example of a software implementation, the control device 101 may include software functional units. As one example of a software functional unit, the control device 101 may include one or more of an executable computer program, computer code, or computer instructions, where "executable" means able to run on a processor or computing instance. As yet another example of a software functional unit, the control device 101 may include a computing instance, including virtual machines, containers, etc. A virtual machine is a computer system simulated by software, possessing complete hardware system functionality and running in an isolated environment. A container is an isolated environment obtained by packaging applications and application dependencies.

[0083] The control method provided in the embodiments of this application will be described in detail below.

[0084] See Figure 3 , Figure 3 This is a flowchart illustrating a control method provided in an embodiment of this application. This control method can be applied to... Figure 1 The architecture shown is used, for example, in range-extended vehicles to prevent exhaust fumes from affecting the passenger experience inside the terminal. The following description uses a control device as the executing entity, and the control method includes, but is not limited to, the following steps: Step S301: The control device acquires the first information.

[0085] Exemplarily, the control device in this application embodiment may be a device equipped with a processor / chip capable of executing computer execution instructions, or it may be a processor / chip capable of executing computer execution instructions. Optionally, the control device may be an electronic device, or it may be a processor / chip within an electronic device. Optionally, the control device may specifically be a computing device in a vehicle, or it may be a software tool and / or hardware module within a computing device that can be used to control the device. Optionally, the control device may specifically be as described above. Figure 1 The control device 101 shown is used to execute the control method in the embodiments of this application.

[0086] The first information indicates that the terminal has a parking requirement at the first moment. The terminal includes a range extender, which includes an engine and a generator.

[0087] For example, parking requirements include, but are not limited to, scenarios where the terminal speed drops to zero, such as temporary parking, braking, or reaching the destination. Zero value indicates that the terminal is stationary.

[0088] It is understandable that the terminal has a need to pause at the first moment, indicating that the terminal is not currently paused. If the terminal is currently in motion, the first moment is a future moment.

[0089] For example, the first moment is a single point in time. For instance, the first information indicates that the terminal arrives at its destination at 12:00, meaning there is a parking requirement at 12:00. In this case, the first moment is a point in time in minutes.

[0090] Optionally, the "first moment" can also be a point in time using other time units, which can be flexibly adjusted according to the actual scenario. For example, if the time span between the first moment and the current moment is relatively long, the first moment can also be in hours, specifically, the first information indicating that the terminal will arrive at its destination at 7:00 AM the next day. Alternatively, if the time span between the current moment and the first moment is relatively short, the first moment can be in seconds, for example, the first information indicating that the terminal will stop at 8:30:49. This application does not specifically limit the unit of the first moment.

[0091] For example, the first moment is the starting moment of the first time period. For instance, if the terminal needs to stop during the first time period in the future (12:00~12:02), the first moment can be the starting moment of the first time period, 12:00. Before the first moment, the terminal is still in motion.

[0092] For example, the first information includes one or more of the terminal's navigation information, the terminal's driving speed, and the terminal's intelligent driving planning information. The navigation information may include information such as remaining navigation time, estimated time to reach the destination, and remaining navigation distance to the destination. For instance, the control device can obtain the first moment based on the remaining navigation time and the current time, or the estimated time to reach the destination indicates the first moment, or the first moment can be predicted using the remaining navigation distance and the terminal's current driving speed. In addition to the terminal's speed, the rate of change of speed can also be obtained based on the terminal's driving speed, and then the duration required for the terminal to stop can be predicted using the rate of change of speed, thus obtaining the first moment. The intelligent driving planning information may include the remaining distance of the driving route planned by the intelligent driving system for the terminal, the estimated remaining driving time, etc., and its function is similar to that of the navigation information, and will not be elaborated here.

[0093] It is understood that, in addition to the first information listed above, the first information may also include other information that can predict the first moment in order to obtain the terminal's parking needs in advance. The embodiments of this application do not impose specific restrictions on the content of the first information or the source of the first information.

[0094] In step S302, the control device generates first control information based on the first information.

[0095] The first control information is used to control the engine in the terminal to stop at a second moment, which is earlier than the first moment.

[0096] It is understandable that the control device controls the engine to stop in advance before the final stop, such as when driving at low speed and about to stop. This stops the engine from producing odorous exhaust gases from the fuel. The exhaust gases that have been generated and remain in the exhaust system are gradually discharged into the atmosphere with the high-speed airflow of the vehicle before the final stop. This reduces the odorous exhaust gases emitted by the exhaust system when the vehicle stops, effectively improving the exhaust odor problem when the vehicle is parked and enhancing the passenger experience.

[0097] For example, the first control information includes a command to prohibit fuel injection and ignition, in which the control device sends the command to the engine to prohibit fuel injection and ignition, and the engine responds to the command by stopping fuel combustion.

[0098] For example, the second time is determined by the first time. For instance, the second time is one minute earlier than the first time; if the first time is 12:00, the second time could be 11:59. Optionally, the duration between the second time and the first time can be determined by a control device.

[0099] Optionally, the first control information is also used to control the generator to drive the engine to idle. It can be understood that, when the engine is stopped, to improve the exhaust efficiency of the exhaust system, the control device can also control the generator to actively rotate as a drive device, thereby driving the engine to idle. During the engine idling process, the engine piston also continues to move up and down, and the engine cylinders continue the intake-exhaust process. By moving the engine piston to force the gas out, active exhaust is achieved, assisting in the faster discharge of residual exhaust gas in the exhaust system, improving the exhaust gas discharge efficiency in the exhaust system, resulting in less residual exhaust gas in the exhaust system when the vehicle is parked, further improving the exhaust odor problem in the parked state, and enhancing the passenger experience.

[0100] For example, the first control information includes an instruction to drive the generator to rotate. The control device sends the instruction to the generator to control the generator to drive the engine to idle, specifically, for example, controlling the generator to drive the engine to idle at 1200 revolutions per minute (rpm).

[0101] Optionally, the first control information is also used to control the throttle valve to open, whereby the throttle valve is a valve on the engine's intake manifold. It is understood that under normal circumstances, the throttle valve closes when the engine stops. However, this "closing" is not a complete seal; in engineering implementation, to ensure successful ignition, a small gap remains in the closed state. In the method of this application embodiment, to quickly expel odorous exhaust gases from the exhaust system, the control device, after controlling the engine to stop, controls the throttle valve to open during engine idling. This allows fresh air to smoothly enter the engine cylinders and the entire exhaust system from the throttle valve. During engine idling, the fresh air flushes the cylinders and the entire exhaust system, expelling residual exhaust gases from the cylinders and exhaust system before the engine comes to a complete stop. This not only achieves rapid exhaust of exhaust gases but also cools the exhaust system and the engine interior, preventing internal heat accumulation.

[0102] Optionally, for terminals equipped with a VVT mechanism, the control device can also control the phase of the VVT ​​mechanism to a preset phase. This preset phase is used to control the engine's intake valve to open earlier or close later, that is, to increase the intake volume of the engine cylinders by controlling the VVT ​​mechanism. The engine's intake valve is the intake valve of the engine cylinder, used to control the entry of gas into the engine cylinder. During engine rotation, the piston in the engine cylinder moves up and down. When the piston moves downward, the intake valve opens and gas enters the cylinder; when the piston moves upward, it expels the gas from the cylinder through the exhaust valve. The opening and closing of the intake valve is achieved by the rotation of the intake valve cam. During the rotation of the intake valve cam, when the protruding part faces the intake valve, it pushes the intake valve open; when the intake valve cam rotates away from the intake valve, the intake valve closes. For example, the preset phase of the VVT ​​mechanism is the phase that adjusts the position of the intake valve cam. Under the preset phase, the intake valve cam lifts the intake valve earlier to control the intake valve to open earlier, so that more gas can enter the cylinder during a single intake process, increasing the intake volume. Alternatively, the intake valve cam leaves the intake valve later, delaying the closing of the intake valve. The intake valve opens earlier, and the exhaust valve has not yet closed. The two valves are briefly open simultaneously, using the negative pressure suction effect generated by the high-speed exhaust gas flowing out of the exhaust pipe to scavenge the engine cylinders and the entire exhaust system.

[0103] For example, the control device can obtain the mapping relationship between the phase of the VVT ​​mechanism and the duration of early intake valve opening, or, under a preset phase, the mapping relationship between the phase of the VVT ​​mechanism and the duration of delayed intake valve closing. For example, when the phase of the VVT ​​mechanism is the first phase, the intake valve opens 0.1 seconds earlier. As another example, when the phase of the VVT ​​mechanism is the second phase, the intake valve closes 0.1 seconds later.

[0104] For example, the phases of the VVT ​​mechanism include multiple phases that control the early opening of the intake valves and / or multiple phases that control the delayed closing of the intake valves. The aforementioned preset phases can correspond to the VVT ​​mechanism phase corresponding to the maximum duration of the early intake valve opening, or the preset phase can correspond to the VVT ​​mechanism phase corresponding to the maximum duration of the delayed intake valve closing, in order to maintain maximum intake volume during engine idling. For example, if the operating range of the VVT ​​mechanism is [-a, b], where -a represents opening the intake valve a seconds early and b represents closing the intake valve b seconds late, then the preset phase is the phase corresponding to -a or b.

[0105] In one possible implementation, the control device can directly control the state of the throttle valve, in which case the control device sends a control command to the throttle valve controller. In another possible implementation, the throttle valve is controlled by another controller in the terminal, such as the engine controller. In this case, after the control device generates the first control information, it sends the throttle valve control command in the first control information to the engine controller, instructing the engine controller to control the throttle valve to open.

[0106] Optionally, the first control information is also used to control the oil pump to be in a working state, the oil pump being used to drive lubricating oil to lubricate the engine. It is understood that under normal circumstances, the oil pump will also stop after the engine stops, but in the example method of this application, the generator is driving the engine to idle, and the engine is still rotating. Therefore, the control device can control the oil pump to be in a working state to drive lubricating oil to lubricate the engine, reducing friction during engine rotation. It is understood that the lower the friction, the less effort the generator needs to drive the engine, reducing energy consumption during generator-driven engine idling. Simultaneously, the lubricating oil can exchange heat with the engine, carrying away the heat generated by engine rotation and dissipating heat from the engine.

[0107] Optionally, the engine is located in the engine circuit of the terminal's thermal management system. The engine circuit also includes a water pump, which drives the coolant in the engine circuit to dissipate heat from the engine. The first control information is also used to control the water pump to be in a working state. It is understood that under normal circumstances, after the engine stops, the water pump will also stop working along with the engine. However, in the method of this application embodiment, since the generator drives the engine to idle, the engine is still in a rotating state and generates heat during rotation. Therefore, the control device can control the water pump to be in a working state to continuously dissipate heat from the engine and prevent the engine temperature from becoming too high.

[0108] In one possible implementation, where the first control information has multiple uses, it may include multiple control commands, which can be sent to one or more controllers to perform corresponding operations. For example, the first control information may include a fuel injection ignition prohibition command and a drive command. The fuel injection ignition prohibition command is used to control the engine to stop, and the drive command is used to control the generator to drive the engine to idle. In this case, the control device can send a fuel injection ignition prohibition command to the engine controller, instructing the engine controller to stop the engine. The control device can also send a drive command to the generator controller, instructing the generator controller to control the generator to drive the engine to rotate.

[0109] Optionally, after step S302, the method further includes step S303: the control device generates second control information based on the first information. The second control information is used to control the generator to stop at a third time point, which is later than the second time point and earlier than the first time point. In one scenario, the engine stops after the second time point, and the generator gradually stops generating electricity as the engine stops; that is, the generator stops as soon as the engine stops. In another scenario, after the engine stops, the control device controls the generator to idle the engine between the second and third time points to assist in the discharge of exhaust gas from the exhaust system. At the third time point, it is considered that the exhaust gas in the exhaust system has been largely discharged, and the benefit of continuing to control the generator to idle the engine is minimal (the energy consumption of the generator to idle the engine is high, while the remaining exhaust gas is low, resulting in low exhaust gas discharge efficiency). Therefore, the generator is controlled to stop at the third time point, ceasing to idle the engine, thus achieving a balance between exhaust gas discharge and energy consumption. Alternatively, at the third moment, when the terminal is about to stop decelerating, the control device controls the generator to stop in advance before the terminal stops, so that it no longer consumes energy to drive the generator and engine to rotate. The generator and engine continue to rotate by inertia, so that the moment when the terminal stops completely is close to the moment when the speed of the engine and generator drops to zero, thus avoiding the generator and engine still running at a high speed after the terminal stops, thereby achieving the purpose of energy saving.

[0110] For example, the third time point is determined by the first time point. For instance, the third time point is 10 seconds (s) earlier than the start time of the first time point. Optionally, the interval between the third time point and the second time point is greater than a preset duration, such that the generator drags the engine to idle for a preset duration to achieve scavenging.

[0111] For example, the third moment can also be determined based on the terminal's speed. For instance, before the terminal prepares to stop, it gradually decelerates. If the control device determines that the terminal's speed is less than a preset speed, it considers the terminal to be about to stop and controls the generator to shut down. Specifically, for example, if the control device controls the generator to shut down when the terminal's speed is less than or equal to 10 kilometers per hour (km / h), the third moment is the time when the terminal's speed drops to 10 km / h.

[0112] Through the above control methods, the control device controls the engine to stop producing exhaust gas before the terminal stops, and discharges the generated exhaust gas into the air before the terminal stops. It can also work with the generator to drive the engine to idle and open the throttle to use fresh air to flush the entire exhaust system to achieve rapid exhaust gas discharge. This results in less odorous exhaust gas overflowing from the exhaust pipe when the terminal is stopped or at low speed, thus improving the passenger experience.

[0113] See Figure 4 , Figure 4 This is a flowchart illustrating a control method provided in an embodiment of this application. This control method can be applied to... Figure 2 The exhaust system shown, or has Figure 2 The exhaust system shown is designed to prevent exhaust fumes from affecting the passenger experience. The following description uses a control device as the executing entity, and the control method includes, but is not limited to, the following steps: Step S401: The control device acquires the status information of the terminal.

[0114] Exemplarily, the control device in this application embodiment may be a device equipped with a processor / chip capable of executing computer execution instructions, or it may be a processor / chip capable of executing computer execution instructions. Optionally, the control device may be an electronic device, or it may be a processor / chip within an electronic device. Optionally, the control device may specifically be a computing device in a vehicle, or it may be a software tool and / or hardware module within a computing device that can be used to control the device. Optionally, the control device may specifically be as described above. Figure 1 The control device 101 shown is used to execute the control method in the embodiments of this application.

[0115] The terminal's status information is used to indicate whether there is a risk of exhaust gas from the terminal's exhaust system entering the terminal's passenger compartment.

[0116] For example, the terminal's status information may include one or more of the following: the terminal's driving status information, power on / off status information, air conditioning status information, window status information, and occupant status information.

[0117] The terminal's driving status information includes, for example, driving speed (such as speed value, speed range, etc.), whether it is in a low-speed driving state or a stationary state (such as whether it is less than a first speed), etc. For example, the control device can obtain the terminal's driving status information through the terminal's electronic instrument panel.

[0118] The terminal's power-on / off status information includes, for example, high-voltage power-on status and high-voltage power-off status. It can be understood that a terminal in high-voltage power-on status indicates that the user is using the terminal, while a high-voltage power-off status indicates that the terminal has been used, such as when the vehicle is locked. For example, the control device can obtain the terminal's power-on / off status information by real-time detection of key electrical parameters in the high-voltage circuit. For instance, when the high-voltage bus voltage is detected to be greater than a first voltage, the terminal is considered to be in high-voltage power-on status; when the high-voltage bus voltage is detected to be less than a second voltage, the terminal is considered to be in high-voltage power-off status.

[0119] The terminal's air conditioning status information includes, for example, whether the air conditioning is on and its mode. The air conditioning mode includes, but is not limited to, internal recirculation mode and external recirculation mode. In internal recirculation mode, the air inside the passenger compartment circulates, and outside air cannot enter the passenger compartment. In external recirculation mode, the air conditioning blows outside air into the passenger compartment, achieving air circulation between the inside and outside of the terminal. For example, the control device obtains the air conditioning status information by acquiring the air conditioning status signal or status flag.

[0120] The window status information of the terminal includes, for example, the open or closed state of at least one window of the terminal. In the case of a vehicle, the at least one window of the terminal includes two front windows, two rear windows, and a sunroof. For example, the control device can obtain the window status information by acquiring the window opening degree. For instance, if the window opening degree is zero or less than a first opening degree, it indicates that the terminal's window is closed; if the window opening degree is not zero or greater than or equal to the first opening degree, it is considered that the window is open. As another example, the control device can also acquire window status flag information, for example, a window sill flag indicating ON for an open state and OFF for a closed state.

[0121] The occupant status information of the terminal includes, for example, whether there are occupants inside the terminal.

[0122] It is understood that the above-mentioned terminal status information is only an example and does not constitute a limitation on the embodiments of this application. The terminal status information may also include more types of information.

[0123] In step S402, the control device generates third control information based on the terminal's status information.

[0124] For example, the terminal in this application embodiment is a terminal equipped with an engine, such as a gasoline vehicle or a range-extended vehicle. The exhaust gas generated by the engine fuel in the terminal is discharged through an exhaust system. In the case where the exhaust port of the engine and / or exhaust system is installed at a forward position on the terminal, for example… Figure 1The exhaust fumes from the terminal 10 shown may enter the passenger compartment under certain circumstances, affecting the passenger experience. The terminal includes... Figure 2 In the case of the exhaust system shown, the control device can control the opening and closing of the exhaust valve to control whether the exhaust gas of the exhaust system is discharged from the exhaust outlet.

[0125] The third control information is used to control the exhaust valve to close or open. It can be understood that the control device can control the state of the exhaust valve based on the terminal's status information.

[0126] For example, when the terminal's status information meets the first condition, the third control information is used to control the exhaust valve to close. The first condition indicates that the exhaust gas from the exhaust system will affect the occupants of the terminal. It can be understood that when the control device determines that the exhaust gas emitted from the exhaust system will affect the occupants' experience within the terminal, it controls the exhaust valve to close, temporarily trapping the exhaust gas within the exhaust system to prevent the system from emitting odorous exhaust gas, thereby preventing the exhaust gas from entering the occupant compartment and affecting the occupants.

[0127] For example, the first condition includes, but is not limited to, one or more of the following: 1) The terminal's status information indicates that the terminal is in a high-voltage energized state and its speed is less than or equal to a first speed. This can be understood as the terminal being in a high-voltage energized state and its speed being less than or equal to a first speed including: low-speed driving scenarios and temporary parking scenarios (such as traffic jams or waiting at traffic lights). In these scenarios, the terminal speed is low, and if the exhaust system emits a large amount of exhaust gas, the exhaust gas is unlikely to drift directly to the rear of the terminal but will instead pass upwards through the passenger compartment. Therefore, the control device considers that the exhaust gas from the exhaust system will affect the occupants of the terminal under these circumstances and controls the exhaust valve to close.

[0128] For example, when the terminal is in a low-speed driving state, the terminal is still in use and in motion. The terminal in motion is necessarily in a high-voltage power-on state. At this time, the control device does not need to determine whether the terminal is in a high-voltage power-on state. For example, the control device only needs to determine that the terminal speed is greater than zero and less than or equal to the first speed to consider that condition 1 is met.

[0129] For example, when the terminal speed is zero, to determine whether the terminal belongs to a temporary parking scenario, the control device needs to further determine whether the terminal is in a high-voltage power-on state. If the terminal simultaneously meets the conditions of zero speed and high-voltage power-on state, it is determined that condition 1 is met.

[0130] 2) The terminal's status information indicates that the terminal's window is open. For example, the terminal's window opening degree is greater than or equal to the first opening degree, or the window's status flag information (such as ON) indicates that the window is open. It is understood that if the exhaust system discharges a large amount of exhaust gas when the terminal's window is open, the exhaust gas may enter the passenger compartment through the terminal's window. Therefore, in this case, the control device considers that the exhaust gas from the exhaust system will affect the terminal's occupants and controls the exhaust valve to close. Optionally, the terminal's status information specifically indicates that the terminal's rear window is open. For example, if the exhaust outlet is located at the front, such as when the front seats are lowered, the exhaust gas drifts backward. Therefore, when the rear window is open, the possibility of exhaust gas entering the passenger compartment is greater.

[0131] 3) The terminal's status information indicates that the terminal's air conditioning is in external circulation mode. For example, if the air conditioning is on and its air inlet is open, it is considered to be in external circulation mode. This is because, when the terminal's air conditioning is on, the air inlet is located at the bottom of the terminal. If the air conditioning is in external circulation mode, exhaust fumes may enter the passenger compartment through the air inlet. Therefore, in external circulation mode, the control device considers that exhaust fumes from the exhaust system will affect the occupants of the terminal and controls the exhaust valve to close.

[0132] In one implementation, if the first condition includes multiple sub-conditions, then the first condition is considered satisfied if all multiple sub-conditions are satisfied.

[0133] In another implementation, if the first condition includes multiple sub-conditions, then the first condition is considered satisfied if at least one sub-condition is met.

[0134] Optionally, sub-condition 1) in the first condition above is mandatory. It can be understood that when the terminal is traveling at low speed or stationary, there is a greater chance that the exhaust gas will drift upwards into the window or pass through the air conditioning intake. However, when the terminal is traveling at high speed, the high-speed airflow causes the exhaust gas to be quickly discharged to the rear of the terminal. At this time, even if the terminal's windows are open or the air conditioning is in external circulation mode, the exhaust gas is unlikely to enter the passenger compartment.

[0135] For example, when the terminal's status information meets the second condition, the third control information is used to control the exhaust valve to open. The second condition indicates that the exhaust gas from the exhaust system does not affect the terminal's occupants. It can be understood that when the control device determines that the exhaust gas emitted from the exhaust system will not affect the terminal's occupants, the control device controls the exhaust valve to open, allowing the exhaust gas to be smoothly discharged into the air, ensuring the normal operation of the engine.

[0136] For example, the second condition includes, but is not limited to, one or more of the following: 1) The terminal's status information indicates that the terminal is in a power-off state. For example, when the high-voltage bus voltage of the terminal is less than the second voltage. It can be understood that the terminal being in a power-off state means that the terminal is de-energized, such as when the vehicle is locked. In the power-off state, it can be assumed that the user has finished using the terminal, and it can be reasonably inferred that the occupant has left the terminal. Therefore, the exhaust gas from the exhaust system will not affect the occupant, and the control device can control the exhaust valve to open.

[0137] 2) The terminal's status information indicates that the terminal's windows are closed. For example, when the window opening is less than a first opening degree. It is understood that when the terminal's windows are closed, exhaust fumes cannot enter the passenger compartment through the windows and affect the occupants. Optionally, the terminal's status information may specifically indicate that all windows of the terminal or the rear windows are closed.

[0138] 3) The terminal's status information indicates that the terminal's air conditioning is in a state of isolating the air inside and outside the terminal. For example, when the air conditioning's air inlet is closed. It can be understood that when the air conditioning is in a state of isolating the air inside and outside the terminal, exhaust fumes cannot enter the passenger compartment through the air conditioning inlet and affect the occupants. For example, the state of isolating the air conditioning from the air inside and outside the terminal includes the air conditioning being in recirculation mode.

[0139] 4) The terminal's speed is greater than or equal to the second speed. It is understandable that when the terminal's speed is high, the exhaust gas will drift rapidly to the rear of the terminal with the airflow and will have difficulty entering the passenger compartment. Therefore, it can be assumed that when the terminal is traveling at high speed, the exhaust gas from the exhaust system will not affect the passenger compartment.

[0140] In one implementation, the second condition includes sub-condition 1) and / or sub-condition 4). If the terminal's state information satisfies either sub-condition 1) or sub-condition 4), then the second condition is considered satisfied.

[0141] In one implementation, the second condition includes sub-condition 2) and sub-condition 3). Optionally, if both sub-condition 2) and sub-condition 3) are satisfied when the terminal is in a high-voltage energized state and the terminal speed is less than or equal to the first speed, then the second condition is considered satisfied.

[0142] It is understood that, in addition to the possible situations listed above, the second condition may also include other situations, and the embodiments of this application do not specifically limit them.

[0143] In one possible implementation, the control device can control the exhaust valve state switching based on the terminal's status information. For example, in the event of a temporary stop, the exhaust valve can be controlled to close, and after the terminal speed increases, the exhaust valve can be controlled to switch from the closed state to the open state.

[0144] Using the above control method, the control device determines whether there is a risk of exhaust gas entering the passenger compartment of the terminal based on the terminal's status information. If exhaust gas enters the passenger compartment, it will affect the passenger experience. If it will affect the passenger, the control device will close the exhaust valve to prevent exhaust gas from affecting the passenger experience.

[0145] The above Figure 3 The control method shown is the same as Figure 4 The control methods shown, when used alone, can all improve the impact of exhaust odors on occupants to some extent.

[0146] In one possible implementation, Figure 3 The control method shown is the same as Figure 4 The control methods shown can also be used in combination. Figure 3 or Figure 4 The control device in the illustrated method embodiments is the same control device. See also Figure 5 , Figure 5 This is a flowchart illustrating another control method provided in an embodiment of this application. For example... Figure 5 As shown, the control method includes, but is not limited to, the following steps: Step S1: The control device acquires the first information.

[0147] The first information indicates that the terminal has a parking requirement at the first moment. For a detailed explanation of this step, please refer to the relevant description in step S301 above; it will not be repeated here.

[0148] In step S2, the control device, based on the first information, controls the engine to stop at the second moment.

[0149] The second moment is earlier than the first moment. For a detailed explanation of this step, please refer to the relevant description in step S302 above, which will not be repeated here.

[0150] Step S3: The control device controls the generator to drag the engine to idle.

[0151] This step occurs after the second time point. For a detailed explanation of this step, please refer to the relevant description in step S302 above. It will not be repeated here.

[0152] Optionally, during the process of the generator dragging the engine while it is idling, the control device may also control one or more of the following: 1. Control the throttle opening.

[0153] 2. Control the VVT ​​mechanism to the preset phase.

[0154] 3. Control the oil pump to be in working condition. The oil pump is used to drive lubricating oil to lubricate the engine.

[0155] 4. Control the water pump to be in working condition. The water pump is used to drive the coolant in the engine circuit.

[0156] For detailed explanations of items 1 to 4 above, please refer to the relevant descriptions in step S302 above, which will not be repeated here. It is worth noting that the order in which items 1 to 4 are introduced does not represent the order of execution; they are parallel schemes, and the order of execution is not limited.

[0157] In step S4, the control device, based on the first information, controls the generator to stop at the third moment.

[0158] The third time point is later than the second time point, and earlier than the first time point. For a detailed explanation of this step, please refer to the relevant description in step S303 above; it will not be repeated here.

[0159] Step S5: The control device acquires the status information of the terminal.

[0160] For a detailed explanation of this step, please refer to the relevant description in step S401 above; it will not be repeated here.

[0161] Step S6: The control device controls the exhaust valve to open or close based on the terminal's status information.

[0162] For a detailed explanation of this step, please refer to the relevant description in step S402 above, which will not be repeated here.

[0163] The above control methods will Figure 3 and Figure 4 By combining various control methods, not only can residual odors in the exhaust system be reduced, but the residual odors can also be further controlled through the exhaust valve to avoid affecting the occupants. By taking measures at multiple stages, the problem of odors emitted from the exhaust system can be improved, thereby enhancing the occupant experience.

[0164] The methods of the embodiments of this application have been described in detail above. The following provides an apparatus for implementing any one of the methods in the embodiments of this application. For example, an apparatus is provided that includes a unit (or means) for implementing the steps performed by the device in any of the above methods.

[0165] Please see Figure 6 , Figure 6 This is a schematic diagram of the structure of a control device provided in an embodiment of this application.

[0166] In one possible design, the control device 60 may correspond to the above. Figure 3 The control device in the illustrated method embodiment, such as control device 60, can be an electronic device or a chip within an electronic device. Control device 60 may include components for performing the above-described... Figure 3 or Figure 5The unit in the method embodiment shown is the one whose operation is performed by the control device, and each unit in the control device 60 is respectively for implementing the above-mentioned... Figure 3 or Figure 5 The operations performed by the control device in the illustrated method embodiment. Wherein, as Figure 6 As shown, the control device 60 may include an acquisition unit 601 and a control unit 602. The control unit 602 may be software, hardware, or a combination of both. The descriptions of each unit are as follows: The acquisition unit 601 is used to acquire first information, which indicates that the terminal has a parking requirement at a first moment. The terminal includes a range extender, which includes an engine and a generator.

[0167] The control unit 602 is used to generate first control information based on the first information. The first control information is used to control the engine to stop at a second time, which is earlier than the first time.

[0168] Regarding the acquisition unit 601 and control unit 602 described in this design, the execution steps can be referred to the corresponding steps described above. Figure 3 The implementation methods corresponding to the control devices shown in the method embodiments will not be described again here.

[0169] Regarding the technical effects of the implementation method performed by the control device 60 described in this design, please refer to the corresponding description above. Figure 3 The technical effects of the illustrated method embodiments are described below.

[0170] In another possible design, the control device 60 may correspond to the above. Figure 4 The control device in the illustrated method embodiment, such as control device 60, can be an electronic device or a chip within an electronic device. Control device 60 may include components for performing the above-described... Figure 4 The unit in the method embodiment shown is the one whose operation is performed by the control device, and each unit in the control device 60 is respectively for implementing the above-mentioned... Figure 4 The operations performed by the control device in the illustrated method embodiment. Wherein, as Figure 6 As shown, the control device 60 may include an acquisition unit 601 and a control unit 602. The control unit 602 may be software, hardware, or a combination of both. The descriptions of each unit are as follows: The acquisition unit 601 is used to acquire the terminal's status information, which is used to indicate whether there is a risk of exhaust gas from the terminal's exhaust system entering the terminal's passenger compartment.

[0171] The control unit 602 is used to generate third control information based on the status information of the terminal. The third control information is used to control the opening or closing of the exhaust valve.

[0172] Regarding the acquisition unit 601 and control unit 602 described in this design, the execution steps can be referred to the corresponding steps described above. Figure 4 The implementation methods corresponding to the control devices shown in the method embodiments will not be described again here.

[0173] Regarding the technical effects of the implementation method performed by the control device 60 described in this design, please refer to the corresponding description above. Figure 4 The technical effects of the illustrated method embodiments are described below.

[0174] The above-mentioned units are divided based on logical functions. In practical applications, the function of one unit can be implemented by multiple units, or the function of multiple units can be implemented by one unit. In other embodiments of this application, the electronic device may also include other units. In practical applications, these functions can also be implemented with the assistance of other units, and can be implemented collaboratively by multiple units.

[0175] Furthermore, the units in the device can be implemented in the form of processor calling software. For example, the device includes a processor connected to a memory containing instructions. The processor calls the instructions stored in the memory to implement any of the above methods or to implement the functions of each unit of the device. The processor is, for example, a general-purpose processor, such as a central processing unit (CPU) or a microprocessor, and the memory is either internal or external to the device.

[0176] Alternatively, the units in the device can be implemented as hardware circuits. The functionality of some or all units can be achieved through the design of these hardware circuits, which can be understood as one or more processors. For example, in one implementation, the hardware circuit is an application-specific integrated circuit (ASIC). The functionality of some or all of the above units is achieved through the design of the logical relationships between the components within the circuit. In another implementation, the hardware circuit can be implemented using a programmable logic device (PLD). Taking a field-programmable gate array (FPGA) as an example, it can include a large number of logic gates. The connection relationships between the logic gates are configured through a configuration file, thereby achieving the functionality of some or all of the above units. All units of the above device can be implemented entirely through processor-invoked software, entirely through hardware circuits, or partially through processor-invoked software with the remaining parts implemented through hardware circuits.

[0177] In one possible implementation, this application embodiment also provides an electronic device. Figure 7 The diagram shown is a structural schematic of an electronic device provided in this application. This electronic device can be the control device in the method described in the above embodiments. Figure 7 The electronic device 70 shown may include a processor 701, a memory 702, and a communication interface 703. The processor 701, the communication interface 703, and the memory 702 may be interconnected or interconnected via a bus 704.

[0178] For example, memory 702 is used to store computer programs and data of electronic device 70. Memory 702 may include, but is not limited to, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), or compact disc read-only memory (CD-ROM).

[0179] The software or program code required for the function of all or part of the control device units in the above method embodiments is stored in memory 702.

[0180] In one possible implementation, if the software or program code required for the function of a part of the unit is stored in the memory 702, then in addition to calling the program code in the memory 702 to implement the part of the function, the processor 701 can also cooperate with other components (such as the communication interface 703) to jointly complete other functions described in the method embodiment (such as the function of receiving or sending data or instructions).

[0181] There can be multiple communication interfaces 703, which are used to support electronic devices 70 in communication, such as receiving or sending data, signals or instructions.

[0182] For example, processor 701 may be a central processing unit, a general-purpose processor, a digital signal processor, an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. The processor may also be a combination that implements computational functions, such as a combination of one or more microprocessors, a combination of a digital signal processor and a microprocessor, etc. Processor 701 can be used to read the program stored in the aforementioned memory 702 and execute the aforementioned... Figure 3 or Figure 4 or Figure 5 The operations performed by the control device in the method described in its possible embodiments.

[0183] Figure 7 The specific operation and beneficial effects of each unit in the electronic device 70 shown can be found in the corresponding descriptions in the above method embodiments, and will not be repeated here.

[0184] This application also provides a chip, which includes a processor. The processor executes computer execution instructions to cause a device on which the chip is mounted to implement the aforementioned control method, for example... Figure 3 or Figure 4 or Figure 5 The control method shown.

[0185] This application embodiment also provides a terminal, which includes the aforementioned control device 60, electronic device 70, or chip. This terminal is used to implement the aforementioned control method, for example... Figure 3 or Figure 4 or Figure 5 The control method shown.

[0186] This application also provides a computer program product containing instructions. The computer program product may be a software or program product containing instructions, capable of running on a computing device or stored on any usable medium. The computer program instructions are used to implement the aforementioned control method, for example... Figure 3 or Figure 4 or Figure 5 The control method shown.

[0187] This application also provides a computer-readable storage medium. This computer-readable storage medium is used to store a computer program, the computer program including instructions for implementing the aforementioned control method, for example... Figure 3 or Figure 4 or Figure 5 The control method shown.

[0188] The computer-readable storage medium can be any available medium that can be stored by a control device and / or computing device, or a data storage device such as a data center containing one or more available media. The available media can be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media, or semiconductor media (e.g., solid-state drives).

[0189] In this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design described as "exemplary" or "for example" in this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0190] In this application, "at least one" in the embodiments refers to one or more items, and "more than one" refers to two or more items. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single or multiple items. For example, at least one of a, b, or c can represent: a, b, c, (a and b), (a and c), (b and c), or (a and b and c), where a, b, and c can be single or multiple. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0191] Furthermore, unless otherwise stated, the use of ordinal numbers such as "first" and "second" in the embodiments of this application is for distinguishing multiple objects and is not for limiting the order, sequence, priority or importance of multiple objects.

[0192] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.

[0193] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the protection scope of the technical solutions of the embodiments of this application.

Claims

1. A control method, characterized in that, The method includes: Obtain first information, the first information indicating that the terminal has a parking requirement at a first moment, wherein the terminal includes a range extender, and the range extender includes an engine and a generator; Based on the first information, first control information is generated, which is used to control the engine to stop at a second time point, which is earlier than the first time point.

2. The method according to claim 1, characterized in that, The first information includes at least one of the following: the terminal's navigation information, the terminal's driving speed, and the terminal's intelligent driving planning information.

3. The method according to claim 1 or 2, characterized in that, The first control information is also used to control the generator to drive the engine to idle.

4. The method according to claim 3, characterized in that, The first control information is also used to control the throttle valve to open, wherein the throttle valve is a valve on the intake manifold of the engine.

5. The method according to claim 3 or 4, characterized in that, The first control information is also used to control the variable valve timing (VVT) mechanism to adjust to a preset phase, which is used to control the intake valve of the engine to open earlier or close later.

6. The method according to any one of claims 3 to 5, characterized in that, The first control information is also used to control the oil pump to be in working condition, and the oil pump is used to drive lubricating oil to lubricate the engine.

7. The method according to any one of claims 3 to 6, characterized in that, The engine is located in the engine circuit of the thermal management system of the terminal, and the engine circuit also includes a water pump for driving the coolant in the engine circuit; the first control information is also used to control the water pump to be in working state.

8. The method according to any one of claims 1 to 7, characterized in that, The method further includes: Based on the first information, second control information is generated. The second control information is used to control the generator to stop at a third time, which is later than the second time and earlier than the first time.

9. The method according to any one of claims 1 to 8, characterized in that, The engine's exhaust system includes an exhaust valve; the exhaust valve is used to control the exhaust state of the exhaust system; the method further includes: Acquire the terminal's status information, which is used to indicate whether there is a risk of exhaust gas from the exhaust system entering the terminal's passenger compartment; Based on the status information of the terminal, third control information is generated, which is used to control the exhaust valve to close or open.

10. The method according to claim 9, characterized in that, If the status information of the terminal meets the first condition, the third control information is used to control the exhaust valve to close. The first condition indicates that there is a risk that the exhaust gas from the exhaust system may enter the terminal passenger compartment.

11. The method according to claim 10, characterized in that, The first condition includes one or more of the following: The status information of the terminal indicates that the window of the terminal is in an open state; The status information of the terminal indicates that the air conditioner of the terminal is in external circulation mode; The terminal's status information indicates that the terminal is in a high-voltage power-on state and that the terminal's speed is less than or equal to a first speed.

12. The method according to any one of claims 9 to 11, characterized in that, If the terminal's status information meets the second condition, the third control information is used to control the exhaust valve to open. The second condition indicates that there is no risk of the exhaust gas from the exhaust system entering the terminal's passenger compartment.

13. The method according to claim 12, characterized in that, The second condition includes one or more of the following: The terminal's status information indicates that the terminal is in a power-off state; The status information of the terminal indicates that the window of the terminal is in a closed state; The status information of the terminal indicates that the air conditioner of the terminal is in a state of isolating the air inside and outside the terminal.

14. A control method, characterized in that, The control method is applied to a terminal, the terminal including an engine, the engine's exhaust system including an exhaust valve; the exhaust valve is used to control the exhaust state of the exhaust system; the method includes: Acquire the terminal's status information, which is used to indicate whether there is a risk of exhaust gas from the exhaust system entering the terminal's passenger compartment; Based on the terminal's status information, third control information is generated. When the terminal's status information meets a first condition, the third control information is used to control the exhaust valve to close. The first condition indicates that there is a risk that the exhaust gas from the exhaust system may enter the terminal's passenger compartment.

15. The method according to claim 14, characterized in that, The first condition includes one or more of the following: The status information of the terminal indicates that the window of the terminal is in an open state; The status information of the terminal indicates that the air conditioner of the terminal is in external circulation mode; The terminal's status information indicates that the terminal is in a high-voltage power-on state and that the terminal's speed is less than or equal to a first speed.

16. The method according to claim 14 or 15, characterized in that, If the terminal's status information meets the second condition, the third control information is used to control the exhaust valve to open. The second condition indicates that there is no risk of the exhaust gas from the exhaust system entering the terminal's passenger compartment.

17. The method according to claim 16, characterized in that, The second condition includes one or more of the following: The terminal's status information indicates that the terminal is in a power-off state; The status information of the terminal indicates that the window of the terminal is in a closed state; The status information of the terminal indicates that the air conditioner of the terminal is in a state of isolating the air inside and outside the terminal.

18. A control device, characterized in that, The control device includes modules for implementing the method of any one of claims 1 to 17.

19. A control device, characterized in that, The control device includes a processor for performing the method of any one of claims 1 to 17.

20. An exhaust system, characterized in that, The exhaust system includes an exhaust valve, which is used to control the exhaust status of the exhaust system.

21. A terminal, characterized in that, The terminal includes the control device as described in claim 18 or 19, and / or the terminal includes the exhaust system as described in claim 20.

22. A computer program product, characterized in that, The computer program product includes a computer program that, when executed, performs the method as described in any one of claims 1 to 17.

23. A computer-readable storage medium, characterized in that, The computer-readable storage medium is used to store a computer program, the computer program including instructions for performing the method as described in any one of claims 1 to 17.

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