Engine control method and apparatus, vehicle, and vehicle-mounted terminal

Abstract

Embodiments of the present application are applicable to the technical field of automobiles, and provide an engine control method and apparatus, a vehicle, and a vehicle-mounted terminal. The method comprises: if engine information acquired in a first operation mode of a vehicle meets a preset adjustment condition, acquiring first energy information of the vehicle, power sources in the first operation mode comprising a power source provided by a new energy power system and a power source provided by a fuel power system; based on the first energy information and the engine information, determining a target output value of an engine, the target output value comprising a target rotation speed correction value and a target torque value; and, based on the target output value, controlling the engine to operate. By means of the method provided by the embodiments, the vehicle-mounted terminal can adjust the output torque and the output rotation speed of the engine according to the first energy information and the engine information, so as to improve the thermal efficiency of the engine under extreme working condition.

Description

Engine control method, device, vehicle and vehicle-mounted terminal

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on December 28, 2023, with application number 202311832731.8 and invention name “Engine control method, device, vehicle and vehicle-mounted terminal”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of automotive technology, and in particular to an engine control method, device, vehicle, and vehicle-mounted terminal. Background Art

[0003] The statements here only provide background information related to this application and do not necessarily constitute prior art. With the development of the automobile industry, more and more car companies have begun to vigorously develop hybrid vehicles. Since hybrid vehicles are equipped with both fuel power systems and new energy power systems, hybrid vehicles can use the fuel power system and / or the new energy power system to provide power to the vehicle. In the series operation mode of the hybrid vehicle, the vehicle controller can use the fuel power system and the new energy power system to power the vehicle at the same time. At this time, the vehicle controller can perform power generation operations through the generator in the fuel power system to provide partial power for the vehicle. At the same time, the vehicle controller can also perform auxiliary power supply operations through the battery in the new energy power system to meet the vehicle's required power.

[0004] In existing technology, the vehicle controller primarily determines engine operating parameters in series operation mode based on the vehicle's required power and the atmospheric pressure in the vehicle's environment. When the engine is exposed to extreme operating conditions, such as high or low temperatures, the engine's optimal operating range varies with temperature. Therefore, existing engine operation schemes in series operation mode can easily lead to high engine consumption and increased exhaust emissions. Summary of the Invention

[0005] One of the purposes of the embodiments of the present application is to provide an engine control method, device, vehicle, and vehicle-mounted terminal.

[0006] The technical solution adopted in the embodiment of this application is:

[0007] In a first aspect, a method for controlling an engine is provided, comprising:

[0008] If the engine information obtained in the first operating mode of the vehicle meets the preset adjustment conditions, first energy information of the vehicle's power is obtained; the power source in the first operating mode includes a power source provided by a new energy power system and a power source provided by a fuel power system; the first energy information is energy information corresponding to the new energy power system;

[0009] Determining a parameter correction value target output value of the engine based on the first energy information, power information, and engine information; the target output value parameter correction value includes at least one of a target speed value correction value and a target torque value correction value;

[0010] An engine parameter for controlling the operation of the engine is adjusted based on the target output value parameter correction value; the engine parameter includes at least one of a target torque value and a target speed value.

[0011] In one embodiment, the engine information includes the engine intake temperature; the first energy information includes the remaining power and the expected remaining power of the new energy power system;

[0012] Determining a target output value of the engine based on the first energy information and the engine information includes:

[0013] Inputting the intake air temperature and the vehicle's driving speed into a speed adjustment algorithm to determine a first speed value;

[0014] Inputting the remaining power and the expected remaining power into a first adjustment coefficient algorithm to determine a speed adjustment coefficient;

[0015] A target speed value is determined based on the first speed value and the speed adjustment coefficient.

[0016] In one embodiment, the engine information includes the engine intake temperature; the first energy information includes the remaining power and the expected remaining power of the new energy power system;

[0017] The determining of the target output value of the engine based on the first energy information and the engine information includes:

[0018] Inputting the intake air temperature and the target engine speed into a torque adjustment algorithm to determine a first torque value;

[0019] Inputting the remaining power into a second adjustment coefficient algorithm to determine a first torque adjustment coefficient;

[0020] Inputting the power difference and the total required power into a third adjustment coefficient algorithm to determine a second torque adjustment coefficient; the power difference is the difference between the remaining power and the expected remaining power;

[0021] A target torque value is determined based on the first torque value, the first torque adjustment coefficient, and the second torque adjustment coefficient.

[0022] In one embodiment, before controlling the engine based on the target output value, the method includes:

[0023] If the engine intake air temperature is greater than or equal to a first temperature threshold, determining an opening threshold based on a current driving mode of the vehicle;

[0024] If the actual accelerator pedal opening value at any moment is less than the opening threshold, the actual engine output speed and the power difference at any moment are input into the torque threshold algorithm to determine the torque upper limit value; the power difference is the difference between the vehicle's remaining power and the expected remaining power;

[0025] If the actual opening value is greater than or equal to the opening threshold, the preset rated upper limit value is used as the torque upper limit value.

[0026] In one embodiment, before controlling the engine based on the target output value, the method includes:

[0027] The vehicle's current speed and the actual accelerator pedal opening are input into the constraint value algorithm to determine the initial upper limit value.

[0028] The rotation speed upper limit value is determined based on the initial upper limit value and at least one constraint coefficient.

[0029] In one embodiment, the constraint coefficients include a first constraint coefficient, a second constraint coefficient, a third constraint coefficient, a fourth constraint coefficient, a fifth constraint coefficient and a sixth constraint coefficient; the first constraint coefficient is determined by the remaining power of the new energy power system and the water temperature value of the engine; the second constraint coefficient is determined by the driving mode under the current state of the vehicle; the third constraint coefficient is determined by the air pressure value under the current environment of the vehicle; the fourth constraint coefficient is determined by the remaining power and the battery temperature value of the new energy power system; the fifth constraint coefficient is determined by the driving speed of the vehicle under the current state and the slope value of the vehicle under the current environment; the sixth constraint coefficient is determined by the rated available power of the new energy power system.

[0030] In one embodiment, the engine information includes an intake air temperature of the engine;

[0031] If the engine information obtained in the first operating mode of the vehicle meets the preset adjustment condition, obtaining the first energy information of the vehicle includes:

[0032] When the vehicle is in a driving state, if the intake air temperature is greater than or equal to a preset second temperature threshold, the first energy information of the vehicle is obtained.

[0033] In a second aspect, an engine control device is provided, comprising:

[0034] an information acquisition module, configured to acquire first energy information of the vehicle if engine information acquired in a first operating mode of the vehicle satisfies a preset adjustment condition; the power source in the first operating mode includes a power source provided by a new energy power system and a power source provided by a fuel power system; and the first energy information is energy information corresponding to the new energy power system;

[0035] A correction value determination module is used to determine a target output value of the engine based on the first energy information and the engine information; the target output value includes a target output speed and a target output torque;

[0036] The adjustment module is used to control the engine based on the target output value.

[0037] In a third aspect, an embodiment of the present application provides a vehicle, comprising a new energy power system, a fuel power system, and an on-board terminal; a first signal output port of the new energy power system and a second signal output port of the fuel power system are respectively connected to a first signal input port of the on-board terminal; a third signal output port of the on-board terminal is connected to the second signal output port of the fuel power system;

[0038] A new energy power system, configured to provide a power source to the vehicle and send first energy information to the vehicle-mounted terminal;

[0039] An on-board terminal, configured to obtain engine information and first energy information in a first operating mode of the vehicle, and execute the engine control method of the first aspect described above based on the engine information and the first energy information; the power source in the first operating mode includes a power source provided by a new energy power system and a power source provided by a fuel power system;

[0040] The fuel power system is used to provide power to the vehicle; it is also used to send engine information to the on-board terminal and adjust the engine according to the instructions sent by the on-board terminal.

[0041] In a fourth aspect, a vehicle-mounted terminal is provided, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, the engine control method as described in the first aspect above is implemented.

[0042] In a fifth aspect, an embodiment of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the engine control method as described in the first aspect above is implemented.

[0043] A sixth aspect of the embodiments of the present application provides a computer program product, which, when executed on a vehicle-mounted terminal, enables the vehicle-mounted terminal to execute the engine control method described in the first aspect above.

[0044] Compared with the prior art, the embodiments of the present application have the following advantages:

[0045] In an embodiment of the present application, the on-board terminal can obtain engine information of the fuel power system in the first operating mode of the vehicle, and determine whether the obtained engine information meets the adjustment conditions pre-set by the developer; wherein, in the first operating mode, the power source of the vehicle may include the power source provided by the new energy power system and the power source provided by the fuel power system; if the on-board terminal determines that the currently obtained engine information meets the adjustment conditions, the on-board terminal can obtain the first energy information of the new energy power system; after obtaining the first energy information, the on-board terminal can determine the parameter correction value of the engine based on the obtained first energy information and the engine information; wherein, the parameter correction value obtained by the on-board terminal may include a target speed value and a target torque value; after obtaining the parameter correction value of the engine, the on-board terminal can adjust the engine parameters of the engine according to the parameter correction value; wherein, the engine parameters adjusted by the on-board terminal may include a target torque value and a target speed value. Through the method provided in the embodiment of the present application, the on-board terminal can determine the target speed value and target torque value of the engine according to the engine information and the first energy information respectively. Therefore, the method provided in this embodiment can ensure that the corrected engine parameters are within the optimal operating range of the engine, and the above-mentioned parameter correction values ​​are determined in combination with the first energy information of the new energy power system. Therefore, the method provided in this embodiment can reduce the energy consumption and waste emissions of the engine under extreme working conditions, while ensuring the vehicle's power retention performance, and improve the thermal efficiency of the engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] FIG1 is a schematic structural diagram of a vehicle provided in an embodiment of the present application;

[0047] FIG2 is a schematic diagram of an engine control method provided in an embodiment of the present application;

[0048] FIG3 is a control schematic diagram of an engine provided in an embodiment of the present application;

[0049] FIG4 is a flowchart of a specific implementation of another engine control method provided by an embodiment of the present application;

[0050] FIG5 is a flowchart of a specific implementation of another engine control method provided by an embodiment of the present application;

[0051] FIG6 is a flowchart of a specific implementation of another engine control method provided by an embodiment of the present application;

[0052] FIG7 is a flowchart of a specific implementation of another engine control method provided by an embodiment of the present application;

[0053] FIG8 is a schematic diagram of an engine control device provided in an embodiment of the present application;

[0054] FIG9 is a schematic diagram of a vehicle-mounted terminal provided in an embodiment of the present application. DETAILED DESCRIPTION

[0055] The operation mode of the hybrid vehicle may include a first operation mode and a second operation mode, wherein the first operation mode may be a series operation mode of the power system, and the second operation mode may be a parallel operation mode of the power system.

[0056] In the second operating mode, the new energy power system and the fuel power system on the vehicle provide power sources for the vehicle in parallel. When the vehicle is in the second operating mode, the fuel power system can be directly connected to the drive motor, and the fuel power system can drive the wheels and / or other working devices on the vehicle through the drive motor. When the vehicle is in the second operating mode, since the fuel power system is directly connected to the drive motor, that is, when the speed of the engine changes in the second operating mode, the speed of the drive motor will also change. Therefore, in the second operating mode, when the optimal operating range of the engine changes due to temperature increase, it is impossible to make the engine operate in the optimal operating range by directly adjusting the engine parameters. Since in the second operating mode, the engine of the fuel power system directly provides a power source for the drive motor, when the vehicle is in a high-speed running state, the driver can select the second operating mode as the working mode of the vehicle.

[0057] In the first operating mode, the onboard terminal can control the vehicle's new energy power system and fuel power system to operate in series. In this series operating mode, the engine in the fuel power system can power the generator in the fuel power system by burning fuel, thereby controlling the generator's power generation. The electricity generated by the generator can be transferred to the battery in the new energy power system to power the battery. The battery can then generate electricity for the vehicle's drive motor, which in turn drives the wheels and / or other working devices on the vehicle. Therefore, in the first operating mode, the speed of the fuel power system and the speed of the vehicle's drive shaft are decoupled. That is, in the first operating mode, changing the speed of the generator in the fuel power system does not change the vehicle's driving state. In addition, in the first operating mode, the fuel power system can generate electricity through the generator to provide partial power to the vehicle, while the battery in the new energy power system can provide auxiliary power. Therefore, when the vehicle is operating in the first operating mode, the onboard terminal can modify engine parameters to improve engine thermal efficiency without affecting normal vehicle operation.

[0058] During engine operation, when the engine's intake air temperature rises above a certain threshold, the engine's optimal operating range changes due to the change in operating temperature. Furthermore, in existing technologies, when the intake air temperature is high, to prevent engine knock, the spark plugs in the engine will proactively prematurely exit the ignition angle, resulting in incomplete fuel combustion. Therefore, when the intake air temperature is high, the onboard terminal needs to adjust and correct the engine parameters based on the vehicle's engine information and first energy information to ensure the engine operates within the optimal operating range and improve its thermal efficiency.

[0059] In order to illustrate the technical solution provided by this application, a detailed description is given below with reference to specific drawings and embodiments.

[0060] The technical solution of this application is described below through specific embodiments.

[0061] Referring to FIG1 , a schematic diagram of the structure of a vehicle provided in an embodiment of the present application is shown. As shown in FIG1 , vehicle 1 may include a new energy power system 11, a fuel power system 12, and an onboard terminal 13. Specifically, the new energy power system 11 in vehicle 1 may be used to provide a power source to vehicle 1. The new energy power system 11 may also be used to send first energy information of the new energy power system to the onboard terminal 13. The onboard terminal 13 in vehicle 1 may be used to obtain engine information of the fuel power system 12 and first energy information of the new energy power system 11 in the first operating mode of the vehicle. The onboard terminal 13 may execute an engine control method based on the obtained engine information and first energy information. The fuel power system 12 may be used to provide a power source to vehicle 1; it may also be used to send engine information to the onboard terminal 13 and adjust the engine according to instructions sent by the onboard terminal 13. As the specific content of the engine control method executed by the onboard terminal 13 is basically similar to that of the method embodiment, please refer to the description of the method embodiment section and will not be repeated here.

[0062] 2 , a schematic diagram of an engine control method provided in an embodiment of the present application is shown. The control method can be applied to a vehicle-mounted terminal. The vehicle-mounted terminal can be an electronic control unit (ECU), a microcontroller unit (MCU), a central processing unit (CPU), an automobile engine control module (ECM), or other vehicle-mounted terminals. The engine control method can specifically include the following steps:

[0063] S201. If the engine information obtained in the first operating mode of the vehicle meets the preset adjustment conditions, first energy information of the vehicle is obtained; the power source in the first operating mode includes the power source provided by the new energy power system and the power source provided by the fuel power system; the first energy information is the energy information corresponding to the new energy power system.

[0064] In this embodiment, when the driver needs to drive the vehicle, they can initiate a start command using the vehicle key or the start button on the vehicle to start the vehicle. In response to the driver's start command, the onboard terminal can start the vehicle's new energy power system and fuel power system. At this point, the onboard terminal can obtain the vehicle's operating mode. When the vehicle is in the first operating mode, the onboard terminal can obtain engine information from the fuel power system at intervals pre-set by the developer. The vehicle's power source in the first operating mode can include power provided by the new energy power system and power provided by the fuel power system. After obtaining the engine information, the onboard terminal can determine whether the obtained engine information meets the adjustment conditions pre-set by the developer. If the onboard terminal determines that the engine information obtained at any time meets the adjustment conditions, the onboard terminal can obtain the vehicle's first energy information. The first energy information can be energy information corresponding to the new energy power system. Specifically, when the new energy power system is a hydrogen power system, the first energy information can include the remaining fuel level of the hydrogen power system and the user's pre-set desired remaining fuel level. When the new energy power system is an electric power system, the first energy information can include the remaining battery level of the electric power system and the user's pre-set desired remaining battery level. The second energy information obtained by the vehicle-mounted terminal may be energy information corresponding to the fuel power system.

[0065] In one possible implementation, the engine information obtained by the vehicle-mounted terminal includes the engine's intake air temperature. After determining that the engine is in the starting state, the vehicle-mounted terminal can obtain the vehicle's current driving speed through the vehicle's speed sensor. The speed sensor can be a speed sensor installed on the vehicle's wheels or a speed sensor installed on the vehicle's transmission. The vehicle-mounted terminal can determine whether the vehicle is currently in a driving state based on the obtained driving speed. If the vehicle-mounted terminal determines that the vehicle's current driving speed is 0, the vehicle-mounted terminal can determine that the vehicle is in a parked state. If the vehicle-mounted terminal determines that the vehicle's current driving speed is not 0, the vehicle-mounted terminal can determine that the vehicle is in a driving state.

[0066] When the vehicle is in a driving state, the on-board terminal can obtain the intake air temperature of the vehicle engine at intervals according to the time intervals preset by the developer. Specifically, the on-board terminal can obtain the intake air temperature of the engine through a temperature sensor installed at the engine intake pipe. After obtaining the intake air temperature, the on-board terminal can determine whether the obtained intake air temperature is greater than or equal to the second temperature threshold value preset by the developer. If the on-board terminal determines that the intake air temperature is greater than or equal to the second temperature threshold value, the on-board terminal can obtain the first energy information of the vehicle. If the on-board terminal determines that the intake air temperature is less than the second temperature threshold value, the on-board terminal can continue to obtain the intake air temperature according to the time intervals preset by the developer, and continue to determine whether the intake air temperature is greater than or equal to the second temperature threshold value until the vehicle changes from a driving state to a parking state.

[0067] In this embodiment, the vehicle terminal can determine whether engine parameters need to be adjusted based on the engine's intake air temperature. Since changes in the engine's optimal operating range are primarily caused by increases in intake air temperature, the method provided in this embodiment can improve the vehicle terminal's accuracy in determining whether engine parameter adjustment is necessary, thereby increasing the usability of the engine parameter correction method.

[0068] In one possible implementation, if the vehicle terminal determines that the currently acquired engine information does not meet the adjustment conditions, the vehicle terminal may control the engine to continue operating at the basic parameters and continue to acquire engine information at intervals for judgment until the vehicle transitions from the started state to the shut-down state. The basic engine parameters may include the basic engine speed value and basic torque value.

[0069] In one possible implementation, when the new energy power system in a vehicle is an electric power system, before executing the engine parameter correction action, the on-board terminal may first calculate the basic engine parameters and control engine operation based on these basic parameters. The on-board terminal may calculate the basic speed value within the basic parameters based on the total power demand in the vehicle's current state and the air pressure in the vehicle's current environment. The on-board terminal may query the second speed value corresponding to the total power demand and air pressure value using a second speed table. The second speed table may include multiple different total power demand and air pressure values, as well as corresponding second speed values. The second speed table may be configured by a developer based on experimental data. After determining the second speed value, the on-board terminal may determine a first constraint coefficient for the vehicle's current state based on the vehicle's current remaining battery charge and the engine's water temperature. Specifically, the on-board terminal may determine the first constraint coefficient corresponding to the remaining battery charge and water temperature by querying a first constraint coefficient conversion table. The first constraint coefficient conversion table may include multiple different remaining battery charge and water temperature values, as well as corresponding first constraint coefficients. The first constraint coefficient conversion table may be configured by a developer based on experimental data. After determining the second speed value and the first constraint coefficient, the vehicle-mounted terminal may use the product of the second speed value and the first constraint coefficient as the third speed value under the current state of the vehicle.

[0070] After calculating the third speed value, the vehicle-mounted terminal can apply NVH (Noise, Vibration, Harshness) constraints to the third speed value based on the vehicle's current speed and the actual accelerator pedal opening to determine the engine's base speed value. The specific method by which the vehicle-mounted terminal applies NVH constraints to the third speed value is similar to that described in the fifth embodiment. Readers can replace the fourth speed value in the fifth embodiment with the second speed value and the target speed value with the base speed value to understand the NVH constraint process in this embodiment by referring to the fifth embodiment.

[0071] In one possible implementation, after determining the basic speed value of the engine, the on-board terminal can also determine the basic torque value based on the basic speed value. Before calculating the basic torque value of the engine, the on-board terminal can first obtain the negative torque capacity of the generator in the fuel power system and the charging capacity of the on-board battery in the new energy power system. Specifically, the on-board terminal can obtain the power generation temperature of the generator based on the temperature sensor set on the generator. The on-board terminal can also obtain the power generation speed of the generator. The on-board terminal can query the negative torque conversion table based on the power generation temperature and power generation speed of the generator in the current state to determine the negative torque capacity of the generator in the current state. The on-board terminal can also query the charging capacity conversion table based on the battery temperature and remaining power of the new energy power system to determine the charging capacity of the on-board battery in the new energy power system.

[0072] After determining the negative torque capacity and charging capacity, the on-board terminal can determine whether the negative torque capacity is less than the first threshold value and whether the charging capacity is less than the second threshold value. If the on-board terminal determines that the negative torque capacity is less than the first threshold value and / or the charging capacity is less than the second threshold value, the on-board terminal can query the first initial torque table based on the basic speed value and total required power of the vehicle in the current state to determine the second torque value of the on-board terminal in the current state through the first initial torque table. If the on-board terminal determines that the negative torque capacity is greater than or equal to the first threshold value and the charging capacity is greater than or equal to the second threshold value, the on-board terminal can query the second initial torque table based on the basic speed value and total required power of the vehicle in the current state to determine the second torque value of the on-board terminal in the current state through the second initial torque table.

[0073] After determining the second torque value, the on-board terminal can query the third constraint coefficient conversion table according to the air pressure value in the current environment of the vehicle to determine the third constraint coefficient in the current state of the vehicle. The on-board terminal can use the product of the second torque value and the third constraint coefficient as the third torque value. After determining the third torque value, the on-board terminal can constrain the third torque value according to the torque upper limit value in the current state of the vehicle to determine the basic torque value in the current state of the vehicle based on the third torque value and the torque upper limit value. Among them, the method for determining the torque upper limit value by the on-board terminal is similar to the content disclosed in the fourth embodiment of the present application. Readers can replace the fourth torque value in the fourth embodiment of the present application with the third torque value, and replace the target torque value with the basic torque value, so as to understand it with reference to the content in the fourth embodiment.

[0074] In one possible implementation, the vehicle terminal can respond to a driver-initiated start command and calculate the vehicle's total power requirement based on the driver's power requirement, charging power requirement, and accessory power consumption. Specifically, the vehicle's total power requirement can be equal to the sum of the driver's power requirement, charging power requirement, and accessory power consumption. The accessory power consumption can be the sum of the power required by all power-consuming components in the vehicle.

[0075] After the vehicle is started, the on-board terminal can obtain the actual opening value of the accelerator pedal through the opening sensor installed on the accelerator pedal, and determine the requested torque corresponding to the actual opening value through the requested torque conversion table. Among them, the requested torque conversion table can store multiple different opening values ​​and the requested torque corresponding to each opening value. The on-board terminal can also obtain the motor speed through the speed sensor installed on the drive motor. After determining the requested torque, the on-board terminal can input the motor speed and requested torque into the required power calculation formula pre-set by the developer to calculate the driver's required power in the current state. The specific required power calculation formula can be as follows:

[0076] Where P represents the driver's required power, T represents the motor speed, and N represents the requested torque.

[0077] After the vehicle is started, the on-board terminal can also obtain the remaining power and target power of the new energy system. The remaining power can be the remaining power of the high-voltage battery in the new energy system. The target power can be set by the driver on the instrument panel according to their own needs. The target power can also be determined by the on-board terminal by querying the target power conversion table based on the driving mode in the current state of the vehicle and the ambient temperature in the current environment of the vehicle. The driving mode of the vehicle may include but is not limited to energy-saving mode, sports mode and normal mode. The driving mode in the current state of the vehicle can be set by the driver on the instrument panel according to their own needs.

[0078] In one possible implementation, the new energy power system and the fuel power system on the vehicle can be connected in a third operating mode. The third operating mode can be a hybrid operating mode, and the vehicle in the third operating mode can switch freely between the first operating mode and the second operating mode. For vehicles in the third operating mode, the driver can select the target operating mode of the vehicle from the first operating mode and the second operating mode according to his own needs. When the driver needs to switch the operating mode, the driver can initiate a mode switching instruction to the on-board terminal. The on-board terminal can respond to the mode switching instruction initiated by the driver and switch the vehicle's operating mode according to the target operating mode in the mode switching instruction.

[0079] S202. Determine a target output value of the engine based on the first energy information and the engine information; the parameter correction value includes a target speed value and a target torque value.

[0080] In this embodiment, after obtaining the first energy information, the vehicle-mounted terminal may determine the target output value of the engine based on the first energy information and engine information in the vehicle's current state. Specifically, the vehicle-mounted terminal may determine a speed adjustment value based on the first energy information and engine information. The vehicle-mounted terminal may determine the sum of the base speed value and the speed adjustment value in the vehicle's current state as the target speed value of the engine. After determining the corrected target speed value, the vehicle-mounted terminal may determine the target torque value of the engine based on the target speed value, the first energy information, and the engine information.

[0081] S203: Control the engine operation based on the target output value.

[0082] In this embodiment, after determining the target output value of the engine, the on-board terminal can adjust the engine parameters of the engine according to the parameter correction value. After determining the target speed value and target torque value, the on-board terminal can generate an adjustment instruction based on the determined engine parameters. The on-board terminal can send the adjustment instruction containing the engine parameters to the fuel power system via the Controller Area Network (CAN), thereby controlling the engine in the fuel power system to output torque according to the target torque value and output speed according to the target speed value.

[0083] Referring to Figure 3 , a control schematic diagram of an engine provided by an embodiment of the present application is shown. The horizontal axis in Figure 3 may represent the engine's output speed, and the vertical axis may represent the engine's output torque. Point A may represent the coordinate point corresponding to the pre-adjustment base torque value and base speed value, Point B may represent the coordinate point after the base speed value is adjusted according to the speed adjustment value, and Point C may represent the coordinate point after the base speed value is adjusted according to the speed adjustment value and the base torque value is adjusted according to the torque adjustment value.

[0084] As shown in Figure 3, when the vehicle is in a normal temperature environment, that is, when the engine intake temperature is normal, point A can be located within the engine's normal temperature high efficiency range. When the vehicle is in a high temperature environment, that is, when the engine intake temperature is high, the engine's high efficiency range can shift from the normal temperature high efficiency range to the high temperature high efficiency range, meaning that the engine's optimal operating range changes. At this point, the onboard terminal can calculate a target speed value based on the acquired first energy information and engine information, and initially control the engine's output speed based on the target speed value. Since the engine's output torque also changes when the engine's output speed changes, the engine parameters can be moved from point A to point B after speed correction. However, since the torque value corresponding to point B is not corrected by the onboard terminal based on engine information, point B remains outside the high temperature high efficiency range.

[0085] At this time, the on-board terminal can calculate the target torque value based on the corrected target speed value, the first energy information and the engine information, and control the output torque of the engine based on the target torque value. After the torque is corrected, the engine parameters can be moved from point B to point C. Since the target torque value is calculated based on the target speed value, the first energy information and the engine information, point C after the torque correction can be located in the high-temperature and high-efficiency circle. Therefore, through the method provided by this embodiment, the on-board terminal can calculate the target torque value and the target speed value respectively in combination with the first energy information and the engine information when the intake air temperature rises, so that the engine parameters always fall within the optimal working range, thereby ensuring the thermal efficiency of the engine and reducing the engine's fuel consumption and waste emissions.

[0086] In this embodiment, for a vehicle in the first operating mode, when the engine information of the fuel power system meets the adjustment conditions, the on-board terminal can determine the target torque value and target speed value of the engine according to the engine information and the first energy information, respectively. Since the optimal operating range of the engine changes, the optimal operating torque and optimal operating speed of the engine will change. Therefore, through the method provided by this embodiment, it can be determined that the corrected target torque value and target speed value both fall within the optimal operating range, that is, the method provided by this embodiment can ensure that the engine always operates in the optimal operating range, thereby ensuring the thermal efficiency of the engine. In addition, since the above-mentioned parameter correction values ​​are determined in combination with the first energy information of the new energy power system, the method provided by this embodiment can reduce the energy consumption and waste emissions of the engine under extreme working conditions, and improve the thermal efficiency of the engine, while ensuring the vehicle's power conservation performance.

[0087] FIG4 shows a specific implementation flow chart of an engine control method S202 provided in the second embodiment of the present application. Referring to FIG4 , compared with the embodiment shown in FIG1 , the engine control method S202 provided in this embodiment includes: S401 to S403, which are described in detail as follows:

[0088] S401 : Input the intake air temperature and the vehicle's running speed into a speed adjustment algorithm to determine a first speed value.

[0089] In this embodiment, the parameter correction value calculated by the vehicle terminal may include a target speed value. The vehicle terminal may correct the base speed value for the vehicle's current state based on the target speed value to ensure that the engine operates within the optimal operating range. The engine information acquired by the vehicle terminal may include the engine intake air temperature. When the vehicle's new energy system is an electric power system, the first energy information acquired by the vehicle terminal may include the remaining capacity and expected remaining capacity of the vehicle's onboard battery. The expected remaining capacity of the new energy power system can be set by the driver on the instrument panel based on their needs. The expected remaining capacity of the new energy power system can be obtained by the vehicle terminal by querying a remaining capacity conversion table based on the vehicle's current driving mode and the ambient temperature of the vehicle's environment. The ambient temperature of the vehicle's environment can be acquired by the vehicle terminal using an ambient temperature sensor installed on the vehicle. The remaining capacity conversion table can be configured by developers based on actual experimental data. The remaining capacity conversion table may include multiple different driving modes and ambient temperatures, as well as the expected remaining capacity corresponding to each driving mode and ambient temperature.

[0090] After determining that the engine meets the adjustment conditions, the vehicle terminal can obtain the vehicle's current speed using the vehicle's speed sensor. After obtaining the speed, the terminal can input the acquired intake air temperature and speed into a speed adjustment algorithm pre-configured by the developer. The speed adjustment algorithm then determines a first speed value corresponding to the intake air temperature and speed. Specifically, the speed adjustment algorithm in the vehicle terminal can include an initial speed conversion table. The initial speed conversion table can contain multiple different intake air temperatures and speeds, along with the first speed value corresponding to each intake air temperature and speed. The vehicle terminal can query the initial speed conversion table based on the acquired intake air temperature and speed to determine the first speed value. The first speed value in the initial speed conversion table can include a speed correction direction and a speed correction amount. Specifically, the first speed value can be positive or negative. When the first speed value is positive, the speed correction direction corresponding to the first speed value can be an increasing speed direction; when the first speed value is negative, the speed correction direction corresponding to the first speed value can be a decreasing speed direction.

[0091] S402: Input the remaining power and the expected remaining power into a first adjustment coefficient algorithm to determine a rotation speed adjustment coefficient.

[0092] In this embodiment, after determining the first speed value, the on-board terminal can input the remaining power and the expected remaining power corresponding to the on-board battery into the first adjustment coefficient algorithm preset by the developer to determine the speed adjustment coefficient corresponding to the remaining power and the expected remaining power through the first adjustment coefficient algorithm. Specifically, the first adjustment coefficient algorithm in the on-board terminal may include a first correction coefficient conversion table. After obtaining the remaining power and the expected remaining power, the on-board terminal can use the difference between the remaining power and the expected remaining power as the power difference in the current state of the vehicle. The on-board terminal can query the first coefficient conversion table based on the power difference in the current state of the vehicle to determine the speed adjustment coefficient corresponding to the power difference in the current state. Among them, the first correction coefficient conversion table may contain multiple different power differences, and the speed adjustment coefficients corresponding to each power difference.

[0093] S402: Determine a target speed value based on the first speed value and the speed adjustment coefficient.

[0094] In this embodiment, after determining the first speed value and the speed adjustment coefficient, the vehicle-mounted terminal may determine the target speed value based on the first speed value and the speed adjustment coefficient. Specifically, the vehicle-mounted terminal may use the product of the first speed value and the speed adjustment coefficient as the speed adjustment value. The terminal device may obtain a base speed value for the engine in its current state and determine the sum of the speed adjustment value and the base speed value as the target speed value for the engine.

[0095] In one possible implementation, after determining the speed adjustment value, the on-board terminal can obtain the basic speed value of the engine in the current state. The on-board terminal can use the sum of the speed adjustment value and the basic speed value as the fourth speed value. After calculating the fourth speed value, the on-board terminal can perform NVH constraints on the fourth speed value based on the actual opening value of the accelerator pedal of the speed adjustment value in the current state of the vehicle to determine the target speed value of the engine. The specific method of the on-board terminal performing NVH constraints on the fourth speed value is the same as the method in the fifth embodiment of the present application. The reader can refer to the content of the fifth embodiment for understanding, and will not be repeated here.

[0096] In this embodiment, since the first speed value is determined based on the intake air temperature and driving speed, and the engine's optimal operating range depends on the engine's intake air temperature, the method provided by this embodiment ensures that the corrected target speed value falls within the engine's optimal operating range, thereby improving the engine's thermal efficiency under extreme operating conditions. Furthermore, since the vehicle terminal can correct the first speed value based on the remaining battery charge and the expected remaining battery charge, the method provided by this embodiment can improve the engine's thermal efficiency under extreme operating conditions while ensuring the vehicle's battery life.

[0097] FIG5 shows a flowchart of a specific implementation of an engine control method S202 provided in the third embodiment of the present application. Referring to FIG5 , compared with the embodiment shown in FIG2 , the engine control method S202 provided in this embodiment includes: S501 to S504, which are described in detail as follows:

[0098] S501: Input the intake air temperature and the target engine speed into a torque correction algorithm to determine a first torque value.

[0099] In this embodiment, the parameter correction value calculated by the vehicle terminal may include a target torque value. After the vehicle terminal adjusts the basic speed value of the engine according to the speed adjustment value to obtain the target speed value, it may correct the basic torque value of the engine according to the target speed value and the engine information so that the engine operates in the optimal working range. The engine information obtained by the vehicle terminal may include the intake air temperature of the engine. The first energy information obtained by the vehicle terminal may include the remaining power and the expected remaining power of the vehicle battery in the new energy power system. After the vehicle terminal calculates the target speed value of the engine according to the target speed correction value and the basic speed value, it may input the intake air temperature and the target speed value of the engine into the torque correction algorithm preset by the developer to determine the first torque value through the torque correction algorithm.

[0100] In one possible implementation, the torque correction algorithm may include an initial torque conversion table. The vehicle-mounted terminal may query the initial torque conversion table based on the acquired intake air temperature and target speed value to determine the first torque value corresponding to the intake air temperature and target speed value. The initial torque conversion table may include multiple different intake air temperatures and target speed values, as well as the first torque value corresponding to each intake air temperature and target speed value. The first torque value in the initial torque conversion table may include a torque correction direction and a torque correction amount, that is, the first torque value in the initial torque conversion table may be positive or negative. When the first torque value is positive, the torque correction direction corresponding to the first torque value may be a torque-increasing direction; when the first torque value is negative, the torque correction direction corresponding to the first torque value may be a torque-decreasing direction.

[0101] S502 : Input the remaining power into a second adjustment coefficient algorithm to determine a first torque adjustment coefficient.

[0102] In this embodiment, after obtaining the first torque value, the on-board terminal can input the remaining power of the new energy power system into a second adjustment coefficient algorithm to determine the first torque adjustment coefficient through the second adjustment coefficient algorithm. Specifically, the second adjustment coefficient algorithm can include a second correction coefficient conversion table. The second correction coefficient conversion table can include multiple different remaining power levels and the first torque adjustment coefficients corresponding to each remaining power level. The on-board terminal can determine the first torque adjustment coefficient corresponding to the remaining power level by querying the second correction coefficient conversion table.

[0103] S503 , inputting the power difference and the total required power into a third adjustment coefficient algorithm to determine a second torque adjustment coefficient; the power difference is the difference between the remaining power and the expected remaining power.

[0104] In this embodiment, after determining the first torque adjustment coefficient, the on-board terminal can determine the power difference based on the remaining power of the new energy power system and the expected remaining power. Specifically, the on-board terminal can use the difference between the remaining power and the expected remaining power as the power difference in the current state of the vehicle. After determining the power difference, the on-board terminal can input the acquired power difference and the total required power into the third adjustment coefficient algorithm to determine the second torque adjustment coefficient through the third adjustment coefficient algorithm. Among them, the calculation method of the total required power is the same as the method in the first embodiment of the present application. For detailed calculation methods, please refer to the contents of the first embodiment of the present application and will not be repeated here. The third adjustment coefficient algorithm may include a third correction coefficient conversion table. The third correction coefficient conversion table may include multiple different power differences and total required power, as well as the second torque adjustment coefficients corresponding to each power difference and total required power. The on-board terminal can determine the second torque adjustment coefficient corresponding to the power difference and the total required power by querying the third correction coefficient conversion table.

[0105] S504 : Determine a target torque value based on the first torque value, the first torque adjustment coefficient, and the second torque adjustment coefficient.

[0106] In this embodiment, after determining the first torque value, the first torque adjustment coefficient, and the second torque adjustment coefficient, the vehicle-mounted terminal may determine the target torque value of the engine based on the obtained first torque value, the first torque adjustment coefficient, and the second torque adjustment coefficient. Specifically, the vehicle-mounted terminal may use the product of the first torque value, the first torque adjustment coefficient, and the second torque adjustment coefficient as the torque adjustment value. After determining the target torque adjustment value correction value, the vehicle-mounted terminal may determine the target torque value as the sum of the target torque value and the base torque value of the engine in the current state.

[0107] In one possible implementation, after determining the torque adjustment value, the on-board terminal may determine the sum of the torque adjustment value and the basic torque value under the current state of the engine as the fourth torque value. After determining the fourth torque value, the on-board terminal may constrain the fourth torque value according to the torque upper limit value under the current state of the vehicle to determine the target torque value. Specifically, after determining the fourth torque value, the on-board terminal may determine whether the currently calculated fourth torque value is greater than the torque upper limit value under the current state of the vehicle. If the on-board terminal determines that the fourth torque value is greater than the torque upper limit value, the on-board terminal may determine the torque upper limit value as the target torque value of the engine. If the on-board terminal determines that the fourth torque value is less than or equal to the torque upper limit value, the on-board terminal may determine the fourth torque value as the target torque value of the engine. Among them, the method for determining the torque upper limit value by the on-board terminal is consistent with the content disclosed in the fourth embodiment of the present application. Readers can refer to the content in the fourth embodiment of the present application for understanding, and will not be repeated here.

[0108] In this embodiment, after determining the target speed value, the on-board terminal can determine the target torque value of the engine based on the target speed value, the engine information and the first energy information, and further correct the output torque of the engine based on the target torque value. Therefore, the method provided in this embodiment can ensure that the corrected engine parameters are within the optimal operating range of the engine. The method provided in this embodiment can ensure that the corrected target speed value is within the optimal operating range of the engine, thereby improving the thermal efficiency of the engine under extreme working conditions. In addition, since the on-board terminal can correct the first torque value based on the power difference and the total required power, the method provided in this embodiment can meet the total required power of the vehicle while improving the thermal efficiency of the engine under extreme working conditions, thereby ensuring the power conservation performance of the vehicle.

[0109] FIG6 shows a specific implementation flow chart of the engine control method provided in the fourth embodiment of the present application before S203. Referring to FIG6, compared with the embodiment shown in FIG2, the engine control method provided in this embodiment before S203 includes: S601 to S603, which are described in detail as follows:

[0110] S601: If the intake air temperature of the engine is greater than or equal to a first temperature threshold, determine an opening threshold based on a current driving mode of the vehicle.

[0111] In this embodiment, after calculating the target torque value of the engine, the on-board terminal can obtain the intake temperature of the engine. The on-board terminal can determine whether the currently obtained intake temperature is greater than or equal to the first temperature threshold value pre-set by the developer. If the on-board terminal determines that the intake temperature is greater than or equal to the first temperature threshold value, the on-board terminal can determine the opening threshold value according to the driving mode, and make further judgments based on the opening threshold value. Specifically, the on-board terminal can query the threshold conversion table according to the driving mode in the current state of the vehicle to determine the opening threshold value corresponding to the driving mode. Among them, the threshold conversion table may contain multiple different driving modes and the opening threshold value corresponding to each driving mode. The driving mode of the vehicle may include but is not limited to energy-saving mode, sports mode and normal mode. The driving mode in the current state of the vehicle can be set by the driver on the dashboard according to his own needs.

[0112] If the on-board terminal determines that the intake air temperature is less than the first temperature threshold, the on-board terminal can determine that the current condition of the vehicle does not meet the torque limit condition, and the on-board terminal can use the rated upper limit value pre-set by the developer as the torque upper limit value of the engine. Among them, the rated upper limit value pre-set by the developer can be the maximum torque value that the engine itself can reach. After determining the torque upper limit value, the on-board terminal can determine the sum of the target torque value and the basic torque value under the current state of the engine as the fourth torque value. The on-board terminal can determine whether the currently calculated fourth torque value is greater than the torque upper limit value under the current state of the vehicle. If the on-board terminal determines that the fourth torque value is greater than the torque upper limit value, the on-board terminal can determine the torque upper limit value as the target torque value of the engine. If the on-board terminal determines that the fourth torque value is less than or equal to the torque upper limit value, the on-board terminal can determine the fourth torque value as the target torque value of the engine.

[0113] S602. If the actual opening value of the accelerator pedal at any moment is less than the opening threshold, the actual output speed of the engine at any moment and the difference in charge are input into the torque threshold algorithm to determine the torque upper limit value; the charge difference is the difference between the remaining charge of the vehicle and the expected remaining charge.

[0114] In this embodiment, after obtaining the opening threshold corresponding to the driving mode, the on-board terminal can obtain the actual opening value of the accelerator pedal in the current state. The on-board terminal can determine whether the currently obtained actual opening value is less than the opening threshold corresponding to the driving mode. If the on-board terminal determines that the actual opening value of the accelerator pedal at any time is less than the opening threshold, the on-board terminal can activate the enable flag. The enable flag can be used to indicate whether the vehicle is in a high-temperature limit state. When the enable flag is activated, it can indicate that the vehicle is in a high-temperature limit state. The on-board terminal can calculate the torque upper limit value based on the actual output speed of the engine and the power difference. The on-board terminal can constrain the output torque of the target torque value engine based on the calculated torque upper limit value to limit the engine output torque to within the torque upper limit value during normal vehicle operation. When the enable flag is deactivated, it can indicate that the vehicle is not in a high-temperature limit state. The on-board terminal can constrain the engine output torque based on the rated upper limit value of the engine to limit the engine output torque to within the rated upper limit value during normal vehicle operation.

[0115] The on-board terminal can obtain the actual output speed of the engine at that moment, and use the difference between the remaining power of the new energy system at that moment and the expected remaining power as the power difference in the current state of the vehicle. The on-board terminal can input the obtained power difference and the actual output speed into the torque threshold algorithm pre-set by the developer to determine the torque upper limit value through the torque threshold algorithm. The on-board terminal can constrain the target torque value according to the torque upper limit value so that the target torque value does not exceed the torque upper limit value. Among them, the specific method for the on-board terminal to constrain the target torque value according to the torque upper limit value is consistent with the content of S601 in this embodiment and will not be repeated here.

[0116] In one possible implementation, the torque threshold algorithm may include a torque threshold conversion table. The torque threshold conversion table may include multiple different battery charge differences and actual output speeds, as well as the torque upper limit values ​​corresponding to each battery charge difference and actual output speed. The vehicle terminal may query the torque threshold conversion table based on the acquired battery charge difference and actual output speed to determine the torque upper limit value for the vehicle's current state.

[0117] S603: If the actual opening value is greater than or equal to the opening threshold, the preset rated upper limit value is used as the torque upper limit value.

[0118] In this embodiment, if the vehicle-mounted terminal determines that the currently acquired actual opening value is greater than or equal to the opening threshold, the vehicle-mounted terminal may use the preset rated upper limit as the torque upper limit. The vehicle-mounted terminal may constrain the output torque of the target torque value engine based on the rated upper limit of the engine, so as to limit the output torque of the engine to within the rated upper limit during normal vehicle operation. The specific method for constraining the target torque value based on the torque upper limit of the vehicle terminal is consistent with the content of S601 of this embodiment and will not be repeated here.

[0119] In this embodiment, when the intake air temperature is greater than a first temperature threshold and the actual accelerator pedal opening is less than the opening threshold corresponding to the driving mode, the vehicle terminal can calculate a torque upper limit based on the actual engine output speed and the battery charge difference, and constrain the target torque value based on the torque upper limit. Therefore, the method provided by this embodiment can constrain the target torque value without affecting the vehicle's high-power operating conditions, thereby preventing the revised target torque value from being excessively large. Therefore, the method provided by this embodiment can improve engine usability under extreme operating conditions.

[0120] FIG7 shows a flowchart of the specific implementation of the engine control method before S203 provided in the fifth embodiment of the present application. Referring to FIG7 , compared with the embodiment shown in FIG2 , the engine control method provided in this embodiment before S203 includes: S701 to S702, which are described in detail as follows:

[0121] S701: Input the current vehicle speed and the actual accelerator pedal opening value into a constraint value algorithm to determine an initial upper limit value.

[0122] In this embodiment, the vehicle terminal can input the vehicle's current speed and the actual accelerator pedal opening into a constraint algorithm pre-configured by the developer to determine the initial upper limit. Specifically, the constraint algorithm in the vehicle terminal can be a constraint conversion table. The constraint conversion table can store multiple different speeds and actual opening values, as well as the initial upper limit corresponding to each speed and actual opening value. The initial upper limit corresponding to each speed and actual opening value in the constraint conversion table can be set by the developer based on specific experimental data.

[0123] S702: Determine a rotation speed upper limit value based on an initial upper limit value and at least one constraint coefficient.

[0124] In this embodiment, after determining the initial upper limit, the vehicle-mounted terminal may determine a speed upper limit based on the initial upper limit and at least one constraint coefficient. Specifically, the vehicle-mounted terminal may determine the speed upper limit as the product of the initial upper limit and the plurality of constraint coefficients. After calculating the speed upper limit, the terminal device may constrain the engine output speed based on the speed upper limit during normal vehicle driving to limit the engine output speed to within the speed upper limit.

[0125] After calculating the upper speed limit, the on-board terminal may determine the sum of the base speed value and the target speed correction value under the current vehicle state as the fourth speed value. After calculating the upper speed limit and the fourth speed value, the on-board terminal may determine whether the fourth speed value is greater than or equal to the upper speed limit. If the on-board terminal determines that the fourth speed value is greater than or equal to the upper speed limit, the on-board terminal may determine the upper speed limit as the target speed value of the engine. If the on-board terminal determines that the fourth speed value is less than the upper speed limit, the on-board terminal may determine the fourth speed value as the target speed value of the engine.

[0126] In one possible implementation, the constraint coefficients in the vehicle terminal may include a first constraint coefficient, a second constraint coefficient, a third constraint coefficient, a fourth constraint coefficient, a fifth constraint coefficient, and a sixth constraint coefficient. The vehicle terminal may query a first constraint coefficient conversion table based on the remaining power and water temperature of the vehicle in its current state to determine the first constraint coefficient in the vehicle's current state. The vehicle terminal may query a second constraint coefficient conversion table based on the vehicle's current driving mode to determine the second constraint coefficient in the vehicle's current state.

[0127] The vehicle terminal can query the third constraint coefficient conversion table based on the air pressure value in the vehicle's current environment to determine the third constraint coefficient in the vehicle's current state. The vehicle terminal can query the fourth constraint coefficient conversion table based on the remaining power and the battery temperature value of the new energy power system to determine the fourth constraint coefficient in the vehicle's current state. Specifically, the vehicle terminal can obtain multiple initial temperature values ​​of the vehicle battery based on multiple temperature sensors installed in different locations of the new energy power system.

[0128] The on-board terminal can determine the battery temperature value of the new energy power system based on the minimum value of multiple initial temperature values, and determine the fourth constraint coefficient based on the battery temperature value. The on-board terminal can query the fifth constraint coefficient conversion table based on the driving speed of the vehicle in the current state and the slope value of the vehicle in the current environment to determine the fifth constraint coefficient in the current state of the vehicle. Specifically, the slope value in the current environment of the vehicle can be obtained by the on-board terminal through the slope sensor installed on the vehicle. The on-board terminal can query the sixth constraint coefficient conversion table based on the rated available power of the new energy power system to determine the sixth constraint coefficient in the current state of the vehicle. Specifically, the rated available power can be the rated available discharge power of the vehicle battery. The specific data in the above-mentioned each constraint coefficient conversion table can be set by the developer based on actual experimental data.

[0129] In this embodiment, after calculating the target speed correction value, the vehicle terminal can apply NVH constraints to the target speed value based on the actual accelerator pedal opening and the vehicle's speed. Therefore, the method provided by this embodiment can ensure that the corrected target speed value meets the NVH constraints, that is, ensure that the engine noise, vibration, and harshness are within the human comfort range when the engine is running. Therefore, the method provided by this embodiment can improve engine thermal efficiency while enhancing the user experience.

[0130] It should be noted that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0131] 8 , a schematic diagram of an engine control device according to an embodiment of the present application is shown. The device may include an information acquisition module 801, a correction value determination module 802, and an adjustment module 803, wherein:

[0132] An information acquisition module 801 is configured to acquire first energy information of the vehicle if engine information acquired in a first operating mode of the vehicle satisfies a preset adjustment condition; the power source in the first operating mode includes a power source provided by a new energy power system and a power source provided by a fuel power system; and the first energy information is energy information corresponding to the new energy power system;

[0133] A correction value determination module 802 is configured to determine a target output value of the engine based on the first energy information and the engine information; the target output value includes a target speed value and a target torque value;

[0134] The adjustment module 803 is configured to control the operation of the engine based on the target output value.

[0135] The correction value determination module can also be used to input the intake air temperature and the vehicle's driving speed into a speed adjustment algorithm to determine a first speed value; input the remaining power and the expected remaining power into a first adjustment coefficient algorithm to determine a speed adjustment coefficient; and determine the target speed value based on the first speed value and the speed adjustment coefficient.

[0136] The correction value determination module can also be used to input the intake temperature and the target speed value of the engine into the torque adjustment algorithm to determine the first torque value; input the remaining power into the second adjustment coefficient algorithm to determine the first torque adjustment coefficient; input the power difference and the total required power into the third adjustment coefficient algorithm to determine the second torque adjustment coefficient; the power difference is the difference between the remaining power and the expected remaining power; and determine the target torque value based on the first torque value, the first torque adjustment coefficient and the second torque adjustment coefficient.

[0137] The adjustment module can also be used to determine the opening threshold based on the driving mode of the vehicle in the current state if the intake temperature of the engine is greater than or equal to the first temperature threshold; if the actual opening value of the accelerator pedal at any moment is less than the opening threshold, the actual output speed and power difference of the engine at any moment are input into the torque threshold algorithm to determine the torque upper limit value; the power difference is the difference between the remaining power of the vehicle and the expected remaining power; if the actual opening value is greater than or equal to the opening threshold, the preset rated upper limit value is used as the torque upper limit value.

[0138] The adjustment module can also be used to input the vehicle's current driving speed and the actual opening value of the accelerator pedal into the constraint value algorithm to determine an initial upper limit value; and determine the speed upper limit value based on the initial upper limit value and at least one constraint coefficient.

[0139] The constraint coefficients in the adjustment module include a first constraint coefficient, a second constraint coefficient, a third constraint coefficient, a fourth constraint coefficient, a fifth constraint coefficient and a sixth constraint coefficient; the first constraint coefficient is determined by the remaining power of the new energy power system and the water temperature value of the engine; the second constraint coefficient is determined by the driving mode under the current state of the vehicle; the third constraint coefficient is determined by the air pressure value under the current environment of the vehicle; the fourth constraint coefficient is determined by the remaining power and the battery temperature value of the new energy power system; the fifth constraint coefficient is determined by the driving speed of the vehicle under the current state and the slope value of the vehicle under the current environment; the sixth constraint coefficient is determined by the rated available power of the new energy power system.

[0140] The information acquisition module can also be used to obtain the remaining power and expected remaining power of the new energy power system if the intake air temperature is greater than or equal to a preset second temperature threshold when the vehicle is in driving condition.

[0141] As for the device embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the description of the method embodiment part.

[0142] 9 , a schematic diagram of a vehicle-mounted terminal provided in an embodiment of the present application is shown. As shown in FIG9 , the vehicle-mounted terminal 900 in the embodiment of the present application includes: a processor 910, a memory 920, and a computer program 921 stored in the memory 920 and executable on the processor 910. When the processor 910 executes the computer program 921, the steps in each embodiment of the above-mentioned engine control method are implemented, such as steps S201 to S203 shown in FIG2 . Alternatively, when the processor 910 executes the computer program 921, the functions of each module / unit in the above-mentioned device embodiments are implemented, such as the functions of modules 801 to 803 shown in FIG8 .

[0143] Exemplarily, the computer program 921 may be divided into one or more modules / units, which are stored in the memory 920 and executed by the processor 910 to implement the present application. The one or more modules / units may be a series of computer program instruction segments capable of performing specific functions, which may be used to describe the execution process of the computer program 921 in the vehicle-mounted terminal 900. For example, the computer program 921 may be divided into an information acquisition module, a correction value determination module, and an adjustment module. The specific functions of each module are substantially the same as those of the aforementioned engine control device and are not further described here.

[0144] The vehicle-mounted terminal 900 may be the vehicle-mounted terminal in each of the aforementioned embodiments. The vehicle-mounted terminal 900 may include, but is not limited to, a processor 910 and a memory 920. Those skilled in the art will appreciate that FIG9 is merely an example of the vehicle-mounted terminal 900 and does not limit the vehicle-mounted terminal 900. The vehicle-mounted terminal 900 may include more or fewer components than shown, or may combine certain components, or may include different components. For example, the vehicle-mounted terminal 900 may also include input and output devices, network access devices, buses, and the like.

[0145] The processor 910 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor.

[0146] The memory 920 may be an internal storage unit of the vehicle-mounted terminal 900, such as a hard disk or memory of the vehicle-mounted terminal 900. The memory 920 may also be an external storage device of the vehicle-mounted terminal 900, such as a plug-in hard disk, a smart memory card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the vehicle-mounted terminal 900. Furthermore, the memory 920 may also include both an internal storage unit of the vehicle-mounted terminal 900 and an external storage device. The memory 920 is used to store the computer program 921 and other programs and data required by the vehicle-mounted terminal 900. The memory 920 may also be used to temporarily store data that has been output or is to be output.

[0147] The present application also discloses an in-vehicle terminal comprising a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the engine control method described in the aforementioned embodiments is implemented. The engine control method is substantially the same as the aforementioned engine control method and will not be further described here.

[0148] The present application also discloses a computer-readable storage medium storing a computer program. When executed by a processor, the computer program implements the engine control method described in the aforementioned embodiments. The engine control method is substantially the same as the aforementioned engine control method and is not further described here.

[0149] The present application also discloses a computer program product that, when executed on a computer, causes the computer to execute the engine control method described in each of the aforementioned embodiments. The engine control method is substantially the same as the aforementioned engine control method and is not further described here.

[0150] The above embodiments are intended only to illustrate the technical solutions of the present application and are not intended to limit them. Although the present application has been described in detail with reference to the above embodiments, those skilled in the art should understand that they may still modify the technical solutions described in the above embodiments or replace some of the technical features therein with equivalents; and such modifications or replacements do not deviate from the spirit and scope of the technical solutions of the embodiments of the present application and should be included within the scope of protection of the present application.

Claims

1. A control method for an engine, characterized in that, Including: If the engine information obtained in the first operating mode of the vehicle meets a preset adjustment condition, obtain the first energy information of the vehicle; The power sources in the first operating mode include the power source provided by the new energy power system and the power source provided by the fuel power system; the first energy information is the energy information corresponding to the new energy power system; Based on the first energy information and the engine information, determine the target output value of the engine; The target output value includes a target rotational speed value and a target torque value; Control the operation of the engine based on the target output value.

2. The method according to claim 1, characterized in that, The engine information includes the intake air temperature of the engine; the first energy information includes the remaining power and the desired remaining power of the new energy power system; The determining the target output value of the engine based on the first energy information and the engine information includes: Input the intake air temperature and the driving speed of the vehicle into a rotational speed adjustment algorithm to determine a first rotational speed value; Input the remaining power and the desired remaining power into a first adjustment coefficient algorithm to determine a rotational speed adjustment coefficient; Based on the first rotational speed value and the rotational speed adjustment coefficient, determine the target rotational speed value.

3. The method according to claim 1, wherein The engine information includes the intake air temperature of the engine; the first energy information includes the remaining power and the desired remaining power of the new energy power system; The determining the target output value of the engine based on the first energy information and the engine information includes: Input the intake air temperature and the target rotational speed value of the engine into a torque adjustment algorithm to determine a first torque value; Input the remaining power into a second adjustment coefficient algorithm to determine a first torque adjustment coefficient; Input the power difference and the total demand power into a third adjustment coefficient algorithm to determine a second torque adjustment coefficient; the power difference is the difference between the remaining power and the desired remaining power; Based on the first torque value, the first torque adjustment coefficient, and the second torque adjustment coefficient, determine the target torque value.

4. The method according to claim 3, wherein Before inputting the power difference and the total demand power into the third adjustment coefficient algorithm to determine the second torque adjustment coefficient, it includes: Determine the requested torque of the driver based on the actual opening value of the accelerator pedal; Input the motor speed of the drive motor of the vehicle and the requested torque into a demand power calculation formula to determine the driver demand power; Based on the driver demand power, the charging demand power, and the accessory consumption power, determine the total demand power.

5. The method according to claim 3, wherein The first torque value includes a torque correction direction and a torque correction amount; when the first torque value is positive, the torque correction direction corresponding to the first torque value is the torque increase direction; when the first torque value is negative, the torque correction direction corresponding to the first torque value can be the torque decrease direction.

6. The method according to any one of claims 1-5, characterized in that Before controlling the engine based on the target output value, it includes: If the intake air temperature of the engine is greater than or equal to a first temperature threshold, determine an opening threshold based on the driving mode in the current state of the vehicle; If the actual opening value of the accelerator pedal at any moment is less than the opening threshold value, then input the actual output speed and the power difference of the engine at the any moment into a torque threshold algorithm to determine an upper torque value; the power difference is the difference between the remaining power of the vehicle and the desired remaining power. If the actual opening value is greater than or equal to the opening threshold value, then use a preset rated upper limit value as the upper torque value.

7. The method according to any one of claims 1-5, characterized in that Before controlling the engine based on the target output value, it includes: Input the driving speed and the actual opening value of the accelerator pedal in the current state of the vehicle into a constraint value algorithm to determine an initial upper limit value. Determine an upper speed limit value based on the initial upper limit value and at least one constraint coefficient.

8. The method according to claim 7, characterized in that The constraint coefficients include a first constraint coefficient, a second constraint coefficient, a third constraint coefficient, a fourth constraint coefficient, a fifth constraint coefficient, and a sixth constraint coefficient; the first constraint coefficient is determined by the remaining power of the new energy power system and the water temperature value of the engine; the second constraint coefficient is determined by the driving mode in the current state of the vehicle; the third constraint coefficient is determined by the air pressure value in the current environment of the vehicle; the fourth constraint coefficient is determined by the remaining power and the battery temperature value of the new energy power system; the fifth constraint coefficient is determined by the driving speed in the current state of the vehicle and the slope value in the current environment of the vehicle; the sixth constraint coefficient is determined by the rated available power of the new energy power system.

9. The method according to any one of claims 1-5, characterized in that, The engine information includes the intake air temperature of the engine. If the engine information obtained in the first operating mode of the vehicle meets a preset adjustment condition, then obtain the first energy information of the vehicle, including: When the vehicle is in a driving state, if the intake air temperature is greater than or equal to a preset second temperature threshold, then obtain the remaining power and the desired remaining power of the new energy power system.

10. The method according to any one of claims 1-5, characterized in that Before obtaining the first energy information of the vehicle, it includes: If the engine information obtained in the first operating mode of the vehicle does not meet the adjustment condition, then control the engine to operate with basic parameters, and continuously obtain the engine information for judgment until the vehicle changes from a starting state to a shutdown state; the basic parameters include a basic speed value and a basic torque value.

11. A control device for an engine, characterized in that, It includes: An information acquisition module, configured to obtain the first energy information of the vehicle if the engine information obtained in the first operating mode of the vehicle meets a preset adjustment condition. The power sources in the first operating mode include the power source provided by the new energy power system and the power source provided by the fuel power system; the first energy information is the energy information corresponding to the new energy power system. A correction value determination module, configured to determine a target output value of the engine based on the first energy information and the engine information. The target output value includes a target output speed and a target output torque target torque value. An adjustment module, configured to control the engine based on the target output value.

12. A vehicle, characterized in that, It includes a new energy power system, a fuel power system and an on-vehicle terminal; the first signal output port of the new energy power system and the second signal output port of the fuel power system are respectively connected to the first signal input port of the on-vehicle terminal; the third signal output port of the on-vehicle terminal is connected to the second signal output port of the fuel power system; The new energy power system is used to provide a power source for the vehicle and send the first energy information of the new energy power system to the on-vehicle terminal; The on-vehicle terminal is used to obtain engine information and the first energy information in the first operation mode of the vehicle, and execute the control method of the engine as described in any one of claims 1-10 according to the engine information and the first energy information; the power sources in the first operation mode include the power source provided by the new energy power system and the power source provided by the fuel power system; The fuel power system is used to provide a power source for the vehicle; it is also used to send the engine information to the on-vehicle terminal and adjust the engine according to the instructions sent by the on-vehicle terminal.

13. A vehicle-mounted terminal, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it realizes the control method of the engine as described in any one of claims 1-10.

14. A computer-readable storage medium, the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, it realizes the control method of the engine as described in any one of claims 1-10.

15. A computer program product, when the computer program product runs on an on-vehicle terminal, enables the on-vehicle terminal to execute the control method of the engine as described in any one of claims 1-10.

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