Method for determining intake air temperature of engine, and vehicle

Abstract

A method for determining an intake air temperature of an engine, and a vehicle. The method comprises: acquiring an engine operating parameter, a vehicle motion parameter, an air conditioner operating parameter and a driving mode of a vehicle, and an environmental parameter of an environment in which the vehicle is located; using the plurality of types of acquired parameters to determine a baseline intake air temperature in the current vehicle state and an intake air temperature correction coefficient; and using the intake air temperature correction coefficient to correct the baseline intake air temperature in the current vehicle state, so as to obtain a target intake air temperature of an engine with relatively high accuracy. An obtained target intake air temperature is used to control an intercooling water pump of a vehicle, so that the temperature of an engine can be better controlled.

Description

Methods for determining engine intake air temperature and vehicles

[0001] This application claims priority to Chinese patent application filed on December 12, 2024, with application number 2024118321104 and entitled "Method for determining engine intake air temperature and vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of vehicle technology, and more specifically, to a method for determining engine intake air temperature and a vehicle in the field of vehicle technology. Background Technology

[0003] With the development of vehicle technology, vehicles equipped with engines are usually equipped with water-cooled intercooling systems. These systems control the engine's intake air temperature, thereby controlling the overall engine temperature. In related technologies, the engine temperature is used to determine the target intake air temperature, which is then used to control the operation of the intercooler pump in the water-cooled intercooling system, ensuring that the engine's intake air temperature is as close as possible to that target temperature.

[0004] However, the accuracy of the target intake air temperature determined solely by engine temperature is low, resulting in poor performance when using a water-cooled intercooler system to control engine temperature. Summary of the Invention

[0005] This application provides a method for determining engine intake air temperature and a vehicle thereof, which can improve the accuracy of the determined target intake air temperature, thereby improving the effect of using a water-cooled intercooler system to control engine temperature. The technical solution is as follows:

[0006] On the one hand, a method for determining engine intake air temperature is provided, applicable to vehicles equipped with an intercooler water pump, the method comprising:

[0007] The engine operating parameters, vehicle motion parameters, air conditioning operating parameters, driving mode, and environmental parameters of the vehicle's environment are obtained.

[0008] Based on the engine operating parameters, the vehicle motion parameters, the air conditioning operating parameters, and the environmental parameters, the reference intake air temperature of the vehicle's engine is determined. The reference intake air temperature is the base intake air temperature of the engine under the current vehicle condition.

[0009] Based on the driving mode and the vehicle motion parameters, an intake air temperature correction coefficient is determined, which is used to correct the reference intake air temperature.

[0010] The target intake air temperature of the vehicle's engine is obtained by multiplying the reference intake air temperature and the intake air temperature correction factor. The target intake air temperature is used to control the intercooler water pump.

[0011] In one possible implementation, determining the reference intake air temperature of the vehicle's engine based on the engine operating parameters, the vehicle motion parameters, the air conditioning operating parameters, and the environmental parameters includes:

[0012] The first intake air temperature of the engine is determined based on the engine operating parameters, the vehicle motion parameters, and the environmental parameters.

[0013] The second intake air temperature of the engine is determined based on the air conditioning operating parameters and the vehicle motion parameters;

[0014] The first intake temperature and the second intake temperature are combined to obtain the reference intake temperature of the engine.

[0015] In one possible implementation, determining the first intake air temperature of the engine based on the engine operating parameters, the vehicle motion parameters, and the environmental parameters includes:

[0016] Based on the engine operating parameters, the third intake air temperature of the engine is determined;

[0017] Based on the vehicle motion parameters and the environmental parameters, the fourth intake air temperature of the engine is determined;

[0018] The third intake temperature and the fourth intake temperature are combined to obtain the first intake temperature of the engine.

[0019] In one possible implementation, the engine operating parameters include engine speed and engine load, and determining the third intake air temperature of the engine based on the engine operating parameters includes:

[0020] The third intake temperature is obtained by querying the first correspondence table using the engine speed and engine load. The first correspondence table is used to store the correspondence between engine speed, engine load and third intake temperature. The first correspondence table is obtained by calibrating a calibrated engine of the same model in a preset environment.

[0021] Alternatively, the engine speed and engine load can be input into a first intake air temperature determination model, and the engine speed and engine load can be used to extract features from the first intake air temperature determination model to obtain engine operating features; the engine operating features can then be mapped using the first intake air temperature determination model to obtain the third intake air temperature.

[0022] Alternatively, based on the engine load, determine the engine load intake temperature; based on the engine speed, determine the engine speed temperature correction factor; multiply the load intake temperature and the speed temperature correction factor to obtain the third intake temperature.

[0023] In one possible implementation, the vehicle motion parameters include vehicle speed, the environmental parameters include ambient temperature, and determining the fourth intake air temperature of the engine based on the vehicle motion parameters and the environmental parameters includes:

[0024] The fourth intake temperature is obtained by querying the second correspondence table using the vehicle speed and the ambient temperature. The second correspondence table is used to store the correspondence between the vehicle speed, the ambient temperature and the fourth intake temperature.

[0025] Alternatively, the vehicle speed and ambient temperature can be input into a second intake temperature determination model, and the vehicle speed and ambient temperature can be feature-extracted using the second intake temperature determination model to obtain vehicle speed-temperature features; the vehicle speed-temperature features can then be mapped using the second intake temperature determination model to obtain the fourth intake temperature.

[0026] Alternatively, based on the ambient temperature, a reference ambient intake temperature for the engine is determined; based on the vehicle speed, a vehicle speed temperature correction factor for the engine is determined; and the reference ambient intake temperature and the vehicle speed temperature correction factor are multiplied to obtain the fourth intake temperature.

[0027] In one possible implementation, the vehicle motion parameters include vehicle speed and driving state, the driving state including uphill and downhill, and determining the engine's second intake air temperature based on the air conditioning operating parameters and the vehicle motion parameters includes:

[0028] When the air conditioning operating parameters indicate that the vehicle's air conditioning is not turned on, the second intake air temperature is set to 0.

[0029] When the air conditioning operating parameters indicate that the vehicle's air conditioning is on, the second intake air temperature of the engine is determined based on the air conditioning pressure, vehicle speed, and driving status in the air conditioning operating parameters.

[0030] In one possible implementation, determining the engine's second intake air temperature based on the air conditioning pressure, vehicle speed, and driving status among the air conditioning operating parameters includes:

[0031] When the air conditioning pressure is less than or equal to the pressure threshold, the second intake air temperature is set to 0.

[0032] When the air conditioning pressure is greater than the pressure threshold, the second intake air temperature is obtained by querying the third correspondence table using the air conditioning pressure, the vehicle speed, and the driving status. The third correspondence table is used to store the correspondence between the air conditioning pressure range, the vehicle speed range, the driving status, and the second intake air temperature.

[0033] In one possible implementation, the vehicle motion parameters include vehicle speed, and determining the intake air temperature correction coefficient based on the driving mode and the vehicle motion parameters includes:

[0034] The intake air temperature correction coefficient is obtained by querying the fourth correspondence table using the driving mode and the vehicle speed. The fourth correspondence table is used to store the correspondence between the driving mode, the vehicle speed and the intake air temperature correction coefficient.

[0035] Alternatively, the driving mode and vehicle speed can be input into a correction coefficient determination model, and features of the driving mode and vehicle speed can be extracted using the correction coefficient determination model to obtain coefficient determination features; the coefficient determination features can then be mapped using the correction coefficient determination model to obtain the intake air temperature correction coefficient.

[0036] Alternatively, a first correction coefficient is determined based on the vehicle speed; a second correction coefficient is determined based on the driving mode; and the first and second correction coefficients are weighted and fused to obtain the intake air temperature correction coefficient.

[0037] In one possible implementation, after multiplying the reference intake air temperature and the intake air temperature correction factor to obtain the target intake air temperature of the vehicle's engine, the method further includes:

[0038] Obtain the actual intake air temperature of the engine;

[0039] The duty cycle of the intercooler water pump is controlled based on the actual intake air temperature of the engine and the target intake air temperature.

[0040] On the one hand, a device for determining engine intake air temperature is provided, applicable to vehicles equipped with an intercooler water pump, the device comprising:

[0041] The parameter acquisition module is used to acquire the vehicle's engine operating parameters, vehicle motion parameters, air conditioning operating parameters, driving mode, and environmental parameters of the environment in which the vehicle is located.

[0042] The reference intake air temperature determination module is used to determine the reference intake air temperature of the vehicle's engine based on the engine operating parameters, the vehicle motion parameters, the air conditioning operating parameters, and the environmental parameters. The reference intake air temperature is the base intake air temperature of the engine under the current vehicle condition.

[0043] The correction coefficient determination module is used to determine the intake air temperature correction coefficient based on the driving mode and the vehicle motion parameters. The intake air temperature correction coefficient is used to correct the reference intake air temperature.

[0044] The target intake air temperature determination module is used to multiply the reference intake air temperature and the intake air temperature correction coefficient to obtain the target intake air temperature of the vehicle's engine. The target intake air temperature is used to control the intercooler water pump.

[0045] In one possible implementation, the reference intake air temperature determination module is used to determine a first intake air temperature of the engine based on the engine operating parameters, the vehicle motion parameters, and the environmental parameters; determine a second intake air temperature of the engine based on the air conditioning operating parameters and the vehicle motion parameters; and fuse the first intake air temperature and the second intake air temperature to obtain a reference intake air temperature of the engine.

[0046] In one possible implementation, the reference intake temperature determination module is used to determine a third intake temperature of the engine based on the engine operating parameters; determine a fourth intake temperature of the engine based on the vehicle motion parameters and the environmental parameters; and fuse the third intake temperature and the fourth intake temperature to obtain a first intake temperature of the engine.

[0047] In one possible implementation, the engine operating parameters include engine speed and engine load. The reference intake air temperature determination module is used to query a first correspondence table using the engine speed and engine load to obtain the third intake air temperature. The first correspondence table stores the correspondence between engine speed, engine load, and the third intake air temperature. The first correspondence table is obtained by calibrating a calibrated engine of the same model as the engine in a preset environment. Alternatively, the engine speed and engine load are input into a first intake air temperature determination model. The first intake air temperature determination model is used to extract features from the engine speed and engine load to obtain engine operating features. The first intake air temperature determination model is then used to map the engine operating features to obtain the third intake air temperature. Alternatively, based on the engine load, the engine load intake air temperature is determined. Based on the engine speed, the engine speed temperature correction coefficient is determined. The load intake air temperature and the engine speed temperature correction coefficient are multiplied to obtain the third intake air temperature.

[0048] In one possible implementation, the vehicle motion parameters include vehicle speed. The reference intake air temperature determination module is used to query a second correspondence table using the vehicle speed and the ambient temperature to obtain the fourth intake air temperature. The second correspondence table stores the correspondence between vehicle speed, ambient temperature, and the fourth intake air temperature. Alternatively, the vehicle speed and ambient temperature are input into a second intake air temperature determination model, and features of the vehicle speed and ambient temperature are extracted using the second intake air temperature determination model to obtain vehicle speed-temperature features. The vehicle speed-temperature features are then mapped using the second intake air temperature determination model to obtain the fourth intake air temperature. Alternatively, a reference ambient intake air temperature for the engine is determined based on the ambient temperature. A vehicle speed-temperature correction coefficient for the engine is determined based on the vehicle speed. The reference ambient intake air temperature and the vehicle speed-temperature correction coefficient are multiplied together to obtain the fourth intake air temperature.

[0049] In one possible implementation, the vehicle motion parameters include vehicle speed and driving status. The reference intake air temperature determination module is used to determine the second intake air temperature as 0 when the air conditioning operating parameters indicate that the vehicle's air conditioning is not turned on; and to determine the engine's second intake air temperature based on the air conditioning pressure, vehicle speed, and driving status in the air conditioning operating parameters when the air conditioning operating parameters indicate that the vehicle's air conditioning is turned on.

[0050] In one possible implementation, the reference intake air temperature determination module is used to determine the second intake air temperature as 0 when the air conditioning pressure is less than or equal to a pressure threshold; and when the air conditioning pressure is greater than the pressure threshold, to obtain the second intake air temperature by querying a third correspondence table using the air conditioning pressure, the vehicle speed, and the driving state. The third correspondence table is used to store the correspondence between the air conditioning pressure range, the vehicle speed range, the driving state, and the second intake air temperature.

[0051] In one possible implementation, the vehicle motion parameters include vehicle speed. The correction coefficient determination module is used to query a fourth correspondence table using the driving mode and the vehicle speed to obtain the intake air temperature correction coefficient. The fourth correspondence table is used to store the correspondence between the driving mode, vehicle speed, and the intake air temperature correction coefficient. Alternatively, the driving mode and vehicle speed are input into the correction coefficient determination model, and features of the driving mode and vehicle speed are extracted using the correction coefficient determination model to obtain coefficient determination features. The coefficient determination features are then mapped using the correction coefficient determination model to obtain the intake air temperature correction coefficient. Alternatively, a first correction coefficient is determined based on the vehicle speed; a second correction coefficient is determined based on the driving mode; and the first and second correction coefficients are weighted and fused to obtain the intake air temperature correction coefficient.

[0052] In one possible implementation, the device further includes:

[0053] The control module is used to acquire the actual intake air temperature of the engine; and to control the duty cycle of the intercooler water pump based on the actual intake air temperature of the engine and the target intake air temperature.

[0054] On one hand, a vehicle is provided, the vehicle including one or more processors and one or more memories, the one or more memories storing at least one piece of program code, the program code being loaded and executed by the one or more processors to implement the operations performed by the method for determining engine intake air temperature.

[0055] On one hand, a computer-readable storage medium is provided, wherein at least one piece of program code is stored in the computer-readable storage medium, the program code being loaded and executed by a processor to implement the operations performed by the method for determining the engine intake air temperature.

[0056] The technical solution provided in this application acquires engine operating parameters, vehicle motion parameters, air conditioning operating parameters, driving mode, and environmental parameters of the vehicle's environment, thus obtaining multiple types of parameters. Using these acquired parameters, a reference intake air temperature and an intake air temperature correction coefficient are determined for the current vehicle condition. The reference intake air temperature is then corrected using the intake air temperature correction coefficient to obtain a target intake air temperature that matches the current vehicle condition, with high accuracy. Subsequently, using this target intake air temperature to control the vehicle's intercooler pump improves the effectiveness of using a water-cooled intercooler system to control engine temperature. Attached Figure Description

[0057] Figure 1 is a schematic diagram of the implementation environment of a method for determining engine intake air temperature provided in an embodiment of this application;

[0058] Figure 2 is a flowchart of a method for determining engine intake air temperature provided in an embodiment of this application;

[0059] Figure 3 is a flowchart of another method for determining engine intake air temperature provided in an embodiment of this application;

[0060] Figure 4 is a schematic diagram of the structure of an engine intake air temperature determination device provided in an embodiment of this application;

[0061] Figure 5 is a structural schematic diagram of a vehicle provided in an embodiment of this application. Embodiments of the present invention

[0062] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0063] In the following text, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features reflected. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0064] In order to illustrate the technical solutions provided in the embodiments of this application, some terms involved in the embodiments of this application will be introduced below.

[0065] Water-cooled intercooling system: A water-cooled intercooling system is an intercooling system that uses water as the cooling medium, primarily used in turbocharged engines. Its working principle involves an intercooler water pump circulating coolant through the intercooler. Inside the intercooler, fins and airflow lower the temperature of the hot air passing through the turbocharger, and the cooled air then enters the engine. Compared to traditional air-cooled intercooling systems, this system maintains higher heat dissipation efficiency more effectively under various operating conditions, especially in traffic congestion or low-speed driving.

[0066] Duty cycle: This refers to the proportion of time (usually high or low level) that is active within a pulse cycle. In electronic control systems, duty cycle control (also known as pulse width modulation) controls the operating state of electronic equipment by adjusting the duty cycle of the signal. For example, in the control of an intercooler pump, the pump speed is controlled by adjusting the duty cycle.

[0067] Engine load: refers to the ratio of the maximum effective power that an engine can output at a specific speed to its actual output power. This parameter describes the workload that the engine bears when it is working.

[0068] Air conditioning pressure: The pressure in an air conditioning system is usually divided into two parts: high pressure and low pressure. These pressures are crucial for the normal operation of the air conditioner. High pressure usually refers to the pressure from the compressor's exhaust port to the throttle valve, while low pressure is the pressure from the throttle valve outlet to the compressor's suction port. In this embodiment, air conditioning pressure refers to high pressure, that is, the pressure from the compressor's exhaust port to the throttle valve.

[0069] When an engine operates under different conditions, the amount of heat that the water-cooled intercooler system needs to remove varies. In related technologies, the target intake air temperature of the engine is usually derived from the engine's operating parameters, typically obtained from a test bench ambient temperature of 25°C. This does not cover the vehicle's overall usage scenarios and is detached from the vehicle's operating environment. The vehicle's usage scenarios cover a temperature range of -40°C to 45°C. Furthermore, the design and placement of the water-cooled intercooler system, condenser, and bumper in the front-end module also affect the airflow. Therefore, determining the target intake air temperature based on a single engine operating parameter has low accuracy. The technical solution provided in this application improves the accuracy of the determined target intake air temperature.

[0070] After introducing some terms involved in the embodiments of this application, the implementation environment of the embodiments of this application will be described below. Referring to Figure 1, the implementation environment of the engine intake air temperature determination method provided in the embodiments of this application includes an on-board terminal 110 and a cooling system control unit 120.

[0071] The vehicle terminal 110 is an electronic device on the vehicle with data acquisition and data processing capabilities. For example, the vehicle terminal 110 may be a vehicle control unit (VCU) or a domain controller. The vehicle terminal 110 runs an application that supports the determination of the target intake air temperature. Through this application, the target intake air temperature can be determined using the technical solution provided in the embodiments of this application.

[0072] The cooling system control unit 120 is used to control the vehicle's water-cooled intercooling system. The vehicle terminal 110 is connected to the cooling system control unit 120 via a CAN bus or other bus, and the vehicle terminal 110 can communicate with the cooling system control unit 120.

[0073] After introducing the implementation environment of the embodiments of this application, the application scenarios of the technical solutions provided by the embodiments of this application are described below. The technical solutions provided by the embodiments of this application can be applied to various vehicles equipped with water-cooled intercooling systems. After adopting the technical solutions provided by the embodiments of this application, a more accurate target intake air temperature can be obtained using various types of parameters. Subsequently, the target intake air temperature can be used to control the intercooler water pump of the water-cooled intercooling system, thereby improving the effect of using the water-cooled intercooling system to control engine temperature.

[0074] After introducing the implementation environment and application scenarios of the embodiments of this application, the technical solutions provided by the embodiments of this application will be introduced below. Referring to Figure 2, taking a vehicle equipped with an intercooled water pump and the execution subject as an on-board terminal as an example, the method includes the following steps.

[0075] 201. The vehicle terminal acquires the vehicle's engine operating parameters, vehicle motion parameters, air conditioning operating parameters, driving mode, and environmental parameters of the environment in which the vehicle is located.

[0076] The vehicle is equipped with an engine and an intercooler water pump. Engine operating parameters describe the engine's operating status, vehicle motion parameters represent the vehicle's motion status, and air conditioning operating parameters represent the air conditioning's operating status.

[0077] 202. The vehicle terminal determines the reference intake air temperature of the vehicle's engine based on the engine operating parameters, the vehicle motion parameters, the air conditioning operating parameters, and the environmental parameters. The reference intake air temperature is the base intake air temperature of the engine under the current vehicle condition.

[0078] The current vehicle status refers to the vehicle state described by the engine operating parameters, vehicle motion parameters, air conditioning operating parameters, and environmental parameters. The reference intake air temperature is the baseline intake air temperature used to subsequently determine the target intake air temperature.

[0079] 203. The vehicle terminal determines the intake air temperature correction coefficient based on the driving mode and the vehicle motion parameters. The intake air temperature correction coefficient is used to correct the reference intake air temperature.

[0080] The intake air temperature correction factor is determined based on the driving mode and vehicle motion parameters. Therefore, using the intake air temperature correction factor to correct the reference intake air temperature is equivalent to using the driving mode and vehicle motion parameters to correct the reference intake air temperature, thereby improving the accuracy of the corrected target intake air temperature.

[0081] 204. The on-board terminal multiplies the reference intake air temperature and the intake air temperature correction coefficient to obtain the target intake air temperature of the vehicle's engine. This target intake air temperature is used to control the intercooler water pump.

[0082] The target intake air temperature is the final determined intake air temperature. The intercooler water pump uses this target intake air temperature as the control target during the engine temperature control process.

[0083] The technical solution provided in this application acquires engine operating parameters, vehicle motion parameters, air conditioning operating parameters, driving mode, and environmental parameters of the vehicle's environment, thus obtaining multiple types of parameters. Using these acquired parameters, a reference intake air temperature and an intake air temperature correction coefficient are determined for the current vehicle condition. The reference intake air temperature is then corrected using the intake air temperature correction coefficient to obtain a target intake air temperature that matches the current vehicle condition, with high accuracy. Subsequently, using this target intake air temperature to control the vehicle's intercooler pump improves the effectiveness of using a water-cooled intercooler system to control engine temperature.

[0084] It should be noted that steps 201-204 above are a simplified description of the method for determining engine intake temperature provided in the embodiments of this application. The method for determining engine intake temperature provided in the embodiments of this application will be described in more detail below with some examples. Referring to Figure 3, taking a vehicle equipped with an intercooler water pump and the execution subject as an on-board terminal as an example, the method includes the following steps.

[0085] 301. The vehicle terminal acquires the vehicle's engine operating parameters, vehicle motion parameters, air conditioning operating parameters, driving mode, and environmental parameters of the environment in which the vehicle is located.

[0086] The vehicle is equipped with an engine and an intercooler water pump. Engine operating parameters describe the engine's operating status, vehicle motion parameters represent the vehicle's motion status, and air conditioning operating parameters represent the air conditioning's operating status.

[0087] In one possible implementation, the vehicle terminal obtains engine operating parameters through the engine control unit, vehicle motion parameters through the motion control unit, air conditioning operating parameters through the air conditioning control unit, driving mode through the driving mode control unit, and environmental parameters through environmental sensors.

[0088] Engine operating parameters include engine speed and engine load. Vehicle motion parameters include vehicle speed and driving status, with driving status including uphill and downhill (uphill indicates going uphill or accelerating, downhill indicates going downhill or decelerating). Environmental parameters include ambient temperature. Air conditioning operating parameters include air conditioning switch indicators and air conditioning pressure. Driving modes include Standard, Eco, Sport, Snow, Mud, and Sand modes.

[0089] In this implementation, engine operating parameters, vehicle motion parameters, air conditioning operating parameters, driving mode, and environmental parameters of the vehicle's environment are acquired through corresponding units and sensors, resulting in high parameter acquisition efficiency.

[0090] 302. The on-board terminal determines the first intake air temperature of the engine based on the engine operating parameters, the vehicle motion parameters, and the environmental parameters.

[0091] Among them, the first intake temperature is a fused intake temperature, which is related to engine operating parameters, vehicle motion parameters, and environmental parameters. In other words, the first intake temperature is determined by combining the three dimensions of engine operation, vehicle operation, and environment, and the first intake temperature is matched with engine operating parameters, vehicle motion parameters, and environmental parameters.

[0092] In one possible implementation, the vehicle-mounted terminal determines the engine's third intake air temperature based on the engine's operating parameters. The vehicle-mounted terminal then determines the engine's fourth intake air temperature based on the vehicle's motion parameters and the environmental parameters. Finally, the vehicle-mounted terminal merges the third and fourth intake air temperatures to obtain the engine's first intake air temperature.

[0093] The third intake temperature is determined by considering engine operation, and it is matched with engine operating parameters. The fourth intake temperature is determined by considering both vehicle motion and environmental factors, and it is matched with both vehicle motion and environmental parameters. The first intake temperature is the result of combining the third and fourth intake temperatures.

[0094] In this implementation, the third intake air temperature is determined using engine operating parameters, and the fourth intake air temperature is determined using vehicle motion parameters and environmental parameters, thus fully utilizing parameters from different dimensions. The third and fourth intake air temperatures are then combined to obtain the engine's first intake air temperature, which has high accuracy.

[0095] To provide a clearer explanation of the above embodiments, the following description will be divided into several parts.

[0096] Part 1: The on-board terminal determines the engine's third intake air temperature based on the engine's operating parameters.

[0097] The engine operating parameters include engine speed and engine load.

[0098] In one possible implementation, the vehicle terminal uses the engine speed and engine load to look up the third intake temperature in a first correspondence table. The first correspondence table is used to store the correspondence between engine speed and engine load and the third intake temperature. The first correspondence table is obtained by calibrating a calibrated engine of the same model as the engine in a preset environment.

[0099] The preset environment refers to the calibration environment, and the ambient temperature of the preset environment is set by technicians according to the actual situation, such as 25±3℃. This application embodiment does not limit this setting. The calibration engine refers to the engine used for engine characteristic calibration. The first correspondence table is obtained by technicians calibrating the calibration engine in the preset environment by controlling the calibration engine to work at different engine speeds and engine loads according to the actual situation. The third intake temperature can be quickly found using this first correspondence table. An example of the first correspondence table is shown in Table 1 below. Of course, Table 1 below is only an example of the first correspondence table and should not be used to unduly limit this application.

[0100] Table 1

[0101] In this implementation, the corresponding third intake temperature can be obtained by querying the first correspondence table using engine speed and engine load, and the determination efficiency of the third intake temperature is relatively high.

[0102] The following describes another implementation of the first part described above.

[0103] In one possible implementation, the vehicle terminal inputs the engine speed and engine load into a first intake air temperature determination model, and extracts features from the engine speed and engine load using the first intake air temperature determination model to obtain engine operating characteristics. The vehicle terminal then maps these engine operating characteristics using the first intake air temperature determination model to obtain the third intake air temperature.

[0104] The first intake air temperature determination model is trained using multiple first sample data points and corresponding labeled third intake air temperatures. It has the ability to predict the third intake air temperature using engine speed and engine load. The first sample data includes sample engine speed and sample engine load. Training the first intake air temperature determination model using multiple first sample data points and corresponding labeled third intake air temperatures allows it to learn the potential relationship between engine speed, engine load, and the third intake air temperature. Subsequent use of the trained model can then achieve better results, with higher accuracy in predicting the third intake air temperature. In some embodiments, the first intake air temperature determination model is a regression model; the structure of this model is not limited in this application.

[0105] In this implementation, the engine speed and engine load are input into the first intake air temperature determination model, and the third intake air temperature can be determined using this first intake air temperature determination model. The accuracy of the third intake air temperature is relatively high.

[0106] For example, the vehicle terminal inputs the engine speed and engine load into a first intake air temperature determination model. This model then performs multiple fully connected and linear rectification operations on the engine speed and load to obtain the engine operating characteristics. The vehicle terminal then uses this first intake air temperature determination model to perform fully connected and normalized operations on the engine operating characteristics to obtain the third intake air temperature.

[0107] Linear rectification is achieved through the Linear Rectification Function (ReLU). Linear rectification introduces a nonlinear transformation to improve the generalization ability of the first intake temperature determination model. Normalization is achieved through the Softmax normalization function.

[0108] Another implementation method described in the first part above will now be explained.

[0109] In one possible implementation, the vehicle terminal determines the engine's load intake temperature based on the engine load. The vehicle terminal then determines a speed-temperature correction factor for the engine based on its rotational speed. Finally, the vehicle terminal multiplies the load intake temperature by the speed-temperature correction factor to obtain the third intake temperature.

[0110] Among them, there may be multiple engine loads at the same engine speed. The load intake temperature is the intake temperature associated with the engine load, and the speed temperature correction coefficient is the correction coefficient associated with the engine speed. By using the speed temperature correction coefficient to correct the load intake temperature, a more accurate third intake temperature can be obtained.

[0111] In this implementation, the load intake temperature is determined by the engine load, and the speed temperature correction factor is determined by the engine speed. Multiplying the load intake temperature and the speed temperature correction factor together yields the third intake temperature, which has high accuracy.

[0112] For example, the vehicle terminal substitutes the engine load into the first relational data to obtain the engine's load intake temperature. The vehicle terminal substitutes the engine speed into the second relational data to obtain the engine speed-temperature correction coefficient. The vehicle terminal multiplies the load intake temperature and the speed-temperature correction coefficient to obtain the third intake temperature.

[0113] In this embodiment, both the first relational data and the second relational data are functions. The first relational data is used to represent the correspondence between engine load and load intake temperature, and the second relational data is used to represent the correspondence between engine speed and speed-temperature correction coefficient. The first relational data and the second relational data are set by technicians according to the situation, and this application embodiment does not limit them.

[0114] Part Two: The on-board terminal determines the fourth intake air temperature of the engine based on the vehicle's motion parameters and the environmental parameters.

[0115] The vehicle motion parameters include vehicle speed, and the environmental parameters include ambient temperature. The fourth intake air temperature is the temperature deviation between the vehicle at the current vehicle speed and ambient temperature. It is used to improve the fit between the determined target intake air temperature and the ambient temperature of the vehicle's environment, thereby improving the accuracy of the target intake air temperature.

[0116] In one possible implementation, the vehicle terminal uses the vehicle speed and the ambient temperature to query a second correspondence table to obtain the fourth intake temperature. The second correspondence table is used to store the correspondence between the vehicle speed, the ambient temperature and the fourth intake temperature.

[0117] The second correspondence table records the relationship between vehicle speed, ambient temperature, and the fourth intake air temperature. This table is calibrated by technicians based on actual conditions. The fourth intake air temperature can be quickly retrieved using this table, and this application does not limit its scope. An example of the second correspondence table is shown in Table 2 below. However, Table 2 is merely an example and should not be construed as unduly limiting this application.

[0118] Table 2

[0119]

[0120] In this implementation, the vehicle speed and ambient temperature are used to look up the corresponding fourth intake temperature in the second correspondence table, which is highly efficient in determining the fourth intake temperature.

[0121] Another implementation method described below for the second part is as follows.

[0122] In one possible implementation, the vehicle terminal inputs the vehicle speed and ambient temperature into a second intake air temperature determination model. The second intake air temperature determination model then extracts features from the vehicle speed and ambient temperature to obtain vehicle speed-temperature features. These vehicle speed-temperature features are then mapped using the second intake air temperature determination model to obtain the fourth intake air temperature.

[0123] The second intake temperature determination model is trained using multiple second sample data sets and the corresponding labeled fourth intake temperatures for each second sample data set. It has the ability to predict the fourth intake temperature using vehicle speed and ambient temperature. The second sample data sets include sample vehicle speed and sample ambient temperature. Training the second intake temperature determination model using multiple second sample data sets and the corresponding labeled fourth intake temperatures allows the model to learn the potential relationship between vehicle speed, ambient temperature, and the fourth intake temperature. Subsequent use of the trained model can achieve better results, with higher accuracy in predicting the fourth intake temperature. In some embodiments, the second intake temperature determination model is a regression model; the structure of this model is not limited in this application.

[0124] In this implementation, the vehicle speed and ambient temperature are input into the second intake temperature determination model, and the fourth intake temperature can be determined using this second intake temperature determination model. The accuracy of the fourth intake temperature is relatively high.

[0125] For example, the vehicle terminal inputs the vehicle speed and ambient temperature into a second intake air temperature determination model. This model then performs multiple fully connected and linear rectification operations on the vehicle speed and ambient temperature to obtain the vehicle speed-temperature characteristics. The vehicle terminal then uses this second intake air temperature determination model to perform fully connected and normalized operations on these characteristics to obtain the fourth intake air temperature.

[0126] Another implementation method described in Part II above will now be explained.

[0127] In one possible implementation, the on-board terminal determines a reference ambient intake air temperature for the engine based on the ambient temperature. A vehicle speed temperature correction factor is determined based on the vehicle speed. The fourth intake air temperature is obtained by multiplying the reference ambient intake air temperature and the vehicle speed temperature correction factor.

[0128] Among them, there may be multiple ambient temperatures in the environment where the vehicle is located at the same vehicle speed. The reference ambient air intake temperature is the air intake temperature associated with the current ambient temperature, and the vehicle speed temperature correction coefficient is a correction coefficient associated with the vehicle speed. By using the vehicle speed temperature correction coefficient to correct the reference ambient air intake temperature, a more accurate fourth air intake temperature can be obtained.

[0129] In this implementation, the reference ambient air intake temperature is determined using the ambient temperature, and the vehicle speed is determined using the vehicle speed temperature correction factor. Multiplying the reference ambient air intake temperature and the vehicle speed temperature correction factor together yields the fourth air intake temperature, which has high accuracy.

[0130] For example, the vehicle terminal substitutes the ambient temperature into the third relational data to obtain the engine's reference ambient intake temperature. The vehicle terminal substitutes the vehicle speed into the fourth relational data to obtain the engine's speed-temperature correction coefficient. The vehicle terminal multiplies the reference ambient intake temperature and the speed-temperature correction coefficient to obtain the fourth intake temperature.

[0131] In this embodiment, both the third and fourth relational data are functions. The third relational data is used to represent the correspondence between ambient temperature and reference ambient air intake temperature, and the fourth relational data is used to represent the correspondence between vehicle speed and vehicle speed-temperature correction coefficient. The third and fourth relational data are set by technicians according to the situation, and this application embodiment does not limit this.

[0132] The third part involves the vehicle-mounted terminal fusing the third and fourth intake temperatures to obtain the engine's first intake temperature.

[0133] In one possible implementation, the on-board terminal adds the third intake temperature and the fourth intake temperature to obtain the engine's first intake temperature.

[0134] Another implementation method of the third part described above will be described below.

[0135] In one possible implementation, the on-board terminal performs a weighted summation of the third and fourth intake temperatures to obtain the engine's first intake temperature.

[0136] The weights for the weighted summation of the third and fourth intake temperatures are set by technicians according to actual conditions, and this application embodiment does not limit this.

[0137] 303. The vehicle terminal determines the second intake air temperature of the engine based on the air conditioning operating parameters and the vehicle motion parameters.

[0138] The second intake air temperature is related to both air conditioning operating parameters and vehicle motion parameters. In other words, the second intake air temperature is determined by combining both air conditioning operation and vehicle motion parameters. The vehicle motion parameters include vehicle speed and driving status, which includes uphill and downhill. Uphill indicates going uphill or accelerating, while downhill indicates going downhill or decelerating.

[0139] In one possible implementation, if the air conditioning operating parameters indicate that the vehicle's air conditioning is not turned on, the on-board terminal determines the second intake air temperature to be 0. If the air conditioning operating parameters indicate that the vehicle's air conditioning is turned on, the on-board terminal determines the engine's second intake air temperature based on the air conditioning pressure, vehicle speed, and driving status in the air conditioning operating parameters.

[0140] Whether the vehicle's air conditioning is on or off will affect the heat dissipation capacity of the water-cooled intercooler, so the second intake air temperature is related to whether the air conditioning is on or off.

[0141] In this implementation, the second intake temperature is determined based on the air conditioning operation status indicated by the air conditioning operating parameters, combined with vehicle speed and driving status, resulting in a high accuracy of the second intake temperature.

[0142] For example, the vehicle terminal obtains the air conditioning switch indicator from the air conditioning operating parameters. If the air conditioning switch indicator indicates that the vehicle's air conditioning is not turned on, the vehicle terminal determines the second intake air temperature to be 0. If the air conditioning switch indicator indicates that the vehicle's air conditioning is turned on, the vehicle terminal obtains the air conditioning pressure from the air conditioning operating parameters. If the air conditioning pressure is less than or equal to a pressure threshold, the vehicle terminal determines the second intake air temperature to be 0. If the air conditioning pressure is greater than the pressure threshold, the vehicle terminal uses the air conditioning pressure, vehicle speed, and driving status to look up the second intake air temperature in a third correspondence table. This third correspondence table stores the correspondence between the air conditioning pressure range, vehicle speed range, driving status, and the second intake air temperature.

[0143] In this application, if the air conditioning pressure is less than or equal to the pressure threshold, it indicates that the air conditioning pressure is low, and the impact of the air conditioning operation on the intake air temperature is negligible. Therefore, no compensation for the intake air temperature is needed using the second intake air temperature, and the second intake air temperature is directly set to 0. If the air conditioning pressure is greater than the pressure threshold, it indicates that the air conditioning pressure is high, and the impact of the air conditioning operation on the intake air temperature is not negligible. Compensation for the intake air temperature needs to be achieved using the second intake air temperature. The pressure threshold is set by technicians based on actual conditions, and this application embodiment does not limit this setting. The third correspondence table records the correspondence between the air conditioning pressure range, vehicle speed range, driving state, and the second intake air temperature. This third correspondence table is calibrated by technicians based on actual conditions. In particular, the air conditioning pressure range and vehicle speed range are divided by technicians based on actual conditions. The third correspondence table allows for quick lookup of the second intake air temperature, and this application embodiment does not limit this setting. An example of the third correspondence table is shown in Table 3 below. Of course, Table 3 below is merely an example of the third correspondence table and should not be used to unduly limit this application.

[0144] Table 3

[0145]

[0146] In Table 3 above, the pressure threshold is 1.

[0147] In this implementation, the second intake temperature can be obtained by querying the third correspondence table using the vehicle speed, driving status, and air conditioning pressure, and the determination efficiency of the second intake temperature is relatively high.

[0148] 304. The vehicle terminal merges the first intake temperature and the second intake temperature to obtain the engine's reference intake temperature, which is the engine's base intake temperature under the current vehicle conditions.

[0149] The current vehicle status refers to the vehicle state described by the engine operating parameters, vehicle motion parameters, air conditioning operating parameters, and environmental parameters. The reference intake air temperature is the baseline intake air temperature used to subsequently determine the target intake air temperature.

[0150] In one possible implementation, the on-board terminal adds the first intake temperature and the second intake temperature to obtain the engine's reference intake temperature.

[0151] Another implementation of step 304 described above will be described below.

[0152] In one possible implementation, the on-board terminal performs a weighted summation of the first intake temperature and the second intake temperature to obtain the engine's reference intake temperature.

[0153] The weights for the weighted summation of the first intake temperature and the second intake temperature are set by technicians according to the actual situation, and this application embodiment does not limit this.

[0154] 305. The vehicle terminal determines the intake air temperature correction coefficient based on the driving mode and the vehicle motion parameters. The intake air temperature correction coefficient is used to correct the reference intake air temperature.

[0155] The intake air temperature correction factor is determined based on the driving mode and vehicle motion parameters. Therefore, correcting the reference intake air temperature using this factor is equivalent to correcting the reference intake air temperature using the driving mode and vehicle motion parameters, thus improving the accuracy of the corrected target intake air temperature. These vehicle motion parameters include vehicle speed. Different driving modes have different effects on the water-cooled intercooler system; the intake air temperature correction factor is used to compensate for the influence of driving mode on the intake air temperature.

[0156] In one possible implementation, the vehicle terminal uses the driving mode and the vehicle speed to look up the fourth correspondence table to obtain the intake air temperature correction coefficient. The fourth correspondence table is used to store the correspondence between the driving mode, the vehicle speed and the intake air temperature correction coefficient.

[0157] The fourth correspondence table records the relationship between driving mode, vehicle speed, and intake air temperature correction coefficient. This table is calibrated by technicians based on actual conditions. The intake air temperature correction coefficient can be quickly retrieved using this table, and this application does not limit its scope. An example of the fourth correspondence table is shown in Table 4 below. However, Table 4 is merely an example and should not be construed as unduly limiting this application.

[0158] Table 4

[0159] In this implementation, the vehicle speed and driving mode are queried in the fourth correspondence table to obtain the corresponding intake air temperature correction coefficient, and the determination efficiency of the intake air temperature correction coefficient is relatively high.

[0160] Another implementation of step 305 described above will be described below.

[0161] In one possible implementation, the vehicle terminal inputs the driving mode and vehicle speed into a correction coefficient determination model. The model then extracts features from the driving mode and vehicle speed to obtain coefficient determination features. Finally, the vehicle terminal maps these coefficient determination features using the correction coefficient determination model to obtain the intake air temperature correction coefficient.

[0162] The correction coefficient determination model is trained using multiple third-sample data and the corresponding labeled intake air temperature correction coefficients for each third-sample data. It has the ability to predict the intake air temperature correction coefficient using vehicle speed and driving mode. The third-sample data includes sample vehicle speed and sample driving mode. Training the correction coefficient determination model using multiple third-sample data and the corresponding labeled intake air temperature correction coefficients allows the model to learn the potential relationship between vehicle speed, driving mode, and the intake air temperature correction coefficient. Subsequent use of the trained correction coefficient determination model can achieve better results, with higher accuracy in predicting the intake air temperature correction coefficient. In some embodiments, the correction coefficient determination model is a regression model; the structure of this application does not limit the specific implementation of the correction coefficient determination model.

[0163] In this implementation, the vehicle speed and driving mode are input into the correction coefficient determination model. Using this correction coefficient determination model, the intake air temperature correction coefficient can be determined, and the accuracy of the intake air temperature correction coefficient is relatively high.

[0164] For example, the vehicle terminal inputs the vehicle speed and driving mode into the correction coefficient determination model. This model then performs multiple fully connected and linear rectification operations on the vehicle speed and driving mode to obtain coefficient determination features. Finally, the vehicle terminal uses this correction coefficient determination model to perform fully connected and normalized operations on these coefficient determination features to obtain the intake air temperature correction coefficient.

[0165] Another implementation of step 305 described above will be described below.

[0166] In one possible implementation, the vehicle terminal determines a first correction coefficient based on the vehicle speed. Based on the driving mode, it determines a second correction coefficient. The vehicle terminal then weights and fuses the first and second correction coefficients to obtain the intake air temperature correction coefficient.

[0167] In this implementation, the first correction coefficient is determined by the vehicle speed, the second correction coefficient is determined by the driving mode, and the first and second correction coefficients are combined to obtain the intake air temperature correction coefficient, which has high accuracy.

[0168] For example, the vehicle terminal substitutes the vehicle speed into the fifth relational data to obtain the first correction coefficient. The vehicle terminal then queries the data using the driving mode to obtain the second correction coefficient. Finally, the vehicle terminal performs a weighted fusion of the first and second correction coefficients to obtain the intake air temperature correction coefficient.

[0169] The weights for the weighted summation of the first correction coefficient and the second correction coefficient are set by the technicians according to the actual situation, and this application embodiment does not limit this.

[0170] 306. The on-board terminal multiplies the reference intake air temperature and the intake air temperature correction coefficient to obtain the target intake air temperature of the vehicle's engine. The target intake air temperature is used to control the intercooler water pump.

[0171] The target intake air temperature is the final determined intake air temperature. The intercooler water pump uses this target intake air temperature as the control target during the engine temperature control process.

[0172] In one possible implementation, the vehicle terminal determines the target intake air temperature using the following formula (1).

[0173] T = (T1 + T2 + T3) × A (1)

[0174] Where T is the target intake temperature, A is the intake temperature correction coefficient, (T1+T2+T3) is the reference intake temperature, T1 is the third intake temperature, T2 is the fourth intake temperature, and T3 is the second intake temperature.

[0175] Optionally, after step 306, the following steps can also be performed.

[0176] 307. The on-board terminal obtains the actual intake air temperature of the engine.

[0177] The actual intake air temperature is the current intake air temperature of the engine.

[0178] 308. The on-board terminal controls the duty cycle of the intercooler water pump based on the engine's actual intake air temperature and the target intake air temperature.

[0179] The duty cycle of the intercooler pump controls its speed. Generally, a higher duty cycle results in a higher pump speed, and a lower duty cycle results in a lower pump speed. A higher pump speed means faster coolant circulation and better cooling of the engine intake air. Of course, a higher pump speed also means higher power output.

[0180] In one possible implementation, the on-board terminal uses the temperature difference between the target intake air temperature and the actual intake air temperature of the engine to control the duty cycle of the intercooler pump.

[0181] For example, the vehicle terminal sends the temperature difference between the target intake air temperature and the actual intake air temperature of the engine to the cooling system control unit. The cooling system control unit then uses the temperature difference between the target intake air temperature and the actual intake air temperature of the engine to control the duty cycle of the intercooler water pump in a closed-loop control manner.

[0182] Closed-loop control includes PI (Proportional-Integral) control and PID (Proportional-Integral-Derivative) control.

[0183] All of the above-mentioned optional technical solutions can be combined in any way to form the optional embodiments of this application, and will not be described in detail here.

[0184] The technical solution provided in this application acquires various parameters, including engine operating parameters, vehicle motion parameters, air conditioning operating parameters, driving mode, and environmental parameters of the vehicle's environment. Using these acquired parameters, a reference intake air temperature and an intake air temperature correction coefficient are determined for the current vehicle condition. The reference intake air temperature is then corrected using the intake air temperature correction coefficient to obtain a highly accurate target intake air temperature for the engine. This target intake air temperature is then used to control the vehicle's intercooler pump, improving the effectiveness of the water-cooled intercooler system in controlling engine temperature.

[0185] Figure 4 is a schematic diagram of an engine intake air temperature determination device provided in an embodiment of this application, which is applied to a vehicle equipped with an intercooler water pump. Referring to Figure 4, the device includes: a parameter acquisition module 401, a reference intake air temperature determination module 402, a correction coefficient determination module 403, and a target intake air temperature determination module 404.

[0186] The parameter acquisition module 401 is used to acquire the vehicle's engine operating parameters, vehicle motion parameters, air conditioning operating parameters, driving mode, and environmental parameters of the environment in which the vehicle is located.

[0187] The reference intake air temperature determination module 402 is used to determine the reference intake air temperature of the vehicle's engine based on the engine operating parameters, the vehicle motion parameters, the air conditioning operating parameters, and the environmental parameters. The reference intake air temperature is the base intake air temperature of the engine under the current vehicle condition.

[0188] The correction coefficient determination module 403 is used to determine the intake air temperature correction coefficient based on the driving mode and the vehicle motion parameters. The intake air temperature correction coefficient is used to correct the reference intake air temperature.

[0189] The target intake air temperature determination module 404 is used to multiply the reference intake air temperature and the intake air temperature correction coefficient to obtain the target intake air temperature of the vehicle's engine. The target intake air temperature is used to control the intercooler water pump.

[0190] In one possible implementation, the reference intake air temperature determination module 402 is used to determine a first intake air temperature of the engine based on the engine operating parameters, the vehicle motion parameters, and the environmental parameters. A second intake air temperature of the engine is determined based on the air conditioning operating parameters and the vehicle motion parameters. The first intake air temperature and the second intake air temperature are then fused to obtain the engine's reference intake air temperature.

[0191] In one possible implementation, the reference intake air temperature determination module 402 is used to determine a third intake air temperature of the engine based on the engine operating parameters. A fourth intake air temperature of the engine is determined based on the vehicle motion parameters and the environmental parameters. The third and fourth intake air temperatures are then fused to obtain the first intake air temperature of the engine.

[0192] In one possible implementation, the engine operating parameters include engine speed and engine load. The reference intake air temperature determination module 402 is used to query a first correspondence table using the engine speed and engine load to obtain the third intake air temperature. The first correspondence table stores the correspondence between engine speed, engine load, and the third intake air temperature. This first correspondence table is obtained by calibrating a calibrated engine of the same model in a preset environment. Alternatively, the engine speed and engine load are input into a first intake air temperature determination model. The model extracts features from the engine speed and engine load to obtain engine operating characteristics. These operating characteristics are then mapped using the first intake air temperature determination model to obtain the third intake air temperature. Alternatively, the engine load intake air temperature is determined based on the engine load. A speed-temperature correction coefficient is determined based on the engine speed. The load intake air temperature and the speed-temperature correction coefficient are multiplied to obtain the third intake air temperature.

[0193] In one possible implementation, the vehicle motion parameters include vehicle speed. The reference intake air temperature determination module 402 is used to query a second correspondence table using the vehicle speed and the ambient temperature to obtain the fourth intake air temperature. The second correspondence table stores the correspondence between vehicle speed, ambient temperature, and the fourth intake air temperature. Alternatively, the vehicle speed and ambient temperature are input into a second intake air temperature determination model. The model extracts features from the vehicle speed and ambient temperature to obtain vehicle speed-temperature features. These features are then mapped using the second intake air temperature determination model to obtain the fourth intake air temperature. Alternatively, a reference ambient intake air temperature for the engine is determined based on the ambient temperature. A vehicle speed-temperature correction coefficient is determined based on the vehicle speed. The reference ambient intake air temperature and the vehicle speed-temperature correction coefficient are multiplied to obtain the fourth intake air temperature.

[0194] In one possible implementation, the vehicle motion parameters include vehicle speed and driving status. The reference intake air temperature determination module 402 is used to determine the second intake air temperature as 0 when the air conditioning operating parameters indicate that the vehicle's air conditioning is not turned on. When the air conditioning operating parameters indicate that the vehicle's air conditioning is turned on, the second intake air temperature of the engine is determined based on the air conditioning pressure of the air conditioning, the vehicle speed, and the driving status in the air conditioning operating parameters.

[0195] In one possible implementation, the reference intake air temperature determination module 402 is used to determine the second intake air temperature as 0 when the air conditioning pressure is less than or equal to a pressure threshold. When the air conditioning pressure is greater than the pressure threshold, the second intake air temperature is obtained by querying a third correspondence table using the air conditioning pressure, vehicle speed, and driving state. The third correspondence table is used to store the correspondence between the air conditioning pressure range, vehicle speed range, driving state, and the second intake air temperature.

[0196] In one possible implementation, the vehicle motion parameters include vehicle speed. The correction coefficient determination module 403 is used to query a fourth correspondence table using the driving mode and vehicle speed to obtain the intake air temperature correction coefficient. The fourth correspondence table stores the correspondence between the driving mode, vehicle speed, and intake air temperature correction coefficients. Alternatively, the driving mode and vehicle speed are input into the correction coefficient determination model, which extracts features from the driving mode and vehicle speed to obtain coefficient determination features. These coefficient determination features are then mapped using the correction coefficient determination model to obtain the intake air temperature correction coefficient. Alternatively, a first correction coefficient is determined based on the vehicle speed. A second correction coefficient is determined based on the driving mode. The first and second correction coefficients are then weighted and fused to obtain the intake air temperature correction coefficient.

[0197] In one possible implementation, the device further includes:

[0198] The control module is used to acquire the actual intake air temperature of the engine. Based on the actual intake air temperature and the target intake air temperature, the duty cycle of the intercooler water pump is controlled.

[0199] It should be noted that the engine intake air temperature determination device provided in the above embodiments is only illustrated by the division of the above functional modules when identifying the vehicle's state. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the computer device can be divided into different functional modules to complete all or part of the functions described above. Furthermore, the engine intake air temperature determination device and the engine intake air temperature determination method embodiments provided in the above embodiments belong to the same concept, and their specific implementation process is detailed in the method embodiments, which will not be repeated here.

[0200] The technical solution provided in this application acquires various parameters, including engine operating parameters, vehicle motion parameters, air conditioning operating parameters, driving mode, and environmental parameters of the vehicle's environment. Using these acquired parameters, a reference intake air temperature and an intake air temperature correction coefficient are determined for the current vehicle condition. The reference intake air temperature is then corrected using the intake air temperature correction coefficient to obtain a highly accurate target intake air temperature for the engine. This target intake air temperature is then used to control the vehicle's intercooler pump, improving the effectiveness of the water-cooled intercooler system in controlling engine temperature.

[0201] This application also provides a vehicle, and Figure 5 is a structural schematic diagram of a vehicle provided in this application embodiment.

[0202] Typically, vehicle 500 includes one or more processors 501 and one or more memories 502.

[0203] Processor 501 may include one or more processing cores, such as a quad-core processor, a penta-core processor, etc. Processor 501 may be implemented using at least one hardware form selected from DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). Processor 501 may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, processor 501 may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, processor 501 may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning.

[0204] The memory 502 may include one or more computer-readable storage media, which may be non-transitory. The memory 502 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in the memory 502 are used to store at least one computer program, which is executed by the processor 501 to implement the method for determining engine intake air temperature provided in the method embodiments of this application.

[0205] Those skilled in the art will understand that the structure shown in FIG5 does not constitute a limitation on vehicle 500, and may include more or fewer components than shown, or combine certain components, or employ different component arrangements.

[0206] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a method for determining engine intake air temperature provided in the above embodiments.

[0207] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement the method for determining engine intake air temperature provided in the above embodiment.

[0208] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to achieve the method for determining engine intake air temperature provided in the above embodiment.

[0209] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0210] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0211] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another apparatus, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0212] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for determining engine intake air temperature, characterized in that, Applied to vehicles equipped with an intercooler water pump, the method includes: The engine operating parameters, vehicle motion parameters, air conditioning operating parameters, driving mode, and environmental parameters of the vehicle's environment are obtained. Based on the engine operating parameters, the vehicle motion parameters, the air conditioning operating parameters, and the environmental parameters, the reference intake air temperature of the vehicle's engine is determined. The reference intake air temperature is the base intake air temperature of the engine under the current vehicle condition. Based on the driving mode and the vehicle motion parameters, an intake air temperature correction coefficient is determined, which is used to correct the reference intake air temperature. The target intake air temperature of the vehicle's engine is obtained by multiplying the reference intake air temperature and the intake air temperature correction factor. The target intake air temperature is used to control the intercooler water pump.

2. The method according to claim 1, characterized in that, Determining the reference intake air temperature of the vehicle's engine based on the engine operating parameters, vehicle motion parameters, air conditioning operating parameters, and environmental parameters includes: The first intake air temperature of the engine is determined based on the engine operating parameters, the vehicle motion parameters, and the environmental parameters. The second intake air temperature of the engine is determined based on the air conditioning operating parameters and the vehicle motion parameters; The first intake temperature and the second intake temperature are combined to obtain the reference intake temperature of the engine.

3. The method according to claim 2, characterized in that, The step of fusing the first intake air temperature and the second intake air temperature to obtain the engine's reference intake air temperature includes: The first intake air temperature and the second intake air temperature are added together to obtain the reference intake air temperature of the engine; Alternatively, based on the weights of the first and second intake temperatures, the first and second intake temperatures can be weighted and summed to obtain the reference intake temperature.

4. The method according to claim 2, characterized in that, Determining the first intake air temperature of the engine based on the engine operating parameters, the vehicle motion parameters, and the environmental parameters includes: Based on the engine operating parameters, the third intake air temperature of the engine is determined; Based on the vehicle motion parameters and the environmental parameters, the fourth intake air temperature of the engine is determined; The third intake temperature and the fourth intake temperature are combined to obtain the first intake temperature of the engine.

5. The method according to claim 4, characterized in that, The step of fusing the third intake temperature and the fourth intake temperature to obtain the first intake temperature of the engine includes: The first intake temperature is obtained by adding the third intake temperature and the fourth intake temperature. Alternatively, based on the weights of the third and fourth intake temperatures, the first intake temperature can be obtained by weighted summation of the third and fourth intake temperatures.

6. The method according to claim 4, characterized in that, The engine operating parameters include engine speed and engine load. Determining the engine's third intake air temperature based on these engine operating parameters includes: The third intake temperature is obtained by querying the first correspondence table using the engine speed and engine load. The first correspondence table is used to store the correspondence between engine speed, engine load and third intake temperature. The first correspondence table is obtained by calibrating a calibrated engine of the same model in a preset environment. Alternatively, the engine speed and engine load can be input into a first intake air temperature determination model, and the engine speed and engine load can be used to extract features from the first intake air temperature determination model to obtain engine operating features; the engine operating features can then be mapped using the first intake air temperature determination model to obtain the third intake air temperature. Alternatively, based on the engine load, determine the engine load intake temperature; based on the engine speed, determine the engine speed temperature correction factor; multiply the load intake temperature and the speed temperature correction factor to obtain the third intake temperature.

7. The method according to claim 6, characterized in that, Determining the engine's load intake temperature based on the engine load includes: Substituting the engine load into the first relational data, the load intake temperature is obtained, wherein the first relational data is used to represent the correspondence between the engine load and the load intake temperature. The step of determining the engine speed-temperature correction coefficient based on the engine speed includes: Substituting the engine speed into the second relational data, the engine speed-temperature correction coefficient is obtained, wherein the second relational data is used to represent the correspondence between the engine speed and the engine speed-temperature correction coefficient.

8. The method according to claim 4, characterized in that, The vehicle motion parameters include vehicle speed, and the environmental parameters include ambient temperature. Determining the fourth intake air temperature of the engine based on the vehicle motion parameters and the environmental parameters includes: The fourth intake temperature is obtained by querying the second correspondence table using the vehicle speed and the ambient temperature. The second correspondence table is used to store the correspondence between the vehicle speed, the ambient temperature and the fourth intake temperature. Alternatively, the vehicle speed and ambient temperature can be input into a second intake temperature determination model, and the vehicle speed and ambient temperature can be feature-extracted using the second intake temperature determination model to obtain vehicle speed-temperature features; the vehicle speed-temperature features can then be mapped using the second intake temperature determination model to obtain the fourth intake temperature. Alternatively, based on the ambient temperature, a reference ambient intake temperature for the engine is determined; based on the vehicle speed, a vehicle speed temperature correction factor for the engine is determined; and the reference ambient intake temperature and the vehicle speed temperature correction factor are multiplied to obtain the fourth intake temperature.

9. The method according to claim 8, characterized in that, The method further includes: The model for determining the second intake temperature is obtained by training multiple second sample data and the labeled fourth intake temperature corresponding to each second sample data. The second sample data includes sample vehicle speed and sample ambient temperature.

10. The method according to claim 8, characterized in that, Determining the reference ambient intake temperature of the engine based on the ambient temperature includes: Substituting the ambient temperature into the third relational data, the reference ambient air intake temperature of the engine is obtained. The third relational data is used to represent the correspondence between the ambient temperature and the reference ambient air intake temperature. The determination of the engine speed-temperature correction coefficient based on the vehicle speed includes: Substituting the vehicle speed into the fourth relational data, the vehicle speed temperature correction coefficient of the engine is obtained. The fourth relational data is used to represent the correspondence between the vehicle speed and the vehicle speed temperature correction coefficient.

11. The method according to claim 2, characterized in that, The vehicle motion parameters include vehicle speed and driving state, the driving state including uphill and downhill, and determining the engine's second intake air temperature based on the air conditioning operating parameters and the vehicle motion parameters includes: When the air conditioning operating parameters indicate that the vehicle's air conditioning is not turned on, the second intake air temperature is set to 0. When the air conditioning operating parameters indicate that the vehicle's air conditioning is on, the second intake air temperature of the engine is determined based on the air conditioning pressure, vehicle speed, and driving status in the air conditioning operating parameters.

12. The method according to claim 11, characterized in that, The step of determining the engine's second intake air temperature based on the air conditioning pressure, vehicle speed, and driving status in the air conditioning operating parameters includes: When the air conditioning pressure is less than or equal to the pressure threshold, the second intake air temperature is set to 0. When the air conditioning pressure is greater than the pressure threshold, the second intake air temperature is obtained by querying the third correspondence table using the air conditioning pressure, the vehicle speed, and the driving status. The third correspondence table is used to store the correspondence between the air conditioning pressure range, the vehicle speed range, the driving status, and the second intake air temperature.

13. The method according to claim 1, characterized in that, The vehicle motion parameters include vehicle speed. Determining the intake air temperature correction coefficient based on the driving mode and the vehicle motion parameters includes: The intake air temperature correction coefficient is obtained by querying the fourth correspondence table using the driving mode and the vehicle speed. The fourth correspondence table is used to store the correspondence between the driving mode, the vehicle speed and the intake air temperature correction coefficient. Alternatively, the driving mode and vehicle speed can be input into a correction coefficient determination model, and features of the driving mode and vehicle speed can be extracted using the correction coefficient determination model to obtain coefficient determination features; the coefficient determination features can then be mapped using the correction coefficient determination model to obtain the intake air temperature correction coefficient. Alternatively, a first correction coefficient is determined based on the vehicle speed; a second correction coefficient is determined based on the driving mode; and the first and second correction coefficients are weighted and fused to obtain the intake air temperature correction coefficient.

14. The method according to claim 13, characterized in that, The method further includes: The correction coefficient determination model is obtained by training multiple third sample data and the labeled intake air temperature correction coefficient corresponding to each third sample data; the third sample data includes sample vehicle speed and sample driving mode.

15. The method according to claim 1, characterized in that, After multiplying the reference intake air temperature and the intake air temperature correction factor to obtain the target intake air temperature of the vehicle's engine, the method further includes: Obtain the actual intake air temperature of the engine; The duty cycle of the intercooler water pump is controlled based on the actual intake air temperature of the engine and the target intake air temperature.

16. The method according to claim 15, characterized in that, The control of the duty cycle of the intercooler water pump based on the actual intake air temperature of the engine and the target intake air temperature includes: Determine the temperature difference between the actual intake air temperature and the target intake air temperature; Based on the temperature difference, the duty cycle of the intercooled water pump is controlled using a closed-loop control method.

17. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor is configured to call and run the executable program code from the memory, causing the vehicle to perform the method for determining engine intake air temperature as described in any one of claims 1 to 16.

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