Control method and system for vehicle, vehicle, and storage medium

Abstract

A control method for a vehicle, wherein the vehicle comprises an engine, and the control method comprises: obtaining the current rotational speed of the engine, and determining a first maximum intake air quantity allowed by the engine at the current rotational speed of the engine; obtaining the current temperature of a temperature influence factor, and finding a correction coefficient corresponding to the current temperature, wherein the temperature influence factor characterizes a factor of which the temperature varies, and the temperature level of the temperature influence factor is related to the intake air quantity of the engine; correcting the first maximum intake air quantity on the basis of the correction coefficient to obtain a second maximum intake air quantity; and on the basis of the second maximum intake air quantity, calculating a maximum air path torque that the engine can provide, and controlling the vehicle on the basis of the maximum gas path torque. Also disclosed are a control system for a vehicle, a computer-readable storage medium, and a vehicle.

Description

Control method, system, vehicle and storage medium for vehicle Technical Field

[0001] The present application relates to the field of automobile control technology, and in particular to a control method, system, vehicle and storage medium for a vehicle. Background Art

[0002] In some vehicle control technologies, the driver can send demands to the power control unit (PCU) by operating the pedals, steering wheel, etc. After the power control unit arbitrates based on the demands, it can control the vehicle's power system (such as the engine, motor, etc.) to provide the ability to meet the user's needs. For example, the driver can send an acceleration demand to the power control unit by stepping on the pedal. After the power control unit arbitrates based on the pedal displacement (i.e., the acceleration demand), it can control the engine to provide the torque required by the driver. Usually, when arbitrating, the power control unit needs to control the power system within the capacity of the power system. For example, if the engine can only provide a maximum torque of 10,000 Nm, then the engine can only be controlled within the torque range of 10,000 Nm. This means that it is necessary to pre-set the maximum capacity of each power system so that the power control unit can refer to it when arbitrating.

[0003] Currently, in some technologies, the maximum capacity preset for the engine is not accurate enough, resulting in an inability to accurately control the vehicle.

[0004] Summary of the Invention

[0005] In view of this, embodiments of the present application provide a control method, a control system, a vehicle, and a computer-readable storage medium for a vehicle, which enable more precise control of the vehicle.

[0006] In one aspect, the present application provides a control method for a vehicle, wherein the vehicle includes an engine; the control method includes:

[0007] Acquiring a current speed of the engine, and determining a first maximum intake air volume allowed by the engine at the current speed of the engine;

[0008] Obtaining a current temperature of a temperature influence factor and searching for a correction coefficient corresponding to the current temperature, wherein the temperature influence factor represents a factor indicating a temperature change, and the temperature of the temperature influence factor is related to the amount of air intake of the engine;

[0009] Correcting the first maximum air intake volume according to the correction coefficient to obtain a second maximum air intake volume;

[0010] Based on the second maximum intake air volume, a maximum gas path torque that can be provided by the engine is calculated, and the vehicle is controlled according to the maximum gas path torque.

[0011] According to the above technical approach, after obtaining the first maximum allowable engine air intake volume based on the current engine speed, the first maximum air intake volume is corrected based on the correction coefficient corresponding to the current temperature of the temperature-influencing factor. This can overcome the impact of temperature changes of the temperature-influencing factor on the engine air intake volume, making the second maximum air intake volume closer to the actual engine air intake volume. In this way, the maximum air path torque calculated based on the second maximum air intake volume can be more accurate, and thus, when controlling the vehicle according to the maximum air path torque, more precise vehicle control can be achieved.

[0012] In some embodiments, the engine further comprises an intake valve, and there are multiple different control methods for opening and closing the intake valve;

[0013] The determining of a first maximum intake air volume allowed by the engine at the current speed of the engine includes:

[0014] Obtaining a current target control mode for the intake valve;

[0015] Among the multiple maximum air volumes corresponding to the target control mode, a target maximum air volume allowed by the engine when the engine is at the current speed is searched, and the target maximum air volume is used as the first maximum intake air volume.

[0016] According to the above technical means, the problem that the opening time of the intake valve is not completely the same under different control modes can be overcome, and the obtained first maximum intake volume is more accurate.

[0017] In some embodiments, the engine further comprises an intake control system for controlling the opening and closing of the intake valve, wherein the control method for the intake valve comprises a first control method based on the intake control system;

[0018] The obtaining of the current target control mode for the intake valve includes:

[0019] When the air intake control system is in an operating state, using the first control mode as the target control mode;

[0020] When the intake control system is not in an operating state, a second control mode other than the first control mode is used as the target control mode.

[0021] According to the above technical measures, since the intake control system can adjust the opening and closing time of the intake valve according to changes in engine speed and load, when the intake control system is in operation, the first control mode based on the intake control system is prioritized as the target control mode, thereby improving engine performance. When the intake control system is not in operation, the second control mode is prioritized as the target control mode, thereby ensuring normal engine operation and preventing engine anomalies.

[0022] In some embodiments, calculating the maximum gas circuit torque that the engine can provide based on the second maximum intake air volume includes:

[0023] converting the second maximum intake air volume into a maximum combustion torque of the engine;

[0024] Converting the maximum combustion torque to obtain the initial maximum flywheel end torque of the engine;

[0025] Based on the current altitude of the vehicle, the initial maximum flywheel end torque is corrected to obtain the maximum gas path torque.

[0026] According to the above technical means, the difference in flywheel end torque caused by different air masses at different altitudes can be avoided, and the accuracy of the maximum air path torque can be improved.

[0027] In some embodiments, before searching for the correction coefficient corresponding to the current temperature, the following operations are performed in different temperature intervals of the temperature influencing factor to determine the correction coefficient corresponding to each temperature interval:

[0028] issuing a torque command to the engine to instruct the engine to provide a first gas path torque represented by the torque command;

[0029] After the engine responds to the torque command, obtaining a second gas path torque actually provided by the engine;

[0030] If the first gas path torque is different from the second gas path torque, determining an actual intake air volume of the engine when the engine provides the second gas path torque;

[0031] A correction coefficient is determined based on the actual intake air amount and a first maximum intake air amount allowed by the engine.

[0032] According to the above technical means, the process of determining the correction coefficient can have high operability.

[0033] In some embodiments, the vehicle further comprises a generator connected in series with the engine;

[0034] The step of obtaining a second gas path torque actually provided by the engine after the engine responds to the torque command includes:

[0035] obtaining a motor power and a motor speed of the generator, and determining a motor torque provided by the generator based on the motor power and the motor speed;

[0036] The second gas path torque is converted from the motor torque.

[0037] According to the above technical means, the second gas path torque is indirectly obtained by detecting the motor torque, which can simplify the detection scheme.

[0038] In some embodiments, issuing a torque command to the engine includes:

[0039] In different speed ranges of the engine, torque instructions are respectively issued to the engine, wherein the torque instructions corresponding to different speed ranges are not completely the same.

[0040] According to the above technical means, it is possible to adapt to the situation where the engine provides different torques in different speed ranges.

[0041] In some embodiments, issuing a torque command to the engine includes:

[0042] In different load ranges of the engine, torque instructions are respectively issued to the engine, wherein the torque instructions corresponding to different load ranges are not completely the same.

[0043] According to the above technical means, it is possible to adapt to the situation where the engine provides different torques in different load ranges.

[0044] On the other hand, the present application further provides a control system for a vehicle, the vehicle including an engine; the control system including:

[0045] an air volume initial calculation module, configured to obtain a current speed of the engine and determine a first maximum air volume allowed by the engine at the current speed of the engine;

[0046] a correction coefficient search module, configured to obtain a current temperature of a temperature influence factor and search for a correction coefficient corresponding to the current temperature, wherein the temperature influence factor represents a factor indicating a temperature change, and the temperature of the temperature influence factor is related to the amount of air intake of the engine;

[0047] a correction module, configured to correct the first maximum air intake volume according to the correction coefficient to obtain a second maximum air intake volume;

[0048] The torque calculation module is used to calculate the maximum gas path torque that can be provided by the engine based on the second maximum intake air volume, and control the vehicle according to the maximum gas path torque.

[0049] In some embodiments, the engine further includes an intake valve, and there are multiple different control methods for opening and closing the intake valve; the initial air volume calculation module is specifically used to:

[0050] Obtaining a current target control mode for the intake valve;

[0051] Among the multiple maximum air volumes corresponding to the target control mode, a target maximum air volume allowed by the engine when the engine is at the current speed is searched, and the target maximum air volume is used as the first maximum intake air volume.

[0052] In some embodiments, the vehicle further includes an intake control system for controlling the opening and closing of the intake valve, wherein the control method for the intake valve includes a first control method based on the intake control system; and the initial air volume calculation module is specifically configured to:

[0053] When the air intake control system is in an operating state, using the first control mode as the target control mode;

[0054] When the intake control system is not in an operating state, a second control mode other than the first control mode is used as the target control mode.

[0055] In some embodiments, the torque calculation module is specifically configured to:

[0056] converting the second maximum intake air volume into a maximum combustion torque of the engine;

[0057] Converting the maximum combustion torque to obtain the maximum flywheel end torque of the engine;

[0058] The maximum flywheel end torque is corrected based on the current altitude of the vehicle to obtain the maximum gas path torque.

[0059] In some embodiments, the control system further comprises a correction coefficient determination module;

[0060] Before searching for the correction coefficient corresponding to the current temperature, the correction coefficient determination module is used to:

[0061] In different temperature ranges of the temperature influence factor, perform the following operations respectively to determine the correction coefficient corresponding to each temperature range:

[0062] issuing a torque command to the engine to instruct the engine to provide a first gas path torque represented by the torque command;

[0063] After the engine responds to the torque command, obtaining a second gas path torque actually provided by the engine;

[0064] If the first gas path torque is different from the second gas path torque, determining an actual intake air volume of the engine when the engine provides the second gas path torque;

[0065] A correction coefficient is determined based on the actual intake air amount and a first maximum intake air amount allowed by the engine.

[0066] In some embodiments, the vehicle further comprises a generator connected in series with the engine;

[0067] The correction coefficient determination module is specifically used for:

[0068] obtaining a motor power and a motor speed of the generator, and determining a motor torque provided by the generator based on the motor power and the motor speed;

[0069] The second gas path torque is converted from the motor torque.

[0070] In some embodiments, the correction coefficient determination module is specifically configured to:

[0071] In different speed ranges of the engine, torque instructions are respectively issued to the engine, wherein the torque instructions corresponding to different speed ranges are not completely the same.

[0072] In some embodiments, the correction coefficient determination module is specifically configured to:

[0073] In different load ranges of the engine, torque instructions are respectively issued to the engine, wherein the torque instructions corresponding to different load ranges are not completely the same.

[0074] On the other hand, the present application further provides a computer-readable storage medium, which is used to store a computer program. When the computer program is executed by a processor, it implements the method described above.

[0075] On the other hand, the present application further provides a vehicle, which includes a processor and a memory, wherein the memory is used to store a computer program, and when the computer program is executed by the processor, the method described above is implemented.

[0076] Beneficial effects of this application:

[0077] After obtaining the first maximum allowable intake air volume based on the current engine speed, the first maximum intake air volume is corrected based on the correction coefficient corresponding to the current temperature of the temperature-influencing factor. This can overcome the effect of temperature variations of the temperature-influencing factor on the engine intake air volume, making the second maximum intake air volume closer to the actual engine intake air volume. This allows for more accurate maximum air path torque calculated based on the second maximum air path torque, enabling more precise vehicle control when the vehicle is controlled based on the maximum air path torque. BRIEF DESCRIPTION OF THE DRAWINGS

[0078] The features and advantages of the present application will be more clearly understood by referring to the accompanying drawings, which are schematic and should not be construed as limiting the present application in any way. In the accompanying drawings:

[0079] FIG1 shows a schematic structural diagram of a vehicle provided by an embodiment of the present application;

[0080] FIG2 shows a schematic structural diagram of an engine provided by an embodiment of the present application;

[0081] FIG3 shows a schematic diagram of engine control provided by an embodiment of the present application;

[0082] FIG4 shows a schematic flow chart of a control method provided by an embodiment of the present application;

[0083] FIG5 shows a flow chart of determining the maximum gas circuit torque provided by one embodiment of the present application;

[0084] FIG6 shows a module diagram of a control system provided by an embodiment of the present application;

[0085] FIG7 shows a schematic diagram of a vehicle provided in accordance with an embodiment of the present application. DETAILED DESCRIPTION

[0086] To make the purpose, technical solutions, and advantages of the embodiments of this application more clear, the technical solutions in the embodiments of this application will be clearly and completely described below in conjunction with the drawings in the embodiments of this application. Obviously, the described embodiments are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without making creative efforts shall fall within the scope of protection of this application.

[0087] The vehicle described in the present application may specifically refer to a vehicle with a hybrid power system. A hybrid power system refers to a power system including an engine and a drive motor. Please refer to Figure 1, which is a structural diagram of a vehicle 100 provided for an embodiment of the present application. In Figure 1, the vehicle 100 includes an engine 11, a generator 12, a drive motor 13, a battery 14, a clutch 15, a reduction gear 16, a main reducer 17 and wheels 18. Among them, the engine 11 and the generator 12 are connected in series, that is, the speed of the engine 11 is the same as the speed of the generator 12. The generator 12 can be connected to the reduction gear 16 through the clutch 15, and at the same time, the reduction gear 16 is connected to the main reducer 17. The main reducer 17 is connected to the wheel 18. At the same time, the generator 12 is connected to the battery 14 and the drive motor 13 respectively, and the drive motor 13 is connected to the reduction gear 16. Based on the structure shown in Figure 1, by controlling the clutch 15, the wheel 18 can be driven to rotate in the following ways:

[0088] 1) Control the clutch 15 to connect the generator 12 and the reduction gear 16. In this case, the engine 11 can generate torque to drive the wheels 18 through the generator 12, clutch 15, reduction gear 16, and final drive 17. Furthermore, the battery 14 provides electrical energy to the drive motor 13. Once the drive motor 13 rotates, it generates torque to drive the wheels 18 through the reduction gear 16 and final drive 17. In other words, the engine 11 and the drive motor 13 can simultaneously drive the wheels 18.

[0089] 2) Control the clutch 15 to disconnect the generator 12 and the reduction gear 16. In this case, the drive motor 13 provides the torque to drive the wheels 18. That is, the wheels 18 are driven to rotate by the drive motor 12 alone.

[0090] In both of the above-mentioned drive modes for the wheels 18, the engine 11 can drive the generator 12 to generate electricity. The electrical energy generated during the power generation process can be stored in the battery 11 or provided to the drive motor 13. Specifically, the engine 11 may include a flywheel terminal 1142. When the engine 11 rotates, the torque at the flywheel terminal 1142 can be referred to as the flywheel-end torque of the engine 11. The torque provided by the generator 12 is further referred to as the generator torque. When the absolute values ​​of the flywheel-end torque and the generator torque are unequal, the generator 12 may be in a power generation state. For example, assuming the absolute value of the flywheel-end torque is 500 Nm and the absolute value of the generator torque is 400 Nm, the difference of 100 Nm between the flywheel-end torque and the generator torque can be considered to be used for power generation. Alternatively, when the absolute values ​​of the flywheel-end torque and the generator torque are equal but opposite in direction, the generator 12 may be considered not in a power generation state. In this case, the generator 12 may be said to be operating in a steady state.

[0091] Referring to FIG2 , a schematic diagram of the structure of an engine 11 according to an embodiment of the present application is provided. In FIG1 , the engine 11 includes an air filter 111, an intake valve 112, an intake control system 113, an engine body 114, a catalyst 115, and a muffler 116, which are connected in sequence. The engine body 114 may further include components such as a cylinder 1141, a flywheel terminal 1142, a water pipe 1143, and a spark plug 1144. Specifically, when the engine 11 is operating, air enters through the air filter 111. The air filter 111 can filter impurities from the air. When the intake valve 112 is open, air filtered by the air filter 111 can enter the engine body 114 through the intake valve 112. The spark plug 1144 sparks, igniting the fuel-air mixture in the cylinder 1141. The heat energy generated by the combustion is converted into torque (i.e., flywheel end torque) output from the flywheel terminal 1142. During operation of the engine 11, water delivered through the water pipe 1143 can be used to cool the engine 11. The catalyst 115 can purify the exhaust gas generated during the combustion process, ensuring that the vehicle exhaust meets emission standards and reduces air pollution. The muffler 116 can be used to reduce the emission noise of the exhaust gas.

[0092] Optionally, in FIG2 , the engine 11 further includes an intake control system 113 for controlling the opening and closing of an intake valve 112. The intake control system 113, also known as variable valve timing (VVT), is primarily used to adjust the opening and closing timing of the intake valve 112 according to changes in the speed and load of the engine 11, thereby improving the operating efficiency of the engine 11.

[0093] Optionally, in some embodiments, the vehicle 100 may further include a power control unit and an electronic control unit (ECU). Referring to FIG3 , a schematic diagram of the control of the engine 11 according to one embodiment of the present application is provided. As shown in FIG3 , the driver can transmit a request (e.g., an acceleration request) to the power control unit 191 by operating the pedals, steering wheel, and other devices of the vehicle 100. Based on the request, the power control unit 191 determines control information for the engine 11, such as the operating mode and speed of the engine 11, and the flywheel torque to be provided by the engine 11 to meet the request, within the range of the maximum flywheel torque that the engine 11 can provide. After determining the control information, the power control unit 191 may transmit the control information to the electronic control unit 192 in the form of a control instruction. In response to the control instruction from the power control unit 191, the electronic control unit 192 calculates the intake volume and throttle opening of the engine 11 to meet the request using the engine charging torque model, and then controls the operation of the engine 11 so that the engine 11 outputs the torque that meets the request.

[0094] In the above scheme, the maximum flywheel end torque that the engine 11 can provide can be pre-set in the power control unit 191. However, the inventors of the present application found that the maximum flywheel end torque is affected by multiple factors, such as changes in ambient temperature or changes in the temperature of the air entering the engine 11, which will cause the maximum flywheel end torque to change. In some current technologies, the maximum flywheel end torque is a fixed value, which means that when the power control unit 191 determines the control information for the engine 11, the maximum flywheel end torque used may be inaccurate, and the control information obtained is also inaccurate. In this way, the engine 11 cannot be accurately controlled as required, and the vehicle 100 cannot be accurately controlled.

[0095] In view of this, the present application provides a vehicle control method that can address the aforementioned issues, thereby enabling more precise control of vehicle 100. The control method can be applied to electronic devices. These electronic devices include, but are not limited to, laptop computers, desktop computers, servers, and power control units 191 or electronic control units 192 in FIG. 3 .

[0096] Referring to FIG4 , which is a flow chart of a control method provided by an embodiment of the present application, the control method may include the following steps:

[0097] Step S41 , obtaining the current rotation speed of the engine 11 , and determining a first maximum intake air volume allowed by the engine 11 at the current rotation speed of the engine 11 .

[0098] Specifically, the current speed of the engine 11 can be detected by a speed detection device (such as an angle sensor), or it can be obtained from control information for the engine 11. For example, when the electronic control unit 192 controls the engine 11 to rotate at a speed of 20 rpm, the current speed of the engine 11 can be queried from the control instructions issued by the electronic control unit 192 to the engine 11. It should be noted that the above is only an example of some methods for obtaining the current speed and does not constitute a limitation of this application.

[0099] The first maximum intake air volume may refer to the air volume required for the engine 11 to rotate at its current speed and provide the maximum flywheel torque within its capacity under standard conditions. The so-called standard conditions may refer to an environment where the temperature of the temperature impact factor is a preset temperature. The temperature impact factor represents a factor that varies in temperature, and the temperature of the temperature impact factor is related to the intake air volume of the engine 11.

[0100] In this embodiment, the temperature influencing factors may include the water in water pipe 1143, the environment in which engine 11 is located, and the air entering engine 11. Simply put, the water temperature in water pipe 1143, the temperature of the environment in which engine 11 is located, and the temperature of the air entering engine 11 will affect the air intake volume of engine 11. The water temperature, ambient temperature, and air temperature in a standard environment can be set according to actual conditions. For example, in a standard environment, the water temperature can be 30 degrees Celsius, the ambient temperature can be 20 degrees Celsius, and the air temperature can be 25 degrees Celsius.

[0101] In this embodiment, a correspondence between the rotational speed range and the first maximum intake air volume similar to that shown in Table 1 may be pre-established through simulation or actual measurement.

[0102] Table 1 Correspondence between speed range and first maximum intake air volume

[0103] In this way, when the current speed of the engine 11 is obtained, the corresponding relationship table shown in Table 1 can be queried to obtain the first maximum intake air volume allowed by the engine 11 at the current speed of the engine 11.

[0104] In other embodiments, a first calculation formula or a first model may be preset. The input of the first calculation formula or the first model may be the acquired current speed of the engine 11 , and the output of the first calculation formula or the first model may be a first maximum intake air volume allowed by the engine 11 .

[0105] Step S42: obtaining the current temperature of the temperature influence factor and searching for the correction coefficient corresponding to the current temperature.

[0106] The correction coefficient is used to correct the first maximum air intake volume obtained in step S41. As can be seen from the description of step S41, the temperature of the temperature-influencing factor is correlated with the air intake volume of engine 11. That is, temperature changes in the temperature-influencing factor will affect the air intake volume of engine 11. Based on this premise, it is understandable that if the current temperature of the temperature-influencing factor differs from the temperature in the standard environment, then using the first maximum air intake volume obtained in step S41 as the air intake volume of engine 11 is inaccurate. Therefore, it is necessary to correct the first maximum air intake volume.

[0107] In this embodiment, similar to Table 1, the temperature range of the temperature impact factor can be divided into multiple temperature intervals, and the corresponding relationship between the temperature intervals and the correction coefficients can be pre-established through simulation or actual measurement. For example, when there is only one temperature impact factor, a corresponding relationship between the temperature intervals and the correction coefficients similar to that shown in Table 2 can be pre-established through simulation or actual measurement.

[0108] Table 2 Correspondence between temperature range and correction coefficient

[0109] In other embodiments, considering that the same temperature range may have different correction coefficients at different speed ranges of the engine 11, a correspondence between speed ranges, temperature ranges, and correction coefficients can be pre-established through simulation or actual measurement. For example, if there is only one temperature impact factor, a correspondence between speed ranges, temperature ranges, and correction coefficients similar to that shown in Table 3 can be pre-established through simulation or actual measurement.

[0110] Table 3 Correspondence between speed range, temperature range and correction coefficient

[0111] Optionally, in the presence of multiple temperature environment influencing factors, the temperature interval divisions of different temperature environment factors may be different. For example, the temperature interval of ambient temperature may be divided into multiple temperature intervals such as 0 to 5 degrees Celsius, 5 to 10 degrees Celsius, ..., 70 to 75 degrees Celsius, and the water temperature may be divided into multiple temperature intervals such as 0 to 10 degrees Celsius, 10 to 20 degrees Celsius, ..., 80 to 90 degrees Celsius. The temperature intervals of different temperature environment influencing factors may be combined. For example, assuming that the temperature intervals of ambient temperature and water temperature are combined, a correspondence between the speed interval, temperature interval, and correction coefficient similar to that shown in Table 4 may be established in advance.

[0112] Table 4 Correspondence between speed range, temperature range and correction coefficient

[0113] In this way, after obtaining the current temperature of the temperature influence factor, the correction coefficient corresponding to the current temperature can be found based on the current temperature of the temperature influence factor.

[0114] In other embodiments, a second calculation formula or a second model may be preset. The input of the second calculation formula or the second model may be the current speed of the engine 11 and the current temperature of the temperature influencing factor, and the output of the second calculation formula or the second model may be a correction coefficient.

[0115] Step S43: Correcting the first maximum air intake volume according to the correction coefficient to obtain a second maximum air intake volume.

[0116] In this embodiment, the first maximum intake air volume may be multiplied by a correction coefficient to obtain the second maximum intake air volume.

[0117] In some other embodiments, other mathematical operations (such as division) other than multiplication may be performed on the first maximum intake air volume and the correction coefficient to obtain the second maximum intake air volume.

[0118] In step S44 , the maximum gas path torque that can be provided by the engine 11 is calculated based on the second maximum intake air volume, and the vehicle 100 is controlled according to the maximum gas path torque.

[0119] Specifically, the maximum gas path torque refers to the maximum flywheel end torque that the engine 11 can provide, which is calculated based on the second maximum intake air volume at the current ignition angle of the engine 11.

[0120] In this embodiment, calculating the maximum gas path torque that the engine 11 can provide based on the second maximum intake air volume may include:

[0121] 1) Converting the second maximum intake air amount into the maximum combustion torque of the engine 11 .

[0122] Specifically, the second maximum intake air amount may be input into a system torque model, and the system torque model may convert the second maximum intake air amount into the maximum combustion torque of the engine 11 .

[0123] 2) The initial flywheel end torque of the engine 11 is converted from the maximum combustion torque.

[0124] Specifically, the reserve torque of the engine 11 can be deducted from the maximum combustion torque to obtain the reserve torque. The reserve torque is the torque reserved by the engine 11 for unexpected situations. For example, if the engine 11 encounters a sudden increase in resistance during rotation, the torque can be used to overcome the resistance.

[0125] Optionally, the obtained alternative torque is compared with the maximum combustion protection torque of the engine 11, and the smaller torque between the two is used as the initial flywheel end torque. The maximum combustion protection torque refers to the maximum gas path torque allowed to be provided by the engine 11 when the engine 11 is not damaged. It is understood that when the maximum combustion protection torque is less than the alternative torque, in order to ensure that the engine 11 is not damaged, the maximum combustion protection torque needs to be used as the initial flywheel end torque; when the maximum combustion protection torque is greater than the alternative torque, the alternative torque can be used as the initial flywheel end torque, so that the engine 11 provides a flywheel end torque corresponding to the second maximum intake volume.

[0126] 3) Based on the current altitude of the vehicle 100, the initial flywheel end torque is corrected to obtain the maximum gas path torque.

[0127] It is understandable that, when the intake volume of the engine 11 is the same, the air quality may be different at different altitudes (for example, the oxygen content at different altitudes is different). When different masses of air are mixed with the same fuel, the heat energy generated is different, and thus, the flywheel end torque of the engine 11 is different. Therefore, it is necessary to modify the flywheel end torque based on the current altitude of the vehicle 100. Specifically, correction coefficients corresponding to different altitudes can be established through preliminary testing, and then the initial flywheel end torque can be corrected based on the correction coefficient corresponding to the current altitude of the vehicle 100 to obtain the maximum air path torque. In this way, the difference in flywheel end torque caused by different air qualities at different altitudes can be avoided, and the accuracy of the maximum air path torque can be improved.

[0128] After the maximum gas path torque is calculated, the maximum gas path torque may be sent to the power control unit 191 so that the power control unit 191 may use the maximum gas path torque as the maximum gas path torque that the engine 11 can provide at the current speed.

[0129] In summary, in the technical solutions of some embodiments of the present application, after obtaining a first maximum allowable intake air volume for engine 11 based on the current speed of engine 11, the first maximum intake air volume is corrected based on a correction coefficient corresponding to the current temperature of the temperature-influencing factor. This can overcome the effect of temperature variations of the temperature-influencing factor on the engine intake air volume, allowing the second maximum intake air volume to be closer to the actual intake air volume of engine 11. In this way, the maximum air path torque calculated based on the second maximum air path torque can be more accurate, and thus, when controlling vehicle 100 based on the maximum air path torque, vehicle 100 can be more accurately controlled.

[0130] The solution of this application is further described below.

[0131] In some embodiments, there are multiple different control methods for the opening and closing of the intake valve 112. When the engine 11 is at the same speed, the opening time of the intake valve 112 may not be exactly the same under different control methods. For example, assume that the speed of the engine 11 is 10 rpm. Under control method 1, the opening time of the intake valve 112 may be 10 seconds; however, under control method 2, the opening time of the intake valve 112 may be 5 seconds. It is understandable that since the valve opening time under different control methods is not exactly the same, the maximum air volume entering the engine 11 under different control methods is definitely not exactly the same. In view of this, it is necessary to distinguish the first maximum air volume entering the engine 11 according to the control method of the intake valve 112.

[0132] Specifically, for each control mode, a corresponding relationship between the speed range and the first maximum intake air volume as shown in Table 1 can be established. Based on this, determining the first maximum intake air volume allowed by the engine at the current engine speed in step S41 can include:

[0133] Obtaining a current target control mode for the intake valve 112;

[0134] Among the multiple maximum air volumes corresponding to the target control mode, the target maximum air volume allowed by the engine 11 when the engine 11 is at the current speed is searched, and the target maximum air volume is used as the first maximum intake air volume.

[0135] In this way, the problem that the opening durations of the intake valve 112 are not completely the same under different control modes can be overcome, and the obtained first maximum intake air volume is more accurate.

[0136] Optionally, the control method for the intake valve may include a first control method based on the intake control system 113. The above-mentioned acquisition of the current target control method for the intake valve may include:

[0137] When the air intake control system 113 is in an operating state, the first control mode is used as the target control mode;

[0138] When the intake control system 113 is not in the operating state, a second control mode other than the first control mode is used as the target control mode.

[0139] The control principle under the second control mode may be different from the control principle of the intake control system 113. For example, the intake control system 113 may adjust the opening and closing time of the intake valve 112 according to the speed and load of the engine 11, while under the second control mode, the opening time of the intake valve 112 is controlled according to a fixed preset time.

[0140] Because the intake control system 113 can adjust the opening and closing timing of the intake valve 112 according to the speed and load of the engine 11, when the intake control system 113 is in operation, the first control mode based on the intake control system 113 is preferentially used as the target control mode, thereby improving the operating efficiency of the engine 11. When the intake control system 113 is not in operation, the second control mode is used as the target control mode, thereby ensuring the normal operation of the engine 11 and preventing abnormalities in the engine 11.

[0141] Optionally, the present application also provides a method for establishing a correspondence between each temperature interval of the temperature influence factor and the correction coefficient. Specifically, in some embodiments, before searching for the correction coefficient corresponding to the current temperature, the control method of the present application may further include:

[0142] In different temperature ranges of the temperature influence factor, perform the following operations to determine the correction coefficient corresponding to each temperature range:

[0143] issuing a torque command to the engine 11 to instruct the engine 11 to provide a first gas path torque represented by the torque command;

[0144] After the engine 11 responds to the torque command, obtaining the second gas path torque actually provided by the engine 11;

[0145] If the first gas path torque and the second gas path torque are different, determining the actual intake air volume of the engine 11 when the engine 11 provides the second gas path torque;

[0146] Based on the actual intake air amount and the first maximum intake air amount allowed by the engine 11, a correction coefficient is determined.

[0147] Here, the first gas circuit torque and the second gas circuit torque are the flywheel-end torques provided by the engine 11. It will be appreciated that when the first gas circuit torque and the second gas circuit torque are the same, this indicates that the engine 11 is capable of providing the first gas circuit torque represented by the torque command. In this case, it is impossible to determine whether the flywheel-end torque provided by the engine 11 is the maximum flywheel-end torque that can be provided within the capabilities of the engine 11. However, when the first gas circuit torque and the second gas circuit torque are different, for example, the first gas circuit torque is 500 N·m and the second gas circuit torque is 400 N·m, it can be determined that the engine 11 is no longer able to provide the first gas circuit torque represented by the torque command, i.e., the second gas circuit torque currently provided by the engine 11 is already the maximum flywheel-end torque that can be provided within the capabilities of the engine 11.

[0148] Alternatively, since the gas path torque of the engine 11 is related to the intake volume of the engine 11, the actual intake volume of the engine 11 can be calculated based on the second gas path torque. A correction coefficient can be determined based on the actual intake volume and the first maximum intake volume allowed by the engine 11.

[0149] Specifically, in the above embodiment, the engine 11 can be operated at a fixed target speed, and then the above operation can be performed to determine the actual intake air volume of the engine 11 in different temperature ranges. Based on the target first maximum intake air volume allowed by the engine 11 at the target speed, the actual intake air volume in each temperature range is divided by the target first maximum intake air volume. This can yield the corresponding relationship between the temperature ranges and the correction coefficients shown in Table 2. In this way, the process of determining the correction coefficients can be highly operable.

[0150] Optionally, considering that the maximum flywheel end torque that the engine 11 can provide is not completely the same in different speed ranges, in some embodiments, the torque instruction issued to the engine 11 may include:

[0151] In different speed ranges of the engine 11 , torque instructions are respectively issued to the engine 11 , wherein the torque instructions corresponding to different speed ranges are not completely the same.

[0152] In simple terms, the correction coefficient is determined based on the two dimensions of the engine 11 speed range and the temperature range of the temperature impact factor. That is, in these embodiments, when determining the correction coefficient, the engine 11 needs to operate in different speed ranges, and the above-mentioned correction coefficient determination operation can be performed separately in each speed range. For example:

[0153] In the speed range [0,10], the above operation of determining the correction coefficient can be performed in different temperature ranges of the temperature influence factor to determine the correction coefficient corresponding to each temperature range;

[0154] In the speed range [10, 20], the above operation of determining the correction coefficient can be performed separately in different temperature ranges of the temperature influence factor to determine the correction coefficient corresponding to each temperature range;

[0155] By analogy, the corresponding relationship between the speed range, temperature range, and correction coefficient shown in Table 3 or Table 4 can be obtained.

[0156] In this way, it is possible to adapt to the situation where the engine 11 provides different torques in different speed ranges.

[0157] Optionally, considering that the load of the engine 11 also has a certain influence on the flywheel end torque, that is, under different loads, the flywheel end torque that the engine 11 can provide is also different, so in some embodiments, the torque instruction issued to the engine 11 may include:

[0158] In different load ranges of the engine 11 , torque instructions are respectively issued to the engine 11 , wherein the torque instructions corresponding to different load ranges are not completely the same.

[0159] In this way, the corresponding relationship between the load range, temperature range, and correction coefficient can be obtained. The corresponding relationship between the load range, temperature range, and correction coefficient is similar to the corresponding relationship between the speed range, temperature range, and correction coefficient, and will not be repeated here.

[0160] In this way, it is possible to adapt to the situation where the torque provided by the engine 11 is different in different load ranges.

[0161] In some embodiments, the correction coefficient may be determined according to the three dimensions of speed range, load range, and temperature range to obtain a corresponding relationship among the speed range, load range, temperature range, and correction coefficient.

[0162] Optionally, in some embodiments, after the engine 11 responds to the torque command, obtaining the second gas path torque actually provided by the engine 11 may include:

[0163] Obtaining a motor power and a motor speed of the generator 12 , and determining a motor torque provided by the generator 12 based on the motor power and the motor speed;

[0164] The second gas path torque is converted from the motor torque.

[0165] Specifically, those skilled in the art should know that there is a formula relationship between motor power, motor speed and motor torque, so by inputting motor power and motor speed into the corresponding formula, the motor torque can be obtained.

[0166] Alternatively, as shown in the description of FIG1 , when generator 12 is operating in a steady state, the motor torque of generator 12 is equal to the flywheel torque of engine 11. Therefore, when obtaining the second gas path torque, generator 12 can be directly operated in a steady state. In this way, the calculated motor torque is the second gas path torque. Indirectly obtaining the second gas path torque by detecting the motor torque can simplify the detection scheme.

[0167] For ease of understanding, please refer to FIG5 , which is a flowchart of determining the maximum gas path torque according to an embodiment of the present application. FIG5 specifically includes the following steps:

[0168] 1) Get engine speed;

[0169] 2) Select the first maximum air intake volume according to the working state of the air intake control system.

[0170] Specifically, if the intake control system is in an operating state, among the multiple maximum air volumes corresponding to the first control mode (i.e., the control mode based on the intake control system), the target maximum air volume corresponding to the engine speed is used as the first maximum intake air volume;

[0171] If the air intake control system is not in the working state, the target maximum air volume corresponding to the engine speed is used as the first maximum air intake volume among the multiple maximum air volumes corresponding to the second control mode.

[0172] 3) Correcting the first maximum air intake volume based on a correction coefficient corresponding to the current temperature of the temperature influence factor;

[0173] 4) converting the corrected first maximum intake air volume into the maximum combustion torque of the engine 11;

[0174] 5) Based on the maximum combustion torque, the reserve torque of the engine 11 and the maximum combustion protection torque, the initial flywheel end torque of the engine 11 is obtained.

[0175] Specifically, after deducting the reserve torque of the engine 11 from the maximum combustion torque, the alternative torque is obtained, and then the obtained alternative torque is compared with the maximum combustion protection torque of the engine 11, and the smaller torque between the two is used as the initial flywheel end torque.

[0176] 6) Based on the correction coefficient of the altitude of the vehicle 100, the initial flywheel end torque is corrected to obtain the maximum gas path torque.

[0177] This completes the entire description of the control method of this application.

[0178] Corresponding to the control method, the present application also provides a control system for the vehicle 100. Referring to FIG6 , a module diagram of a control system provided by an embodiment of the present application is shown. In FIG6 , the control system includes:

[0179] The air volume initial calculation module is used to obtain the current speed of the engine and determine the first maximum air volume allowed by the engine at the current speed of the engine;

[0180] A correction coefficient search module is used to obtain the current temperature of the temperature influence factor and find the correction coefficient corresponding to the current temperature, wherein the temperature influence factor represents a factor that changes in temperature, and the temperature of the temperature influence factor is related to the size of the engine's intake air;

[0181] a correction module, configured to correct the first maximum air intake volume according to a correction coefficient to obtain a second maximum air intake volume;

[0182] The torque calculation module is used to calculate the maximum gas path torque that the engine can provide based on the second maximum intake air volume, and control the vehicle according to the maximum gas path torque.

[0183] In some embodiments, the engine further includes an intake valve, and there are multiple different control methods for opening and closing the intake valve; the initial air volume calculation module is specifically used to:

[0184] Get the current target control mode for the intake valve;

[0185] Among the multiple maximum air volumes corresponding to the target control mode, the target maximum air volume allowed by the engine when the engine is at the current speed is searched, and the target maximum air volume is used as the first maximum intake air volume.

[0186] In some embodiments, the vehicle further includes an intake control system for controlling the opening and closing of an intake valve, wherein the control method for the intake valve includes a first control method based on the intake control system; and the initial air volume calculation module is specifically configured to:

[0187] When the air intake control system is in an operating state, the first control mode is used as the target control mode;

[0188] When the intake control system is not in the operating state, a second control mode other than the first control mode is used as the target control mode.

[0189] In some embodiments, the torque calculation module is specifically configured to:

[0190] converting the second maximum intake air volume into the maximum combustion torque of the engine;

[0191] The maximum flywheel end torque of the engine is obtained by converting the maximum combustion torque;

[0192] Based on the vehicle's current altitude, the maximum flywheel end torque is corrected to obtain the maximum gas path torque.

[0193] In some embodiments, the control system further comprises a correction coefficient determination module;

[0194] Before finding the correction coefficient corresponding to the current temperature, the correction coefficient determination module is used to:

[0195] In different temperature ranges of the temperature influence factor, perform the following operations to determine the correction coefficient corresponding to each temperature range:

[0196] issuing a torque command to the engine to instruct the engine to provide a first gas path torque represented by the torque command;

[0197] After the engine responds to the torque command, obtaining the second gas path torque actually provided by the engine;

[0198] If the first gas path torque is different from the second gas path torque, determining the actual intake air volume of the engine when the engine provides the second gas path torque;

[0199] A correction factor is determined based on the actual intake air amount and a first maximum intake air amount allowed by the engine.

[0200] In some embodiments, the vehicle further comprises a generator connected in series with the engine;

[0201] The correction coefficient determination module is specifically used for:

[0202] obtaining a motor power and a motor speed of the generator, and determining a motor torque provided by the generator based on the motor power and the motor speed;

[0203] The second gas path torque is converted from the motor torque.

[0204] In some embodiments, the correction coefficient determination module is specifically configured to:

[0205] In different speed ranges of the engine, torque commands are respectively issued to the engine, wherein the torque commands corresponding to different speed ranges are not exactly the same.

[0206] In some embodiments, the correction coefficient determination module is specifically configured to:

[0207] In different load ranges of the engine, torque commands are respectively issued to the engine, wherein the torque commands corresponding to different load ranges are not exactly the same.

[0208] Please refer to Figure 7, which is a schematic diagram of a vehicle provided in one embodiment of the present application. The vehicle includes a processor and a memory, wherein the memory is used to store a computer program, and when the computer program is executed by the processor, the above method is implemented.

[0209] The processor may be a central processing unit (CPU). The processor may also be 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, or a combination of the above chips.

[0210] Memory, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs, non-transitory computer executable programs, and modules, such as the program instructions / modules corresponding to the methods in the embodiments of this application. The processor executes the non-transitory software programs, instructions, and modules stored in the memory to perform various functional applications and data processing of the processor, thereby implementing the methods in the above-mentioned method embodiments.

[0211] The memory may include a program storage area and a data storage area, wherein the program storage area may store an operating system, an application required for at least one function; the data storage area may store data created by the processor, etc. In addition, the memory may include a high-speed random access memory, and may also include a non-transitory memory, such as at least one disk storage device, a flash memory device, or other non-transitory solid-state storage device. In some embodiments, the memory may optionally include a memory remotely located relative to the processor, and these remote memories may be connected to the processor via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0212] One embodiment of the present application further provides a computer-readable storage medium, wherein the computer-readable storage medium is used to store a computer program, and when the computer program is executed by a processor, the above method is implemented.

[0213] Although the embodiments of the present application have been described with reference to the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present application, and such modifications and variations shall fall within the scope defined by the appended claims.

Claims

1. A control method for a vehicle, characterized in that: The vehicle includes an engine; the control method includes: Acquiring a current speed of the engine, and determining a first maximum intake air volume allowed by the engine at the current speed of the engine; Obtaining a current temperature of a temperature influence factor and searching for a correction coefficient corresponding to the current temperature, wherein the temperature influence factor represents a factor indicating a temperature change, and the temperature of the temperature influence factor is related to the amount of air intake of the engine; Correcting the first maximum air intake volume according to the correction coefficient to obtain a second maximum air intake volume; Based on the second maximum intake air volume, a maximum gas path torque that can be provided by the engine is calculated, and the vehicle is controlled according to the maximum gas path torque.

2. The control method according to claim 1, wherein: The engine further includes an intake valve, and there are multiple different control methods for opening and closing the intake valve; The determining of a first maximum intake air volume allowed by the engine at the current speed of the engine includes: Obtaining a current target control mode for the intake valve; Among the multiple maximum air volumes corresponding to the target control mode, a target maximum air volume allowed by the engine when the engine is at the current speed is searched, and the target maximum air volume is used as the first maximum intake air volume.

3. The control method according to claim 2, wherein: The engine further includes an intake control system for controlling the opening and closing of the intake valve, wherein the control method for the intake valve includes a first control method based on the intake control system; The obtaining of the current target control mode for the intake valve includes: When the air intake control system is in an operating state, using the first control mode as the target control mode; When the intake control system is not in an operating state, a second control mode other than the first control mode is used as the target control mode.

4. The control method according to claim 1, wherein: The calculating, based on the second maximum intake air volume, the maximum gas path torque that can be provided by the engine includes: converting the second maximum intake air volume into a maximum combustion torque of the engine; Converting the maximum combustion torque to obtain the initial maximum flywheel end torque of the engine; Based on the current altitude of the vehicle, the initial maximum flywheel end torque is corrected to obtain the maximum gas path torque.

5. The control method according to any one of claims 1 to 4, characterized in that: Before searching for the correction coefficient corresponding to the current temperature, the following operations are performed in different temperature intervals of the temperature influencing factor to determine the correction coefficient corresponding to each temperature interval: issuing a torque command to the engine to instruct the engine to provide a first gas path torque represented by the torque command; After the engine responds to the torque command, obtaining a second gas path torque actually provided by the engine; If the first gas path torque is different from the second gas path torque, determining an actual intake air volume of the engine when the engine provides the second gas path torque; A correction coefficient is determined based on the actual intake air amount and a first maximum intake air amount allowed by the engine.

6. The control method according to claim 5, wherein: The vehicle further includes a generator connected in series with the engine; The step of obtaining a second gas path torque actually provided by the engine after the engine responds to the torque command includes: obtaining a motor power and a motor speed of the generator, and determining a motor torque provided by the generator based on the motor power and the motor speed; The second gas path torque is converted from the motor torque.

7. The control method according to claim 5, wherein: The issuing of a torque command to the engine includes: In different speed ranges of the engine, torque instructions are respectively issued to the engine, wherein the torque instructions corresponding to different speed ranges are not completely the same.

8. The control method according to claim 5, wherein: The issuing of a torque command to the engine includes: In different load ranges of the engine, torque instructions are respectively issued to the engine, wherein the torque instructions corresponding to different load ranges are not completely the same.

9. A control system for a vehicle, characterized in that: The vehicle includes an engine; the control system includes: an air volume initial calculation module, configured to obtain a current speed of the engine and determine a first maximum air volume allowed by the engine at the current speed of the engine; a correction coefficient search module, configured to obtain a current temperature of a temperature influence factor and search for a correction coefficient corresponding to the current temperature, wherein the temperature influence factor represents a factor indicating a temperature change, and the temperature of the temperature influence factor is related to the amount of air intake of the engine; a correction module, configured to correct the first maximum air intake volume according to the correction coefficient to obtain a second maximum air intake volume; The torque calculation module is used to calculate the maximum gas path torque that can be provided by the engine based on the second maximum intake air volume, and control the vehicle according to the maximum gas path torque.

10. The control system according to claim 9, wherein: The engine further includes an intake valve, and there are multiple different control methods for opening and closing the intake valve; the gas volume initial calculation module is specifically used to: Obtaining a current target control mode for the intake valve; Among the multiple maximum air volumes corresponding to the target control mode, a target maximum air volume allowed by the engine when the engine is at the current speed is searched, and the target maximum air volume is used as the first maximum intake air volume.

11. The control system according to claim 10, wherein: The vehicle further includes an intake control system for controlling the opening and closing of the intake valve, wherein a control method for the intake valve includes a first control method based on the intake control system; the gas volume initial calculation module is specifically configured to: When the air intake control system is in an operating state, using the first control mode as the target control mode; When the intake control system is not in an operating state, a second control mode other than the first control mode is used as the target control mode.

12. The control system according to claim 9, wherein: The torque calculation module is specifically used for: converting the second maximum intake air volume into a maximum combustion torque of the engine; Converting the maximum combustion torque to obtain the maximum flywheel end torque of the engine; The maximum flywheel end torque is corrected based on the current altitude of the vehicle to obtain the maximum gas path torque.

13. The control system according to any one of claims 10 to 12, characterized in that: The control system further includes a correction coefficient determination module; Before searching for the correction coefficient corresponding to the current temperature, the correction coefficient determination module is used to: In different temperature ranges of the temperature influence factor, perform the following operations respectively to determine the correction coefficient corresponding to each temperature range: issuing a torque command to the engine to instruct the engine to provide a first gas path torque represented by the torque command; After the engine responds to the torque command, obtaining a second gas path torque actually provided by the engine; If the first gas path torque is different from the second gas path torque, determining an actual intake air volume of the engine when the engine provides the second gas path torque; A correction coefficient is determined based on the actual intake air amount and a first maximum intake air amount allowed by the engine.

14. The control system according to claim 13, wherein: The vehicle further includes a generator connected in series with the engine; The correction coefficient determination module is specifically used for: obtaining a motor power and a motor speed of the generator, and determining a motor torque provided by the generator based on the motor power and the motor speed; The second gas path torque is converted from the motor torque.

15. The control system according to claim 13, wherein: The correction coefficient determination module is specifically used for: In different speed ranges of the engine, torque instructions are respectively issued to the engine, wherein the torque instructions corresponding to different speed ranges are not completely the same.

16. The control system according to claim 13, wherein: The correction coefficient determination module is specifically used for: In different load ranges of the engine, torque instructions are respectively issued to the engine, wherein the torque instructions corresponding to different load ranges are not completely the same.

17. A computer-readable storage medium, characterized in that The computer-readable storage medium is used to store a computer program, and when the computer program is executed by a processor, the method according to any one of claims 1 to 8 is implemented.

18. A vehicle, characterized in that: The vehicle comprises a processor and a memory, wherein the memory is used to store a computer program, and when the computer program is executed by the processor, the method according to any one of claims 1 to 8 is implemented.

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